Idoc - Pub - Maintenance Manual For Sulzer Diesel Engines Rta76 PDF

V.No. Book No.
.
/
New
Sulzer
Diesel
New Sulzer Diesel AG
Winterthur, Schweiz
Maintenance Manual
for Sulzer - Diesel Engines
RTA76
Installation I Vessel:
Type:
Engine No.:
Mailing address:
New Sulzer Diesel AG

PO Box Telephone 052 262 49 22
CH-8401 Winterthur Telex 896 06070 sz ch
Switzerland Telefax 052 2249 17
© 1990 New Sulzer Diesel Ltd. Switzerland - Printed in Switzerland

000
For particular Attention
This manual is put at the disposal of the recipient solely for use in connection with corresponding DIESEL
ENGINES.
It has always to be treated as confidential.
The intellectual property regarding any and all of the contents of this manual, particularly the copyright,
remains with NEW SULZER DIESEL LIMITED, WINTERTHUR, SWITZERLAND. This document and
parts thereof must not be reproduced or copied without their written permission, and the contents thereof
must not be imparted to a third party nor be used for any unauthorized purpose.
Before the operator attempts to use the engine or before maintenance work will be undertaken, the respec
tive manual is to be read carefully.
To ensure the best efficiency, reliability and lifetime of the engine and its components, only original spare
parts should be used.
It is to be ensured as well that all equipment and tools for maintenance are in good condition.
",---,. The extent of any supplies and services is determined exclusively by the relevant supply contract.
The particulars. data. presentations etc.in this manual correspond to the situation existing at the time of
going to press and they are based on drawings made by NEW SULZER DIESEL. It must be recognized
that such particulars. data. presentations etc. may be subject to later modifications due to further develop
ments. experience or any other reason.
This manual is primarily intended for use by the engine operating and maintenance personnel. It is as
sumed that it will a~ways be at the disposal of such personnel for the operation of the engines and/or for the
required maintenance work.
This manual has been prepared on the assumption that operation and maintenance of the engines con
cerned will always be carried out by personnel having the special knowledge and skill needed to handle in a
workman-like manner diesel engines of the corresponding size. the pertaining auxiliary equipment. as well
as fuel and other operating media.
Therefore. generally applicable rules. which may also concern such items as protection against danger. are
specified in this manual in exceptional cases only. It is generally assumed that the operating and mainte
nance personnel are familiar with the rules concerned.
This manual has been prepared to the best knowledge and ability of its authors. How
ever, neither NEW SULZER DIESEL nor their employees assume any liability under any
legal theory whatever including negligence for claims for any damages whatsoever or
claims of any other nature such as regarding additional supplies or services or other
demands, with regard to this manual and its contents or to any modification thereto or
in connection with any use thereof.
NEW SULZER DIESEL LIMITED

WINTERTHUR
SWITZERLAND
New 10.91
Sui...
Diesel
Informat on
The engine can be equipped with "long" or "short" piston rods.

With the long version, the rod of the piston is led through
the crosshead from above and secured at the bottom with a sui
tabl e nut.
In the case of short piston rods, connection is effected by
means of a strong bolt, which is inserted at the bottom so
that it passes through the crosshead and into the piston rod.
To rule of the possibility of mistakes, the data relevant to
engines equipped with short piston rods are printed on green
coloured paper.
Customers are requested to remove the pages of the manual
that do not apply to their particular engines.
"Long D piston rod ."Short" pi ston

! rod
,
'---" '
Pi ston Pi ston rod

rod nut bolt
SULZER
Group: 001
RT PRE F ACE
Sheet: 1
Pre f ace
The aim of the "M a i n ten a n c e Man u a 1" is to help to ensure
that the maintenance which has to be carried out at specific intervals is done
correct1 y.
It is assumed that the staff charged with such work posses the necessary know
how.
Information covering engine operation as well as the description of the func
tioning of specific systems is contained in a separate book "Description and
Operating Instructions".
The "Maintenance Manual" is divided into the following main chapters:

• General Guide Lines for Maintenance
• Maintenance Schedule
• Tables of Weights, Clearances and Values for Bolted Connections
• Work Sheets
• Too1s List
The following are a few explanations to the above items:
The "General Guide Lines for Maintenance" contain - in addition to indications
regarding precautionary measures to be taken - recommendations on how to carry
out the work.
In the "Maintenance Schedule" the intervals are specified at which the various
maintenance operations are to be carried out.
The "Tables of Weights. Clearances and Tightening Values for Bolted Connections"
deal with weights of individual engine components, normal and maximum permissible
clearances as well as the proper tightening of certain important bolted connections.
The "standard clearances" mentioned in the Table of Clearances 012/1 &f correspond
to those partly resulting from manufacturing tolerances or those adjusted on the ~
engine.
The maximum clearances or max./min. dimensions stated are those values which may
result from wear after a prolonged period of operation and which are neither to be
exceeded nor gone blow. In parts where the clearance can be corrected by a change
in the thickness of shims, discs, distance pieces etc. the original standard clearan
ce should always be aimed at, and adjusted. Wherever this is not possible, the worn
parts must be replaced or reconditioned by building up (chrome plating, welding
build-up or metal spray.
Should during an overhaul, clearances or dimensions be found close to the permissible
limits, it has to be left to the engineer in charge of the engine to decide whether
or not the parts have to be replaced. This depends for example on the time of opera
tion until the next overhaul and on the wear to be expected from experience made over
a certain time span.
Detailed instructions are given in the "Work Sheets" on the procedure of maintenance
work on certain engine parts.
The tools and devices are specified in the "Tools List" which are needed for mainte
nance work and which are normally supplied with the engine.
All the information contained in the text and the illustrations of this book are
valid at the time of going to press.
Modifications will be incorporated in the next edition.

SULZER
TABLE OF CONTENTS Group: 002
RT Sheet:
for Maintenance Manual 1
FOR PARTICULAR ATTENTION 000

PREFACE 001
Table of contents for Maintenance Manual 002
Engine cross- and longitudinal section 004
Numbering of bearings and cylinders as well as definition of 008
engine sides
GE~ERAL GUIDE LINES FOR MAINTENANCE 011

Precautionary measures for maintenance work
Recommendations for carrying out the work
TABLE OF CLEARANCES
- Crankshaft and thrust bearings 012/1
- Crosshead guides 012/2 (2a RTA58)
- Cylinder liners 012/3
- Piston rod glands 012/4
- Crosshead- and crank pin bearings 012/5
- Crosshead lubrication 012/6
- Working piston and piston rings 012/7
- Piston telescopic pipe glands 012/8
- Gear wheels for camshaft drive and PTO gearbox 012/9
- PTO gearbox 012/9a
- Camshaft and reversing servomotor 012/10
- Ancillary gear drives 012/11
- Ancillary and starting air distributor drive 012/11a
- Intermediate shaft for ancillary gear drives 012/11b
- Roller guides for fuel injection and actuating pumps 012/12
- Drive for cylinder lubricators 012/13
- Overspeed, pick-up and remote tachometer transmitter 012/14
- Balancer drive elements (2nd order 4 to 6 cyl. engines) 012/15
- Balancer drive elements (1st and 2nd order, 4 cyl. engines) 012/15a (RT68, RT76)
lNFORMATION ON THE TIGHTENING OF IMPORTANT SCREWED CONNECTIONS 013

MASSES OF INDIVIDUAL COMPONENTS (per unit in kg) 014
DIMENSIONS AND MATERIAL SPECIFICATIONS OF THE RUBBER RINGS 015
MAINTENANCE SCHEDULE (Table of intervals) 021
WORK SHEETS
Checking the lubricating oil by the spot test method 042/1
Taking of oil sampl es for 1aboratory anal ysi s 042/2
Bedplate - Checking the foundation bolts 11 0/1
Main bearings
- Loosening and tightening the bearing thrust bolts 117/2
- Removal and fitting of a bearing cover and an upper 117/3
beari ng shell
- Removal and fitting of the bearing cover and stopper 117/4
bridge in the thrust bearing assembly
- Removal and fitting of a lower main bearing shell 117/5
I R 1 Q h
002/1a RT
Thrust bearing - Checking the axial clearance 120/1

- Removal and fitHing of thrust bearing pads 120/2 ~
r---/'
Tie rods - Checking the pre-tension and tensioning the tie rods 190/1
Cyl inder jacket - Transporting acyl inder 1iner with fi Hed cylinder jacket 211 /1
- Removal and fitting of the water guide ring 211 /2
Cylinder liner - Measuring bore wear 214/1

- Removal and fitting 214/2
- Removal of wear ridge, rectifying 1ubricating
grooves and edges of scavenge ports 214/4
Lubricating quills - Function check 215/1
Piston rod gland - Removal and fitting and measurement of wear 231/1
Cylinder head - Removal and fitting 270/1

- Hydraulic loosening and tensioning of cylinder head studs 270/2
- Mechanical loosening and tensioning of cylinder head studs 270/3
- Manual rectifying the seal ing face for the fuel injector in
the cylinder head 270/4
Fuel injector valve - Checking, dismantling, assembling and setting 272/1

- Cleaning and overhauling injector nozzle 272/2
- Lapping of injector body sealing face 272/3
- Checking a circulating valves 272/4
Starting valve - Cleaning and checking 273/1
Relief valve - Dismantling, assembling and checking 274/1
Exhaust valve Removing and fitting the exhaust valves in the cylinder head 275/1
- Dismantling and assembling 275/2
- EKchanging and grinding the valve seat 275/3
- Grinding the seat face on the valve spindle 275/4
Crankshaft - Measuring the crank deflection 310/1
Torsional vibration - Taking a silicon fluid sample 313/2

damper (on crank
shaft and camshaft)
Axial damper -,Dismantling and assembling 314/1
Turning gear - Oil change and checking worm gear wheels 320/1
Cftnneeting rod and Checking running clearances 330/1

Cllnnlllcting rod - Loosening and tensioning connecting rod bolts 330/2
bearings Separating the crank pin bearing body from the
connecting rod shank 330/3
Inspecting the crank pin bearings 330/4
- Inspecting and if necessary replacing crosshead 330/5
bearing shell s
- Removing and fitting a connecting rod 330/6
I P
VVC./~U
Crosshead - Checking the clearances 332 i 1
_ Removing and fitting a crosshead with working piston removed 337/3
Working piston - Removing a working piston 340/1

- Fi tting a working pi ston 340/2
_ Loosening and tightening the piston rod nut (resp. bolt)
wi th a sped al spanner 34J/3
- Checking the piston top surface 340/4
- Dismantling and assembling 340/5
_ Pressure testing cooling space (leak tightness test) 340/6
Exchanging pi ston cool ing tel escopic pipes 342/1
Piston rings Checking piston ring wear 34212
Piston cooling - Checking the stand pipes 360/1

Maintenance of glands for the telescopic pipes 362/1
Camshaft drive gear - Checking of running clearances, backlashes and condition of

teeth 410/1
_ Removing and fitting the intermediate gear wheel 410/2
- Replacing the split gear wheel on the crankshaft 410/3
Cam sha ft - Removing and fitting a camshaft section 420/2

Dismantling and assembling of hydraulically fitted components 421/0
- Removing the fuel injection and the actuator cam 421/1
- Pressing on the fuel injection cam 42l/lb
- Pressing on the actuator cam 42l/lc
- Adjusting the fuel- and the actuator cam 42l/ld
- Removing and 42l/le
Fitting the flange coupling 42l/lf
- Removi ng and 42l1lg
Fitting the camshaft coupling 421/1 h
- Removing and fitting the gear wheel on the camshaft 421/4
Starting control air - Removing and fitting the pilot valves

430/1
di stri butor
) Starting air shut - Cleaning and function checking 432/1

'--" off valve
Running direction - Inspecting and function checking

453/1
safeguard
Shut-down servo- - Oismantling and assembling

455/1
mo tor
WOODWARD governor Installing, removing and maintenance 510/1
Safety cut-out de- - Mai ntenance, fundi on check

530/1
vice
aD2/lc RT
Fuel injection pu~ps - Adjusting and checking the timing 551/1

- Lapping the sealing faces of the covers of the suction, 551/2
delivery and spill valves
- Checking and setting the relief valve 551/3 ~
- Checking and setting the static pressure regulating 551/4
val ve
- Tighten of nipple for plunger bush 551/5
Scavenge air receiver Maintenance of valve groups and cleaning the scavenge 640/1
air receiver
- Maintenance of water separator elements 640/2
Auxil i ary blower - Mai ntenance 654/1
Scavenge air cooler Cleaning (airsideJ with engine at stand still 650/1
- Cleaning (water side) with engine at stand still 660/2
- Removing and fitting the cooler stack 660/3
Cylinder lubricators - Cleaning 721/1
Driving shaft to the - Dismantling and assembling 722/1

flow control valve of
the cylinder lubrication
'-..../
p. l.O.-Gearbox - Checki ng the too th profi 1e and tooth backl ash, re 740/1
aligning the gearbox housing, checking the running
performance
- Removing and fitting gearbox components as well as the 740/2
intermediate gear wheel.
- Gei slinger coup1 ing, external check for oil 1eaks and 740/3
constant venting
Efficiency-Booster - Removing and fitting the hydraulic coupling as well as 750/i
the flexible packet coupling. Checking the oil level
of the hydro coupling and the alignment of the power
turbine.
- Funcion checking and maintenance of the shut-off flap 750/2
and the corner valve
Balancer - Fitting, Removing, Tensioning the Roller Chain 710/1
- Fitting, Removing the Flexible Coupling and a Camshaft 770/1e and 1f (2nd
section order
resp. lf and 1g(l st+2nd order)
Exhaust pi pe Adjusting the Belleville washer spring packs on the 811 /1
exhaust pipe mounts
Hydraulic ~i~e to .~hau.t - Overhauling the pipe seal faces 846-1
valve drive
TOOLS - Explanation 940

Hydr. Jacks and pumps - Arrangement and application 940/0 & Oa
Hydr. pre-tensioning - Storage, care and spares stock 940/0b &Dc
jack s - General application instructions 940/Dd-Oh(Oi, RT84)
Tools list - Standard tool s 940/1;41
- Recommended tools 940/48;51
- Tools obtainable on loan 960/60
12.89
CJ04/1 RTA 76
RTA 76
846/1
811/1
660/1+3
36211--_-+t+-~~~..,j:~
551 /1+5--_.. .,..":;~
231/1
1,20/2~t"--~1L",...;:::j~ 'C
, 1,21/1 +I, ~~--..JL~:t;;I
3g)/I----~~LII-_~~~~
110/1
10.86
001,/2
27~/1 RTA76
211/2------~-iYtr-Ttr~1t1111:tI+==t==\:+t;
3'0/~2~'~5.8
211/1-------:=;tl11~
721/1
J30/2
330/5
3'0/3
1H~.~770/1
7'0/1--_~+:...-..
t
~10/2i:~-~.~";1;f~.~~;Frn
,
'It
il
1
~, ""- '
t
, 332/1+2
~,:~
~~I, +t:
. . --::.~~W
"0/3
330/1f'
117/~
330/6
117/3
117/5
120/1
190/1
120/2 310/1 330/2 330/3
9 -1O'Z 198.411
5.87
Gruppe
SULZER Numerierung von Lagern und Zylindern
Group ~008
sowie Bezeichnung der Motorseiten
RT Numberings of bearings and cyl inders and nomination of engine sides

Blatt
Sheet 1
Antriebseite Freies Ende

Driving end Free end
Zylinder
Drucklager Numerierung
Thrust bearing (j) ® ~~~~Numbering of
cylinders
Schubstangen
Numerierung
Numbering of
connection rods
Kurbelwellen
lager
Numerierung
r-+-t--...
Numbering of main
bearings
3 - 107156. 218
Linksmotor Rechtsmotor
Left-hand engine Right-hand engine
Brenns.toff
pumpenseite
Fuel pump. side
Exhaust side Exhaust side
linksdreh(~l1d
counter-clockwise
rechtsdrehend
clockwise
Ansicht von Antriebseite
View from driving end
L.B. 2.8~
Table of Contents
Maintenance Instructions
Clearance Tables
Tightening Values for Bolt Connection.s
Weights
Maintenance Schedule
WorkSheets
ToolUsts
SULZER
Group: 011
RT GENERAL GUIDE LINES FOR MAINTENANCE
Sheet: 1
The maintenance work to be carried out on the engine at specific intervals is described in the "Main
tenance Schedule ll of this book and is to be understood as a ~
Experience will show whether the intervals may be extended or have to be shortened as mode and condi
ti ons of operati on, qual i ty of fuel and 1ubri ca ti ng oil used, as well as many other factors i nfl uence
the condition of the engine to a great degree.
Precautionary Measures for Maintenance Work

Prior to carrying out any maintenance work on the engine (especially on the running gear), the
following precautions have to be taken:
• Close the automatic shut-off valve for starting air as well as the shut-off valves on the starting
air receivers •
• Close all the shut-off valves in the control air pressure-reducing unit and the drain cocks in the
'-/
two air receivers arranged above it •
• Open the drain valves placed in the pipes before and after the automatic starting air shut-off
valve and leave in this position until maintenance work is co~pleted•
• Open all indicator cocks on the cylinder heads and leave in this position until maintenance work is
comp1eted •
• Engage turning gear (gear pinion must be in engaged position) and lock the lever •
• Where the engine has been stopped due to overheated running gear or bearings, wait at 1east 10 mi
nutes before opening the crankcase doors •
• The crankcase doors must always be locked with all the closing dogs whenever the engine is running
even if this is only for a short time in order to make temperature checks leg. after changing bear
ings during an overhaul, etc.) •
• In the case of a fire in the engine having been extinguished by means of C02, the spaces effected
must be well ventilated before work can be carried out within them.
Recommendations for carrying out the work

- Prior to turning the crankshaft with the turning gear, make sure that nobody is inside the engine
and that no loose parts,tools or devices can get jammed. Also ensure that the coupled propeller
turns too (danger in surroundings).
- When carrying out maintenance work, use the tools and devices intended for the work in question
which, as a rule, are supplied with the engine (see "Tools List ll at the end of this book).
- Tools and devices should be ready prior to use and be in perfect condition.
- Hydraulic tools are to be checked from time to time for tightness and faultless functioning (see
also sheet 940/0a).
- All work must be carried out with the necessary care, observing utmost cleanliness.
- During maintenance, openings of pipes, open oil bores, etc. must be temperarily closed to avoid
the entry of any dirt.
- All parts overhauled during the course of maintenance have to be checked for perfect functioning
prior to starting the engine. Pipes which were removed have to be checked for tightness after re
fitting.
Ollila RT
Clearances of moving parts ~us! be cl,ecked periodically. Should the maxi~u'll perrr-issit,ll " J;'Jes -.J
(see clearance tabl es) have beer reache~ or have even beer, exceeded, these parts n us ~ :12 re~,l a
ced by either new or renovated snes, except where the clearance car be readjusted by re~ova1 of
sh i ms.
- Parts taken from the spares stock are to be replaced. When ordering new parts only the code numbers
of the code book must be used and engine number, type of engine and name of installation must be
mentioned.
- When tightening studs, nuts or bolts, the utmost care must be taken not to damage their threads
and that they can be screwed in by hand until metal-to-metal contact is obtained. The specified
lubricants are to be used.
- Where tightening values are stated, these must be strictly adhered to (see table "tightening values
for bolted connections 013).
- Locking devices of bolts, nuts, etc. must be fitted correctly and secured properly.
_ Used rubber rings must always be replaced by new ones when an overhaul of any engine component ta
kes place; they lust conform in dimension and quality to the specifications in the list group 015.
The fitting of piston seal rings and rod seal rings requires the greatest of care to prevent slid
ing rings being damaged, overexpanded or distorted. RECOMMENDATION: Before fitting the sliding
ring of a piston seal ring heat it first in boiling water.
Table of Contents
Clearance Tables
Tightening Values for Bolt Connectior]s
Weights
WorkSheets
ToolUsts
SULZER
Spiele Kurbetwellen - und Drucklager Gruppe: 012
Group :
RT76 Blatt
Gearances Crankshaft- and Thrust Bearings
Sheet 1
Kurbellllellenlager
CRANKSHAFT BEARING d
u 0
Differenz aj - a2 = max. 0,1 mm

bei gespannten Bruckbolzen
Difference al - a2 = max. 0,1 mm
with thrust bolts tensioned
v. 4 - 107. 197.046
d Drucklager
THRUST BEARING
o o
2'-101.198 :812
f f
'1
Nennmass Spiel neu maximum Nennmass Spiel neu maximum
durch Abnutzung durch Abnutzung
Nominal dimension Clearance nelll due to lIIear Nominal dimension Clearance nelll due.to lIIear
b = 790
o
f = 100_ 0 03
B = 790 +0,58 0,68

c = 0,48 0,8 2,5
+0,48
e = 20
~ d = 375 dl + d2 = 15
g = 225
1983
SULZER C"p,'ele
J. KreuzkopffiJhrung GruPp~:012
1--====----+---------------1 Group :
RT76 rJ Blatt
LLearanCes CROSSHEAD GUIDANCE
Sh~~t 2
Brennstoffpumpenseite
FUEL PUMP SIDE
.....
o
2- 107. 198.414
.
* Wenn die Gleitschuhe auf der Brennstoffpumpenseite anliegen, muss die Ko'ibenstangenachse zur Zylinderachse
um das halbe Spiel 'bl' gegen die Brennstoffpumpenseite verschoben sein,
* WHEN THE GUIDE SHOES LIE AGAINST THE FUEL PUMP SIDE, THE PISTON ROD AXIS MUST BE DISPLACED BY HALF THE
CLEARANCE 'bl' TO THE FUEL PUMP SIDE RELAT IVE TO THE CYLINDER AXIS.
** Das Spiel 'bl' gilt nur fur kalten Motor ohne angezogene Zuganker und Druckbolzen.
Durch das Anziehen von Zuganker und Druckbo1zen vergrossert sich das Spiel im Bereich des U.T.P.
Diese Spielveranderungen bleiben fur das Betriebsverhalten des Motors ohne Bedeutung.
** THE CLEARANCE 'b l ' IS ONLY VALID FOR COLD ENGINE ON WHICH THE TIE RODS AND JACK BOLTS ARE NOT TIGHTENED.
TIGHTENING OF THE TIE RODS AND JACK BOLTS INCREASES THE CLEARANCE MAINLY IN THE REGION OF B.D.C.
THE FLUCTUAT ION OF TH IS CLEARANCE DOES NOT AFFECT THE DPERAT ION OF THE ENG INE.
Nennmass Spiel neu maximum Nennmass Spi e1 neu maximum

Nominal dimension Clearance new due to wear Nominal dimension Clearance new due to wear
a = 370 B = 924
b] = °,
0,5 **
2 0,6
0,09 cl = 0,15 .. 0,25 0,4

A = 370
-0,2
°03 0,15
c2 = ° °15 .. 25 °4
b =924_ 0,25
5.84
SULZER
S ., Gruppe: 012
J----_===p=l=e=e_---I-_zy_It_"nd_e_re_in_s_a_tz ~ Group :
RT76 rJ B/att
LLearanCes Cylinder Liner Sheet 3
A
-
I
I
'/
I
1- 107. 197. 095
NennnTlss Spiel neu maximum Nennmass Spiel neu maximum

durch AbniHzung durch Abniltzung
Nominal dimension Clearance nelll due to wear Nominal dimension Clearance new due..:to wear
1, 1 f 0,6
A = 1094,5 al + a2 = 0,7 F = 1020 f l + 2 = 0,2
B = 1100,5 b b 1, 1 G = 945
1,3
,
1+ 2=07 gl + g2 = 0,9
C = 760 H = 935
h 0,8
max.¢ = 765,3 hI + 2 = 0.5
E = 1030
5.84
SULZER
Spiele Kolbenstangen - StopfbiJchse 012
RT76 Clearances Piston Rod Gland Box 4
c
~TEFLON
~
c:
.S:!
~
0_
::lo c:
~.s:!
c: ~
:::d~
~
:§c:
.....!:!l
111111
::lCII
-.:(Q
T
....
. Beim Kontrollieren des Spieles il muss der Abstreifring CI) auf
dem Fuhrungsring ~ aufliegen.
WHEN CHECKING THE CLEARANCE AT il THE SCRAPER RING CD MUST LIE
ON GUIDE RING (I).
Beim Kontrollieren der Spiele II, III 1 und kl-mUssen das Schloss CD c
und der Abstreifring CI) auf dem Fuhrungsring (l) aufliegen.
kd ---TEFLON
WHEN CHECKING CLEARANCES II, ml AND kl CLAMP
SCRAPER RING CI) MUST LIE ON GUIDE RING (l).
CI) AND ~ 4-107.198.444
durch Abnutzung durch Abnuhung
a = 45
min.
min.
Dicke
= 39
thickness il = °~ 0,08 0,5
min. Dicke
b = 20 = 15 kl = 0,05 y 0,26 0,8
min. thickness
c = 20
min.
min.
Dicke
= 18
thickness 11 = ° 0,1
~ 0,5
e = 30 el = 0,4 or 0,7 O,a ml = Dor 0,23 0,5
f = 35 fl = 0,4 or 0,7 0,8
G = 280 280,3 gl = 0,056 or 0,160 0,4

110/,
SULZER
Sp,'e/e Q 5 Grupp~: 012
J-_-====-_---+_IiJ_e_r_e_u_n_d_u_n_t,_c_h_u_bs_t_a_ng_e_n_la_ g
_e_r~ Group :
RT76 rl Upper and Lower B/att
5
LlearanCes Connecting Rod Bearings Sheet
Obere Hal He
UPPER HALF
Lagerschale
BEARING SHELL
'- =I====!r----+------I
4-107, 1~,693

a = 65°_ °0,08 a1 + a2 = 0,32TO,50 E = 790+0,58 f = 0,48 T 0,66 0,7

+0,48
b = 0,34 .. 0,56 0,6
cl + c2 = 0,60TO,80 = 13 ± 13
.~
d = 284 d1 + d2 = 0,30TO,70
'-..-/
e = 790 g = 335 gl + g2 = 15 ± 0,5
5,84
SULZER
RT76 6
)
/
c, c

0,09 1,2
a = 60 al = 0 03 0,2 c = 65 c1 + c2 = 6 °
~~-~~~+---+---r---I--l "-- ./
b = 95 bl + b2 = 4
1983
SULZER Spiele Arbeitskolben (jruppe: 011"
und Kolbenringe Group: L-
/
RT76 Clearances Working Piston Blatt 7
and Piston Rings Sheet
a
b
c
m J
c
m J
f 40 40
~11111·.llill--_--..,..--n
I m K
Fuer die Wiederverwendung von gebrauchten Kolbenringen ist die Ringbreite an den Stellen A, B und C
massgebend. Gebrauchte Kolbenringe koennen weiterverwendet werden, wenn bis zur naechsten
Revision die minimaIe Ringbreite nicht unterschritten wird (siehe Blatt 34212b)
The ring width at the positions A,B and C is the decisive criterion for refitting of used piston rings.
Used piston rings my by refitted, if they will keep within their min. ring width till the next revision
(see groupe 342, sheet 2b).
I [mm]
24 -rT'TTT1T'I=
23 -IHlffiI33:
Kolbenring
breite 'I'
Piston ring
width 'I'
21
221111111
20
19....LLJ..L.U.U...
760 761 762 763 764 765 766 [mm]
Zylindereinsatz-Durchmesser 'a' I Cylinder liner bore 'a'
Nennmass Spiel normal. neu maximum durch Nennmass Spiel normal, neu maxmum durch
Normal clearance. Abniltzung Normal clearance, Abniltzung
Nominal dimension new max due to wear Nominal dimension new max. due to wear
a = 760 765,32 g = 2BO
b = 755 5,0 .;. 5,45 H= 25
c = 757 3,0 .;. 3,45 J = 14 + 0,33 j = 0,435 0,65

+ 0 29 1 7
.r--. d = 75B,7 1,3 .;. 1,7 dmin . 75B,2 K= 14 + 0, 1B k = 0,285 0,55
+ 0 14 1
"--"" siehe Diagramm
f = 759,1 0,9 .;. 1,2 1 = 24
see dia ram
0
m = 13,92-0 025
SULZER Grupp~:
Spiele Kolbenkiihlrohr - Stopfbiichsen
Group 012
RT76
8'.-
Blaff
Clearances Piston Cooling Pipe Glands
Sheet
~
t,
~
k ~
.......
1
~-=;; bI,
.oi
.C?T~~ r;;
~
a
I I:
~~ ~·
::;::::::.;;.
r::,m:::u;:::::::.d •
0.' ~ A I~ ~ ~r
I'\~~
I
1'\
1'\
D D
I 1'\
d d2
el, "-.") "',,'\
d1 d d2 d1
• I
Ir
I
Ff
, f.I
l~
r-l- ~~
i
Ir
., ~ L..
~~~l!~j f.~~~~~f
I I I :~M l~l~~t
"-/
U~
~. -1
~
H I Lc:: PJ I
~~~~il· ~~;~%~~~~~~ ~. tr-e

2-107."1.061
J ii,~: f~~~~:
ii~t~~~~~ ~~@~~t
:fWl ~@~~~1
~~~~lf?:;~ ~;~jl@
..
a1 0 02
:~~~~1~~~~~!~nJ:
!t- Ir·.
~.~ I
A •• Ur. -41
Beim Kontro11ieren des Spie1es b] muss der Abstreifring CD I
~j~l~f:~ ~:~~~;~;~~
auf dem Fuhrungsri ng 0aufl iegen.
Ki1~W~ ~~{~~~It~
WHEN CHECK ING THE CLEARANCE AT b1 THE SCRAPER RING MUST CD l~
LIE ON GU IDE RING 0· 0
Bei mKontrol1ieren der Spiele fl, gl und cl muss das Schloss I ,

CD und der Abstre ifri ng CD
auf dem Fuhrungsring aufliegen 0 I ,
WHEN CHECK ING THE CLEARANCES fl, gl AND cl THE CLAMP RING
MUST LIE ON THE GUIDE RING (1).
CD
AND SCRAPER RING CD '-1Ul. 198."7 '-..-/

0,114 0,08
a = 50 al + a2 = 0,050 f] 0 ~
max. ~ 0,25
A= 50 = 5J gj =
max. diam. 0 02
0,08 min. Mass = 7,5
bl = 0,5 h = 9,5
min. dimension
0,23
cl = 0 05
° i = 7,5
min.
mi n.
Mass = 6
dimension
- 0,05
0,40
0,15
d = 39 dl + d2 = 0,05 ml = 0,05 0,5
- 0,3
0 = 39
I
1.85
SULZER
Spiele
Rader zum Steuerwellenantrieb GruPp~:012

und P T.O. - Getriebe Group :
RT76 Clearances
Wheels for CamshGft Drive and Blatt

Drive for PT.D.-Gear Box Sh~et 9
''"-../
1 - 107 197 322

durch Abnutzung durch Abnutzung*
A = 270
0,234 0,35
a = 270 al = 0 142
Zahnflankenspiele/Backlash of teeth
b = 290 bl + b2 = °1,1,6 1,5
norma1 max.* norma 1 max.*
0,32
0,78
C = 340
0,348
°54
0,43
c = 340 C] 0.45 2 0,78
0,252 0,65
1,1 0,43
d = 290 d1 + d2 = 0,6 1,8 3 0,75
0,66
6.87
~-=S==p=ie=l=e_---+_p_._T._O_,-_G_et_n_·eb_e ~~~~~e:: 012
SULZER
--l
RT76 Blatt 9 -,
L- ..L::G::e::Q::r:::Q::n::c:::e::s=---J_p_T._O_'-_D_r_iv_e ---l...:S~h~ee::..t...:...- __a--l'---""
b bl c ~1

durch Abnuhung durch Abnutzung*
0,348 f =1,51
a = 340 al = a,252 0.45 2,0
1,0
b = 250 b _ 0,343 0,91
1 - 0,285
0,63 9 = a,50 1,5
0,31
Zahnflankenspiele/Backlash of teeth
c = 190 C] = a,252
0,56
normal max. * normal max.*
d _ 0,321 0,43 0,32
d = 220 1 - 0,258
0,58 CD 0,66
0,75 CD 0.47
0,58 "
e = 1,1
1,8 CD 0,32
0,66
0,6 0,51
6.87
SULZER
Spiele Steuerwelle und Grupp~: 012
Umsteuerservo mo tor Group :
RT76 Clearances Camshaft and Blatt
10
Reversing Servomotor Sh~et
c d
~ :1, i
I'

o
4 - 107 199.345
Nennmass Spiel neu maximum/minimum Nennmass Spi e1 neu maximum

0,232 0,3
a = 300 0,35 c = 0,4
aj 0,150 0,1
A = 300+ 0,200 d1 + d
O,16
0,3
+0,150 2 = 0,10
bl + b2 = °0,45
, 14 0,6
5.84
SULZER
Spiele Getriebe fur Hilfsantriebe
RT76 Gearances Gearing for Auxiliary Drives 11
(:;\~ Siehe auch Bl'att 012/13

~~ See also sheet 012/13
~
.~~.~~';;;:t:~ 0----1
""'-",\1
Siehe auch Blatt 012/11b
See also sheet 012/llb
Siehe auch Blatt 012/14

See also sheet 012/14
2- 101.197.010
Nennmass Sp ieI neu maximum

durch Abnutzung*
Nominal dimension Clearance new due to wear
Zahnf1ankenspiele/Backlash of teeth
normal max.* normal max.*
CD 0,12
0,47 CD 10
00'2 0 0,34
0,26 ,
CD 0,14 0,40
0,26
0,10
0,38
0,21
1983
SULZER Getriebe filr Hi/fsantriebe und Gruppe:
Spiele Anlass - Steuerluftverteiler Group 012
RT76 Gearing for Auxiliary Drives and Blatt
Clearances Starting Control Air Distributor Sheet 110
Anlass - Steuerluftverteiler
e 0-1 STARTING CONTROL AIR DISTRIBUTOR
,
o
cp
3 - 107. 19'1058

Nominal dimension Clearance new due to wear Nomina] dimension Clearance new due to wear
0,090 1,0
a ; 80 a1 0,030 0,15
9 ; °,5
0,175 h ; 1,0
b ; 50 b] 0,3
0,] 1O 0,5
0,175 . 0,20
c ; 45 cl
0,1] ° 0,3
1 ; °
, 15
0,3
0,175 k ; 0,22
d ; 50 d1 0,110 0,3 0,3
0,14
0,136
m; 60 m1 0,060 0,2
Zahnf1ankenspie1e/Back1ash of teeth
e ; 1
norma] max.* normal max.*
0,10
f ; 1 0,30
° 20
SULZER Grupp~:012
Spiele Zwischenwelle fur Hilfsantriebe
Group :
RT76 Clearances
Intermediate Shaft Blatt
11b
for Auxiliary Drives Sh~~t
J Si ehe auch B1 att 012/11

1 ~ See also sheet 012/11
-==::::1
2 -107. 197.306
Nennmass Spiel neu maximum

durch AbnUtzung
Nominal dimension Clearance new due to wear
0,106 Zahnflankenspie1e Backlash of teeth
a = 100 a1 0,036 0,2 max.*
norma1 max.* normal
b 0,8 0,9 CD 0,12 0,47 CD 0,12 0,50
0,3 0,26 0,28
1983
SULZER
Spiele Rollenfilhrungen zu Brennstoff Gruppe: 012
und Hubgeber - Pumpen Group :
RT76 Roller Guides to Fuel Pump Blatt
12
Gearances and Actuator Sheet
:: ~:~:~:~: ~: ~: ~: ~: ~:'
mfff)
-:.:-:.:-:.:-:.:-:
- - C "tJt---tt-+- ol,)
e
b1 b b2 4 - 107. 197. 325
E
B

durch AbniJtzung durch AbniJtzung
= 64 -0,030 0,030 d 90 -0,036 0,036
a -0,060 al = ,090° 0,35 =
-0,058 dl
°080
0,12
b =265 -0,250 0,250 o = 90 +0,022

-0,300 bl + b2 = ,352 ° 0,5
B -265 +0,052 = 120 -0,36
°
0,51
- °
e -0 54 81 + e2 = 79 ° 1,5
=108 -0,036 0,066 E = 120 +0,25

'---' cl 0,16
c -0,058 0,110 +0 15
C =108 +0,052
+0,030
5.84
SULZER
Spiele
Zahnradpumpe zum Antrieb
der Zylinderschmierpumpen
Gruppe: 01.'')
Group: L
RT76 Gear Pump for Blatt

Gearances Cyl. Lub. Pump Drive Sheet 13
1
3 -107.134.605
Siehe auch Blatt 012/11

Nennmass Spiel neu maximum Nennmass Spiel neu max i mu'm

durch AbnUtzung durch AbnUtzung
0,050 min. 0,14
a = 38 al 0,009
0,15 CD max. 0,26
0,40
min. 0,06
CD max. 0,13
0,20
min. 0,055
b
°
max. 130
max. 0,20
5.84
SULZER
Spiele Antrieb fur Uberdrehzahl, Pick up Gruppe: 012
und Ferndrehzahl-Geber Group :
RT76 Clearances Overspeed- J Pick up - and Remo- Blatt
te Tachometer 7ransmitter - 0 rive Sheet 14
3 ~ Si ehe auch B1 att 012/11
-0'\ A~
~r-7 ;+-~
/
~-
- -
,~ \. f'rndr,hzahl-6,b'r
- --+-} {+} Remote Tachometer
Ueberdrehzah1-Geber-Antrieb ''i-' 1 2""t-' Pi ck-up-Geber-Antri eb Transmitter-Drive
Overspeed Transmitter-Drive Pick-up-Transmitter~rive
- -'---_ ...._-----------.. - 4 -107. 197. 333
-~
"
ri- ~
--
-- =~ l
~
a.- ~ A~~~~~'"~ -"~ "'l\r::
~f'," r-- t-""
-
....
at II ~
~t\.'\jr~
r / / /v / / /
j ~
~'"
~ I" ~~~-~-~_l L~~ +- .,. ,-.:::: I~ n~ ~
~
~~
~--" " "'" -"', -"\ """~ -ts1 ~
V////// ~
~~
~--
I L Ott
.....b -.-1 e.
n I"J ~
.~
e, e
~/
4 -107.197.320
3-107.f97.321 LC
----<
Pick-up-Geber / Pick-up-Transmitter
d Ueberdrehzah1-Geber / Overspeed Transmitter

Nominal dimension Clearance new due to waar Nominal dimension Clearance new due to wear
0,040
a = 22 a = 0,15 f = 1,5
1 0,094
b =
min. 0,1
max. 0,5
max. 1,0 g
min. 0,2
- max. 0,5 max. 1, °
c = 1,0
Zahnfiankenspie1e/Back1ash of teeth
d = 1,0 max. *
normal max. * normal
0,040 0,12 0,10
e = 22 e =
1 0,094
0,15 CD =
0,29
0,51 = 0,21 CD 0,38
0,12
CD =
0,29
0,51
5.84
SULZER Massenausgleich -Antriebselemente Grupp~:
Spiele 2.0rdnurg Group 012
RT76 Clearances Balancer drive units Blatt
15
Second order Sh~eat
gezeichnet fur freies Ende

DRAWN FOR FREE END
Elast. Kupplung
FLEXIBLE COUPLING
, '1
1- 107. 198.403

0,30 0,58
a = 210
°
al = ,17
0,4 e = 390 el
° 40
0,7
b b 0,6 2,0 f = 124,7 fl = 0,3 .. 0,7 1,5
1 + 2 = I ,4
0,58 0,304
c = 390
°
cl = ,40
0,7 g = 300 gl 0,208
0,4
d = 124,7 d1 = 0,3 T 0,7 1,5
1983
Gruppe:
SULZER
Spiele Massenausgleich -Antriebselemente
1.+2. Ordnung Group 012
RT76 Clearances Balancer drive units Blatt
150
1. and 2. order Sheet
gezeichnet fur freies Ende

DRAWN FOR FREE END
Elast. Kupplung
FLEXIBLE COUPLING

durch AbnDtzung durch Abnutzung
0,30
a " 210 0,4
al"017,
0,6
bl + b2 " 1,4 2,0
0,58 0,304
c " 390
cl ~ 0,40 0,7 9 " 300 gl = 0,208 0,4
d " 124,7 dl " 0,3 ;. 0,7 1,5 h = 265 0,40

hl = 0 25 0,5
5.84
Table of Contents
-\......-,----------------------------------
Clearance Tables
lightening Values for Bolt Connections
Weights
WorkSheets
ToolUsts
SULZER
Indications for the tightening Group: 013
,---,
'-" RT76 of important screwed connections
Sheet: 1
1 2 3 4 5 5 7
c
I ~
en c
. c
o ~
CD c
0 Ie
CD co
f-'
I
'"<...'" =
c
~
<J)
=
=
c +'
o~
o~
en
CD
<...
CD
CD
<J)
'"
E
CD
o~
C <D
c
.~
c:
'" '"
=
CJ1 c:
0_u c 0
0
""0
0--= CD CD:::> CD
-+-'
C 0
....... r-
l+-......
....... -+-'
.•
-+-'
:::>
0
'"<...
CD <...
""0
c
0
u
CD
+ ' :::>
.-C 0 ' ""
=<"'0
<... .-C
=
c
<...
CD u'"
CD u
CD
CD
<...
'-'"
Name of screwed connections .-C
>
>...
==
Or-
(I')
0..
(I')
....... Ot--
>->-- >-
o~ ::::>
+'
<...
0
CI.. ......
<J)""O
...c
en
bar** Nm*
11C Holding down bolts (epa xy resin chocks) M54x4 500 11 0/1
11 Main bearing, jack bolts Ml15x5 500 117/2
500
19C Tie rod M150x5 (1. step 350 bar) 190/1
. ijol ts 0,55:0,04 --
2lC Cylinder jacket fastenlQg Fitted bolts M55 elongation o 4n~0 0':1
0
------ 27[ Cyli nder cover, elastic bolts M90x5 500 180 4 270/2
'-..-/
M12 Illop eage oflloTfneaa tl ush 272/1
27£ Fuel valve, elastic bolts
with nozzle holder)
27£ Indicator valve, screws M20 80 --
Fuel injection valve: Cap nut 250 1500
272 Fue1 injection valve: Cap nut to 2P - Nozzl e M54x2
max.150 45 04
272/1
(Pretension with 20 bar, or a hammer blow) See instruction sheet 272/
0
27~ Startinq valve spindle, Nut M30Xl 90 4 273/1
0
27~ Elastic bolts for val ve cage M54x5 500 150 4 275/1
27~ Exhaust valve spindle, nut M45x3 500 275/1
3lC Flywheel, Coupling bolts M85x4 29 0 4 --

0
3lC Crankshaft, coupling bolts M85x4
42 4 --
0
3H Axial vibration damper, central waisted bolt M100 500 70 4 314/1
'-..-/
330 Connecting rod bolts-top M80x5 500 330/2
600
330 Connecting rod bolts-bottom M80x5
(1. steo 350 bat ) 90 4
0
330/2
0
340 Piston, elastic bolts M48 50 .4 340/5
300- 4- or 5 340/3
340 Piston rod nut (long piston rod) M140x5 teeth
lJ
340 Piston rod bolt (short piston rod) M100x5 55 4= or 11 340/3
teeth
Elongation
410 Gearwheel on Crankshaft, elastic bolts M56x4 1 15 ± 0 05 410/3
Intermediate wheel bearlng tor camshatt-drlve M42 45
0
410/2
410 elastic 8. 4
42C Reversing servomotor, connection between shaft and M35 40 0
lJi nn .4
0
42C Reversing servomotor, longitudinal bolting M20 30 -4
Remarks: * The tightening values apply only when Molykote Paste G is used as lubricant on the thread.
"'--'
** The pressures indicated apply only for the use of the original jacks supplied with the engi
n~. W~~n othe~ j~ck~ ~re use~ the required pressures must be calcualted in proportion of
tee ectlve Jac plS on sur ace.
ConvArsion fador: 1 Nm = 0 102 mko 1 bar = 1 02 kn/cm2
HOW-Zim 3.90
SULZER Indica+:ions for the tightenin,Q;
Group: 013
of important screwed connections
RT76
Sheet: 2
1 2 3 4 5 5 7
• c
C
I ~
en c o
Q,)
~
C
0 , c'
-"'" 0' .~ 0
~
C
'"
e
I
' 0'
c en
0'
c
C
ro
.....
ro ''-' en
'" ro 0'
.~
'r C
'" '" E c Q,) C CJl C 0
'- en '" .~
'+ 0....- ••
o...~=
~~~
-0 '" c 0
0 ro -+-' or- ro 'f"""" -+-'-+-'
'- c: '-' ..c
:::l
0
Name of screwed connections
'"
'
..c -0 0 '"
0- '
0' '- 0
..c
0' '
c '" '-'
'"
0.. . '-'
ro '"
'"
.-....s:::
'
'-'" e =>-. 0,-
en
0..
en
Or- 01---
I-e-~
.~ :::l
e- .....
'
0 en -0 en
bar** Nm*
0
55"1 fie rod for fuel pump housing M55 50 4
551 Nut to pl unger guide M145x4 2 teeth 551/5
0
551 El asti c stud fo r hydraul i c actuator cyl i nder M30 90 4
0
551 Elastic stud for fuel pum p block M45 90 4 551/1
551 Valve cover for fuel pump block M12 60 551/1
551 Pressure nipple for sucti on and spi 11 valves M39x2 300 551/1
740 Fixing of gearbox to engine
-. M30 325 15
0
-4
0
740 Fixing of generator support (top) M42 G71 0 60 .4:
740 Fixing of generator support (bottom) PTO M64x4 " 600
M3U 114U 0
740 Beari ng .bo 1ts 1990 85 -4
M 36
0
740 Flange bolts M24 570 30 -4
0
740 Fixing of gearwheel to coupling M30 n140 45 4
740 El asti c bolts for fixing of bearing M42 B180 100 0 4:
0
770 Bearing cover on coupling shaft, elastic stud M36 40 4 77 0/1
770 Clamping cover on balancer mass, elastic stud M48 600 770/1
Fixing bolts for balancer, housing with col umn,
770 el asti c studs M48 600 770/1
770 Screwed connecti on of fl ex. and camshaft coupl ing M30 540
770 Screwed connecti on .of fl ex • and camshaft coupl ing M36 900
Top edge of the disc spring
811 Sl iding foot for exhaust pipe M30 811 /1
1Avel with rAd mark 1M'
0
811 Tie rod for exhaust pipe M64 30 4
Remark: * The tightening values apply only when Molikote Paste 'G' is used as lubricant on the thread.
** The pressure indicated apply only for the use of the original, jacks supplied with the engine.
~~~~;?,!h1~~J~~~~+~~e u~~d the required pressures must be calculated in proportion of the ef
r 'nn· 1 Nm ~ n In? mkn 1 h~~ ~ 1 n'J '-'n/nm'J
4.86
Table of Contents
'-------------------------------------
Clearance Tables
Tightening Values for Bolt Connections
Weights
Work Sheets
Tool Lists
SULZER
Group: 014
liJ E I G HT S
RT76 1
of individual components oer unit Sheet:
in kg
Secti 0 n Components Parti cul ars RT58 RT76

4 ; 8 cyl. 454
117 Main bearing cover (narrow)
9 ; 12 cy 1• 370
Main bearing cover (wide) 571
Main bearing shell (narrow) per pair, inc 1• shim 215
Main bearing shell (wide) per pai r, incl. shim 368
Main beari ng thrust bolt compl. 156
120 Thrust bearing segment 135
190 Tie rod without nuts 1714
Lower ti e rod nut 40
Upper ti e rod nut 33
211 Cylinder jacket compl. with

accessor. 19587
Cylinder jacket without accessories

13500
Accessori es for cylinder jacket:
Waisted stud bolts (8 off, total = 464 kg) with nut 58
Water guide ring 544
End cylinder jacket without accessories

16700
Cylinder jacket end piece 3025
213 Water guide jacket 163
214 Cylinder liner 4923
231 Pi ston rod gl and 145

I
[: 0'
SULZER
Gro up: 014
W E I G H T S
RT76
of individual components per unit Sheet: 2
in kg
Section Components Parti cu1ars RT58 RT76
270 Cylinder head without valves 3340
Cylinder head compl. with val ves 5210
272 Fuel injector com pl. 31
273 Starting valve camp l. 63
274 Relief valve compl. 7
275 Exhaust valve com pl. 1680
Exhaust valve spindle 123
310 Crankshaft (~emi -buil t) 4 cyl. incl. thrust 81000

beari no shaft
5 cyl. n n 97100
6 cyl. n n 113200
7 cyl • n n 129300
8 cyl. n n 145300
9 cyl. n n 17 0100
10 cyl. n n 186200
12 cy1• n n 218400
3400 ..
312 Flywheel (light)
7000
6400 ..
Flywheel 16500
330 Connecting rod (shaft dia 600) compl. 6090
Lower connecting rod bearing (shaft dia. 600) upper half 750
SULZER
W E I G HT s Group: 014
RT76 of individual components oer unit Sheet: 3
in kg
Secti on Components Parti cul ars RT58 RT75
330 Lower connecting rod bearing (shaft di a. 600) lower half 462
Upper connecting rod head upper half 260
Upper connecting rod head lower half 430

Beari ng shell for upper connecti ng rod bearing
head 33
Connecti ng rod bolt fo r lower bearing with nut 43
Connecting rod bolt for upper bearing with nut 43
Connecti ng rod shaft 3104
337 Crosshead pin without guide shoes 2190
Guide shoe for crosshead 380
340 Working piston short piston rod compl. with piston rod 3350
long piston rod and telescooic Dioes 3387
Piston crown 948
Piston sk i rt 262
Piston rod shod desi gn with bolt 2125

lona desion with nut 2147
Piston rod nut (only for short piston rods) 60
Piston rod screw (only for long pi ston rods) 16
342 Pi ston cooling telescopic pipe 15
360 Piston cooling stand pipe 9
361 Piston cooling box 229
410 Gearwheel on crankshaft compl. 2456
Intermediate wheel for camshaft drive compl. with bearing

journal s 1 or 2-piece 2290
SULZER Group: 014
IN E I G H T s
RT76 of individual components per unit
Sheet: 4
in kg
with cams and shaft

420
Camshaft 4 cy1• 5516
couplinQ
5 cyl • n n 7414
6 cy 1• n n 8311
7 cy l. n n 10211
8 cy1. n n 11044
9 cy1• n n 12867
10 cyl. n n 13698
12 cyl. n n 16495
421
Fuel pump cam 161
Actuating pump cam 210
510
WOODWARD governor (PGA-200J compl. 115
compl. without plunger

551
Fuel injection pump body 667
and guide bush
651
Exhaust gas turbocharger VTR 564
comp1. 6300
n n n VTR 714
n 12100
n n n rotor VTR 564

n 487
n n n n VTR 714
n 980
Silencer with air filter for VTR 564

n 713
n n n n for VTR 714

n 1370
Air fi Her segments for VTR 564

6 x 15.
n n n for VTR 714

6 x 20
654
Auxiliary blower compl. wi th 1132 ~
el eetr. motor 1295
SULZER
WEI G H T S Group: 014
RT76 of individual components per unit in kg Sh eet: 5
660 Charge air cooler GEA, SERCK 4,5,7,8,9 and 10 cy1. 2350
" " II
GEA, SERCK 5,6,7,9,10 and 12 cyl. 3350
770 Balancing mass l-st order (Balancer 4-cyl.) Campl. 4486
" II
2-nd " ( II
4.. 6 cyl.) Campl. 1628 .. 2050
Flexible Coupling of Balancer 2240
Roller Chain of Balancer 3t 322

4" 470
811 Exhaust pipe 4 cyl. 5156
5 cyl. 5878
6 cyl. 6595
7660 ..
7 cyl. 9770
8 cyl. 10210
9 cyl. 11308
10 cyl.
12 cyl.
5.8'"
"
( ( ( e
a:;
Gro up Dimensions in mm ~laterial
DIMENSIONS AND MATERIAL SPECIFICATIONS in specifica-
OF THE RUBBER RINGS RT 58 RT68 RT76 RT84 tions
Code'
Book Thick- Thick- Thick. Thi ck-
Where applied 1.0 ness I,D. ness I. D. ness 1.0. ness
Relief valves on casing doors (type Horbiger)

170 460 12 541 14 618 18 700 20 A
Tie rod (bottom) 191 113,67 6,99 132,72 6,99 151,77 6,99 164,47 6,99 A
Water guide ring 211 750 9 900 9 900 9 11 00 9 Special
Cylinder liner (collar, water guide jacket) 2'14 800 9 955 9 1010 9 1160 9 seamless
Cylinder liner (guide part in cylinder jacket) 214 680 9 800 9 900 9 990 9 rubber
Piston rod gland (ring carrier) 231 - - 300 5 340 5 380 5
Piston rod gland (ring carrier)

231 266.29 3.53 - - - - - - A
Piston rod gland (lower housing) 231 304,17 6,99 354,97 6,99 393,07 6,99 417,96 6,99 A
=
c..n
Piston rod gland (upper housing) 231 329,57 6,99 367,67 6,99 417,96 6,99 430,66 6,99 A
special seam
Cylinder head 270 800 9 955 9 1060 9 1160 9 less rubber
Fuel injector (nozzle holder) 272 85,09 5,33 85,09 5,33 85,09 5,33 85,09 5,33 B*
Fuel injector (collar nut) 272 36,09 3,53 36,09 3,53 36,09 3,53 36,09 3,53
B*
Fuel iniector (circulating valve)

272 34,59 2,62 34,59 2,62 34,59 2,62 34,59 2,62 B*
Fuel injector (spring tensioner) 272 18,64 3,53 18,64 3,53 18,64 3,53 18,64 3,53 B*
Starting valve (sleeve) 274 69,22 5,33 100,97 5,33 100,97 5,33 11 0,49 5,33 A
Starting valve (housing) 274 85,09 5,33 107, 32 5,33 120,02 6,99 132,72 6,99 A
Cylinder head relief valve 274 43,82 5,33 43,82 5,33 43,82 5,33 43,82 5,33 C
Exhaust valve (valve cage val ve seat) 275 367,67 6,99 430,66 6,99 468,76 6,99 532,26 6,99 B*
.= =
-<
<.0
Exhaust valve (air cylinder upper housing) 275 304,17 6,99 367,67 6,99 393,07 6,99 430,66 6,99 B
r
=
Gro up Dimensions in mm
DIMENSIONS AND MATERIAL SPECIFICATIONS

in Material
OF THE RUBBER RINGS Code specifi
RT58 RT&8 RT7& RT84
Book cations
Ihick- Ihick- Thick- Thi ck
Where applied I.0. ness I•D. ness I.0. ness I .0. ness
Exhaust valve (air cylinder housing)

275 304,17 &,99 3&7,&7 &,99 393,07 &,99 430,&& &,99 B
Exhaust vlave (sleeve) 275 120,02 5,33 145,42 &,99 1&4, 47 &,99 177,17 &,99 8
Exhaust valve (valve guide} 275 3&7, &7 &,99 430,&& &,99 494,1& &,99 532,2& &,99 Gil
Exhaust valve (vent housing) 275 47,22 3,53 59,92 3,53 &&,27 3,53 72 ,&2 3,53 B
Valve caQe for ~xhaust valve 275 291 ,47 &,99 354,97 &,99 393,07 &,99 430 && &,99 B*
Piston (inlet and outlet connecting piece) 340 37,47 5,33 37,47 5,33 37,47 5,33 37,47 5,33 B
Piston (tQlc~c0pic pipe) 340 36,09 3,53 3&,09 3,53 4&,99 5,33 4&,99 5,33 G
Piston (skirt) special

340 345 7 420 9 490 9 550 9 seamless
Pi ston (crown) 340 500 7 &00 9 &80 9 750 9 rubber
'"
I
Piston cooling llqwcr part of box) 3&1 215,27 &,99 215,27 &,99 215,27 &,99 215,27 &,99 A
Pfston cooling stand pipe (inlet & outlet) upper 3&1 24,99 3,53 24,99 3,53 32,92 3,53 32,92 3,53 U
Piston cooling stand pipe (inlet & outlet) lower 3&1 26,57 3,53 2&,57 3,53 37, &9 3,53 37, &9 3,53 B
Piston cooling gland 362 53,34 5,33 53,34 5,33 6&,04 5,33 66,04 5,33 A
Camshaft with reversing servomotor (casing) 421 417 9b &,99 494, 1& &,99 532,26 &,99 608 08 &,99 A
Camshaft with reversing servomotor (connecting piece) 421 29,74 3,53 29,74 3,53 37,34 5,33 37,34 5,33 A
Camshaft with reversing servomotor (connecting piece) 421 17 , 69 3,53 37,69 3,53 43,82 5,33 43,82 5,33 A
Gearbox for ancillary drive (bearing housing) 428 12,37 2,&2 12,37 2,&2 12,37 2,&2 12,37 2,&2 A
Cover and housing for ancillary drive 428 15,54 2,&2 15,54 2,&2 15 54 2,&2 15 54 2 51' A
=
= ~tart( oilot valve ( 431 37, &9 3,53 37,61 ',3,53 37,&9 3,53 37, &9 3,53 ( I,
( ( ( (
..=
c
DIMENSIONS AND MATERIAL SPECIFICATIONS Gro up Dimensions in mm ~~a teri a1

OF THE RUBBER RINGS in specifi-
Code RT58 RT68 RT76 RT84 cations
Where applied Boo k Thick- Thick- Thick- Thick-
1.0. ness 1.0. ness I.0. ness I.0. ness
Starting control air distributor (starting cut-off valve) 431 78,74 5,33 78,74 5,33 78,74 5,33 78,74 5,33 A
Starting control air distributor attachment (cover) 431 78,74 5,33 78,74 5,33 78,74 5,33 78 74 5 33 A
Control valve to starting air shut-off valve 432 44 04 3,53 44.04 3 53 44 04 3 53 44 04 3 53 A
COAtrol valve to starting air shut-off valve 432 13,94 2,62 13.94 2.62 13,94 2,62 13.94 2 62 A
Starting air shut-off valve (Arrangement) 436 10 2 10 ')
10 2 10
L 2 A
Starting air shut-off va}ve (Casing) 436 170,82 6,99 17 0.82 6,99 202, 57 6 99 202. 57 6,99 f,
Starting air shut-off valve (cover) 436 148,59 6,99 148,59 6,99 177,17 6,99 177,17 6,99 A
Siarting air shut-off valve (Valve for slow turning) =
436 62,87 5,33 62,87 5,33 62,87 5,33 62,87 5,33 A en
I
rv
Starting air shut-off valve (valve plate) 436 10 2 10 2 10 2 10 2 A

Valve for slow turning (bush) 437 78,74 5,33 78,74 5,33 78,74 5,33 78,74 5,33 A
Valve for slow turning (cover) 437 59 69 5 33 59 69 5 33 59 69 5.33 59 69 5 33 A
Valve for slow turning (housing) 437 69,22 5,33 69,22 5,33 69,22 5,33 69,22 5,33 A
Valve for slow turning (cover) 437 43,82 5,33 43,82 5,33 43,82 5,33 43,82 5,33 A ----
Valve for slow turning (busht 437 63,09 3,53 63 09 3 53 63 09 3 53 63 09 3 53 A

Peversing control val ve (control) 451 104,14 5,33 104 14 5 33 170.82 6 99 170 82 5 99 A --
Reversing cantrall valve (valve plate) 451 10,82 1,78 10,82 1,78 10,82 1,78 10,82 1,78 A
--
Shut-down servomotor (cover) 455 116,84 6,99 116,84 6,99 116,84 5,99 115,84 5,99 A
.=
U "1
.p
Shut-down servomotor (piston rod) 455 28,17 3,53 28,17 3,53 28 17 3 53 28 17 3,53 A
Made by
--
Shut-down servomotor (changeover val vel 455 4,42 2,62 4,42 2,62 4,42 2,62 4,42 2,52 Westi nghouse
r
rn
Dimensions in mm M~teria1
Group
DIMENSIONS AND MATERIAL SPECIFICATIONS in apecifi
RT58 RT68 RT76 RT84
OF THE RUBBER RINGS Code cations
Book Thick Thick Thick- Thick
Where applied 1.0. ness I.0 •. ness 1.0. ne ss I.0. ness
Shut-nnwn servomotor (valve olate) 455 10,82 1,78 10,82 1,78 10,82 1,78 10,82 1,78 A
Control air supply unit 460 9,25 1,78 9,25 1,78 9,25 1,78 9,25 1,78 C
Starting system blocking cylinder 461 29,74 3,53 29,74 3,53 29,74 3,53 29,74 3,53 C
Valve group for starting system 461 10 2 10 2 10 2 10 2 A
Valve group to the reversing blockage 461 20,22 3,53 20,22 3,53 20,22 3,53 20,22 3,53 A
Made by
Valve group on the gear box 461 4,42 2,62 4,42 2,62 4,42 2,62 4,42 2,62 Westinqhouse
Bp;lr;nn nil monitorina 461 9,19 2,62 9,19 2,62 9,19 2,62 9,19 2,62 A
B ,
Safety shut-down device (intermediate piece) 532 72,62 3,53 72,62 3,53 72,62 3,53 72,62 3,53 =
(
'--"
tiade by cv
(
Safety shut-down device (valve plate) 532 4 42 2,62 4,42 2,62 4,42 2,62 4,42 2,62 We!'\tinf}house
Actuator oi stan 558 139,07 5,33 170,82 5,33 183,52 5,33 196,22 5,33 A
Fuel pump relief valve 558 66,27 3,53 66,27 3,53 66,27 3,53 66,27 3,53 B"
Relief valve indicator 558 21,89 2,62 21,89 2,62 21,89 2,62 21,89 2,62 B"
Regulating linkage air cylinder 581 72,62 3,53 72,62 3,53 72,62 3,53 72,62 3,53 B
, 210 8 210 8 210 8 210 8
Safety valve for reciver type 224 EV 646 A
Scavenge air cooler Type GEA 660 849 10 849 10 849 10 849 10 A
Scavenge air cooler Type GEA 660 741 10 741 10 929 10 929 10 A
Charqe air cooler Tv De SERCK 660 845 8 845 8 A
Quadruple lip-ring JF4 No. 7A 660 9,70 1,78 9,70 1,78 9,70 1,78 9,70 1,78 9 PO 31
(J1
en Gear pump 721 150 3 150 3 150 3 150 3 A

~
( ( ( ( I
( ,( .( (
r
=
Group \
Dimensions in mm
DIMENSIONS AND MATERIAL SPECIFICATIONS a1
r~ateri
OF THE RUBBER RINGS in
RT58 RT68 RT76 RT84 speeifi -
Code cations
Book 1.0.
IhlCk- hi ck-
.1 Ihick- Thick-
Where applied ness I. D. ness I. D. ness 1.0. ness
Gear pump 721 50 3 50 3 50 3 50 3 A
Cylinder lubricating pump regulation 721 26,57 3,53 26 57 3,53 26 57 3 53 26 57 3 53 A
Flow regulating valve 726 26,57 3,53 26,57 3,53 26,57 3,53 26,57 3,53 A
Throttling disc for cylinder cooling water manifold 830 145,42 7 145,42 7 189,87 6,99 189,87 6,99 A
---.-
Ba1 anci ng of masses (Di sc) 32,92 3,53 32,92 3,53 32,92 3,53 32,92 3,53 A
-------
Chain tensioner (Bearing journal) 78,97 3,53 - - - - - - A --
Hydraulic pipe to exhaust valve 846 72,39 5,33 85,09 5,33 - - - - A --
Hydraulic pipe to exhaust valve 846 139,07 5,33 170 82 6,99 189 87 5 33 215 27 6 99 A =
C5l
Hydraulic pipe to exhaust valve 846 132 94 3 53 164 77 2 62 183 74 3 53 202 57

I
-+
6 99 A --
S~Ga"1 pipG for fuel pipe 846 37,47 5,33 37,47 5,33 37,47 5,33 37,47 5,33 A
Pressure regulating valve for fuel suction and spill pipe 870 18,72 2,62 18,72 2,62 18,72 2 62 18 72 2 62 A --
Fuel pipe shut-off cock 870 17 04 3,53 17,04 3,53 17 04 3 53 17 04 3 53 Vi tom Comn
Shroudi ng for fuel hi gh-pressure pi pe and fuel val ves- 870 40 64 5 33 40.64 5 33 40 64 5 33 1.0 64 5 33 B*
Shrouding for fuel high-pressure pipe and fuel valves 870 59 69 5,33 59 69 5 33 59.69 5 33 59 69 5 33 8*
~ontro1 element cabinet 9,19 2,62 9.19 2 62 9 19 2 62 9 19 2 62 A
Blow through valve to fuel injection valve 21 82 3,53 21 82 3 53 21 82 3 53 21 .82 3.53 A

Blow through valve to fuel injection valve 9,25 1,78 9,25 1,78 9,25 1,78 9,25 1,78 A
C5l
=
-+
- - ----- ---- -~-.--
'"J Dimensions in mm
DIMENSIONS A~D MATERIAL SPECIFICATIONS Group r1aterial
-- - - - ------
OF THE RUBBER RINGS in specifi-
Code RT58 RT58 RT75 ----- - - - -RT84 cations
-- ----~- - ~----
Book I. D. Thick- 1.0. Thick- I. D. Thick- I. D. Thick-
Where applied ness ness - 1--- ness --- - - - - - I- ~s-.:! ___ ~- -- - - -- -
~- 1---- --- ----L _______

---- .--~.
1-- -
f------- ~---- -
- - - - - - ._-_._---- .._" - - - ..
--- - - -- - - - .------
- - - -- --- -
1-------- ._- - - 1---- -- --- --._--- - - --
-- 1 - - - - - - - - 1-
=
~
U1
1 - - - -- ----- U1
-- - --_._
--- ------- - - -. ----.
-- --_. -- --- -- ------ 1----- - - - - ---
- ----- -- .------ _.
Tool No.
- -----"
Plugs for closing off the piston cooling box (lower) 94395 25,57 3,53 25,57 3,53 37,59 3,53 37,59 3,53 A
-
Plugs for closing off the piston cooling box (upper) 94395 24,99 3,53 24,99 3,53 32,92 3,53 32,92 3,53 A
--
Required characteristics:
Quality A: Synth. rubber, with high elasticity, heat resistant to at least 1000C Quality B*: Viton rings, highest heat resistance up to at least 200°C
and resistant to water, oil and fuel. Seamless moulded ring. with exceptional chemical resistance
0
Qualitv8: Silicon rubber, with high elasticity, heat resistant to at least 150 C QualityC: Synth. rubber, seamless moulded rings hardness 9U·95.
U1
co
I and resistant to water, oil and fuel. Seamless moulded rings.
-P
I
( ( ( (
Table of Contents
-"-'~---------------------------------
Clearance Tables
"--"-'------------~----------------------
Weights
WorkSheets
ToolUsts
021/1
SULZER Work - Intervals 1) ::...,

<...
Sheet (Service hours) tl
Vi
"-' RT Maintenance Schedule I

a
a
I
Vi
<1J
\.J
a a 4.1
....<1J ~ ala aa a c:
§-
-'- a aa Q;) C"lr
c:<1J
- -
<1J
Component Work to be carried out ....0
t:)
-e: o a lrJa I 10
V) Cl lrJ ~ \0 ~
Lubri cab ng oil Spot test J42

,
I
•
(engine)
Laboratory analysis 042 2
•
Cooling water Check inhibitor concentration
(according to supplier's instructions)
For the ~irst time af

Check holding-down bolt tension ter 1500
Bedplate metal chocks 110 1 •
synthetics chocks
•
Main bearings
Check thrust bolt tension

(retension if necessary)
117 2
According to classifi
•
Remove and inspect main bearings 117 ~,4 cation society
Remove and inspect lower bearing shells 117 5
•
Thrust bearing Check both axial and radial clearance 120 1
•
Check that bottom drain hole is clear
Remove and inspect thrust bearing segments
120
120
1
2 According to classifi
•
cation society
I I I I I I I
..........
Tie ro ds Check tension, retension if necessary Initially after one
190
year, thereafter every
four years.
I I I I I I I
Cyli nder jacket Check the condition of the water guide ring 211 Always after removal
and the water spaces of acyl inder 1iner
I I
I I
Cyli nder 1i ner Determine the bore wear (in situ)
Remove cylinder liners
Remove wear ridge from bore
214
214
214
1 At each piston with-
2
drawal
I I I I I I
4 At each piston wi th-.
drawal
I.
Reworking the edges of the scavenging ports 214 4
•
Re-cut the lubrication grooves
Replace rubber rings
214
214
4
IIIII
3 Every time before re
•
fitting
L.B. 1.89
021-2
SULZER Work Intervals 1) ,

~
Sheet (Service hours) 0

Vl
Maintenance Schedule a
Vl
Q.l
RT a aa <:)
u
(\J
c:
..... a <:)
a a a~
'-a-
Q <:)
::J Q.l ~ a C) <:) c:

a a C) co I
- -
III ~ Q.l
0
.... .c::. a It) C") I It) I
~
CJ
Component Work to be carried out 0 V) It) \Q
LD
cY)
Lubricating quills Check for correct functioning a~d tightness 215 1 At each pi ston IIi th
and accumul ator drallal
I I I I I
I I I I I I
Piston rod glands Clean rings and determine lIear (fit nell parts as 231 1 every time a piston is
necessary) lIithdralin
I I
Cylinder head Inspect combustion chamber 270 1 At each piston IIi· t h

drallal
Clean sealing face for the fuel injectors in the
cylinder head, re-machine seat if necessary 271 4
•
Fue1 injector Check tightness of all external connections Before starting the
engine after an-exten-
Test spray (dependent on the fuel treatment)
Clean and overhaul injector nozzles
272
272
1 ded stop
2 • ••
Lap the contact faces of the nozzle ho1de r 272 3
Checking a circulating valves 272 4
•
Starti ng val ve Fuel the pipe before the valve IIhile the engine is rom time to time
running. If it is hot, the 'valve has to be dis
mantled
Remove one starting valve and dismantle (random
ch eck). (Depending on its condition, determine the
273 1
•
time schedule for overhauling the remaining
valves)
Cylinder head
relief valve
Test, dismantle, reassemble and adjust 274 1
•
Exhaust outl et
va1ve
Overhaul and regri~g the valve seai and spindle
by machine if neiessary.-All overhi~l-\Iork must
275 2-4
•
be recorded on the sheet 'Exhaust Valve Record',
form 4-107.044.059 -1/-2. Checking the piston seal
ring in the air-cylinder casing and the rod seal
ri nQ in the Qui de bush. •
Crankshaft Measure crank deflections (in any case if vessel
has gone aground] 310 1
•
Viscous torsional
vibration damper
Remove a silicon fluid sample 313 2
•
• •
Axial damper Dismantling and assembling 314 1
checking the throttling nozzles
L. B. 10.85
021-3
Work Intervals 1) ~
SULZER
Sheet (Service hours) ;;
Vi
RT Maintenance Schedule Vi
<lJ
lJ
ClJ
C
C
Q>
Component Work to be carried out ~
Turning gear Check oil level, top up oil if necessary. Check 320
Each time before use
oil condition and charge oil if necessary
• I·
Upper and lower
connecting rod
Check bearing clearances 330 1
•
330 14,~
bearings
Inspect bearings and replace if necessary
•
*Removal and fitting of a connecting rod 330 6
•
Guide shoes Check running clearances 332 1
•
*Remove crosshead when the piston has been remo 337 3
Crosshead pins
ved •
Working pi ston Withdraw, clean and measure grooves 340 1,3
•
Checking the piston top surface
Open up cooling spaces and clean (at least one
340
340
4
•
piston annually)
5
•
Check tightness after re-assembly 340 6 (on1 y when it has been
di smant1 ed)
Visually check through the scavenge ports
(Enter charge air receiver and turn crankshaft
with turning gear) •
(only after they have
Working piston Align the piston cooling telescopic pipes 342
been refitted)
Remove, clean and determine wear. Fit new rings

.I 1 T. T J) I
At each plston wlth
Pi ston rings
if necessary 342 dra lIa1
I I I
Pi ston cool i ng Remove stand pipes and check condition of the 1111 I I I
at each piston wfth
guide bushes 360
drawa1
Dismantle telescopic pipe glands, clean and de I I I I I I I
termine wear 362 at each piston with
dr.a\l~ 1
Piston underside Check the condition of the spaces and clean
•
021/4
SULZER Work- Intervals 1) ~

"-
Sheet (Service hours) tJ
V)
RT' Maintenance Schedule C)

C) 0
V)
C1l
u ",-./
C) 0 ClJ
C)
c:
g. .... ..:-
C) 0
C)
C) a C) 0 c:<1J
... ~ Clo-tJ
<1J ~ <;j
C) Co) C)
-
C1l <X:l r
0 a
-
I
~
C) lJ") I
Component Work to be carried out t:> lJ") ~ (Q
lJ") LD
(Y')
Camshaft driving
gearwheel s
Check condition of the teeth
Check backlash and bearing clearance of the in-
410 1
•
termediate wheel 410 1 •
*Remove intermediate wheel
*Replacement of the 2-piece gearwheel on the
410 2
•
crankshaft ,thrust bearing collar 410 3
•
Camshaft bearings Oetemine bearing clearance (see Table of
Clearances 012/10) •
Reversing servo
mo tor
*Remove 420 2
•
Fuel cams Inspect running surfaces 421 1
•
Actuator cams Inspect running surfaces 421 1
•
Starting
.. control
air distributor
Oi smantl e, cl ean and inspect
Check pilot valves for easy movement
430 1
•
Starti ng ai r shut Vent
._-.
off valve Oi smantl e, cl ean and inspect (seat" and spring in After each manoeuvring
particular)
Check performance
432
432
1 period
1
• •
Running direction
safeguard
~heck performance 453 1
•
Shut-down servo
mo tor
Dismantle and clean 455 1
•
WOODWARD governor Check oil 1evel (top up if necessary}
~harge oil (flush out casing)
510
510
1
1 • •
L.B.
021/5
SULZER Work Intervals 1) :::....

....
Sheet IService hours) 0
Vl
RT Maintenance Schedule C
C
Vl
~
u
C C
CIJ
..... C c:
g. ~ C c c c c:~
0
CIJ
~ 0- c c c co l'\iI
c lI") C I lI")
~ .... ~
0
lI") ....
~
Component Work to be carried out l:) Cl ~ <.0
Safety cut-out Ois~,antle,clean and inspect (replace round

device rubber rings if necessary) 530 1
•
Fuel injection
pumps
Clean, remove and inspect valves
Check timing and re-adjust if necessary
551
551 1
,4
•
•
Lubricate articulated joints of regulating
linkage
551 1
•
• •
*Lap sealing faces for the valve covers 551 2
Check and -adjust relief valves 551 3
Charge air recei

ver
Observe outlet of the permanent drains
Inspect, clean and recondition non-return valves
(or replace them with either a new or cleaned
640 1 • •
set)
Clean receiver
Check and clean the water separator elements
640 1
640 2 • •
I
• u
-..- ~ I
E~haust gas turbo Wash the compressor during service >
L
L
-+-'
'"
e
650 1 •
charger (every 25 to 75 running hours) Q)
CI)
CI)
c: CI)
-.- c:: r-
Q) 0 '"
Q) Q) or- ~
(./) U +-' c:
Exhaust gas turbo Wash the turbine during service

charger (every 250 to 1000 hours) Q)
u
.,....
CI)
c:
0
or
650 1
•
Air filter Clean
( 6p max, : lQO mm WG)
>
L
Q)
CI)
Q)
Q)
-+-'
U
:::o~
L
-+-'
CI)
c:
'"c:
:::0
•
en .~
'"e
Auxiliary blower Clean impeller and casing

..
......
u
:::J
I
I
654 1
•
•
>
L
L
-+-'
'"
e
Charge air cooler Clean during service (air side) Q)
CI)
CI)
c: CI)
660 1 initially weekly
.,.... C r-
Q) 0 '"
Q) <D .,.... ='
(.I) U +-' c::::
C~ean
(6
at standstill (air side)
P max. : 300 mm WG)
660 1
•
Clean the inside of the water tubes 660 2
•
Remove cooler for general cleaning 660 3
•
I . R_
1. 89
021/5
Work Interval s 1)
SULZER
Sheet (Servi ce ho urs)
Maintenance Schedule >0
L
RT <U
</l
</l
a a c
a
a
00 '"u
a. -<-' >0
-
co
00
-a -a '"c
'" 00 c
'"'" '"
~
0 0 00 I I """""I
Component '"
.~
Work to be carried out =

L --'= <U
= '-"
0 '-" 0 '-" '-" --'=
en ~ ('V") u:J ~ C"Y)
=
Cyl inder 1ubri ca
to rs
Drain casings and wash out 721 1 •
P.T.O.-gear trans
mission
Check conditions of teeth; establish back-lash
and bearing clearances (compare with clearance
740 n , i •
table 012/9a) external checking for oil leakage
•
{
with and cl ear vents

Gei sl inger
coupl i ng
Di smantel coupl ing, inspect, clean and replace
all seal rings
740 3
•
Overhaul, or replace spring stacks respecti vel y
•
Efficiency-Booster Check oil 1evel in hydro coupling (if necessary
refill with oill.
Check rubber pads of flex. pad coupling
750 1
• I
(replace if condition demands it).

750 1
•
Analyse the oil of the hydro coupl i ng (renew if
condition demands it).
750 1 •
Turbine part of power turbine, check every 8'000
hours in acc. with manufacturer instructions.
•
Planetary gearbox of power turbine, have it over~;
hauled at manufacturer works as instructed by the
•
them every 16'000 hours.
Check function of shut-off flap (in case of bad
operating condo every 3'000 hours).
750 2
•
Gneck function of angle valve (in case of bad
operating conditions every 3'000 hours).
750 2
•
Wash power turbine during operation (Depending on
operating conditions every 250 till 1'ODD
751
•
operating hours).
Balancer
ori vee1em ent s
Re-tension roller chain
(After fi Hi ng a new chain first time at 500 op.
770 1
•
hours) •
with Measure roller chain stretching (if req. replac
ing roller chainl.
•
Geislinger coupl i ng (See group 740).
L. B. 12.89
021/7
SULZER
Work Intervals 1)
...:....
Sheet (Service hours) C)
VI
RT
Maintenance Schedule C)
C)
til
<lI
lJ
C) QJ
C)
C) c
g. ~ :..,
OJ:::: C)
C)
C)
C)
C)
C)
co
C)
C'\j C
<lI
Component Work to be carried out ...a

(:)
-C. a C) Ie) C)
l.I) Cl Ie) " C'1
I
<0 ~
I
Exhaust pipe Check the condition of the exhaust pipe mounting

bolted connections
811 'I •
Cl~an the sliding surfaces and inspect for wear
•
Check pre-tension of tie rods on RT76 and 84 en
gines (see sheet 013/2)
•
Hydraulic Conduits
t 0.'£ xhaus t val ve
Reconditioning the sealing surfaces 846 1 •
Before 'and after

Starting air pipes Drain (water)
every manoeuvring
peri od
Pressure gauges Compare with master instrument and adjust •

•
and pyrometers
Fuel and 1ubricat

ing oil filters
Clean or exchange filter inserts. (Depending on
the make observe the supplier1s special instruc •
ti ons)
The indicated intervals 1) must be taken as guide only. Exoerience must show ~hether these intervals can
be extended or must be shortened, as operating modes, quality of fuel and lubricating oils used as well
as iJany other fadors infl uence the condi bon of engine components.
On the engine sedional drawings, sheet 004/1 and -2, those parts are r.larked with group numbers, under
which so-called 'work-sheets ' are found in the corresponding book section.
Of the following engine components 'work sheets' exist, although these parts are not marked on the sec
tional drawings:
Enaine CO~Donent Work sheet
Lubricating quills and accumulators 215/1
Vibration damper 313/2
Axial damper 314/1
Turning gear / 320/1
Starting control air distributor 430/1
Rotation di redion safeguard 453/1
Shut-do~n servomotor 455/1
Speed governor 510/1
Safety cut-out device 530/1
P.T.O. Gearbox 740/1;3
Efficiency-Booster 750/1 +2
Remark!
The maintenance work r.larked in the column "work to be carried out" with* must not be carried out periodi
cally, but only when required. The respective work sheet' serves as information only.
11.86
L. B.
Table of Contents
-""-"---------------------------------
Ma.intenance Instructions
Clearance Tables
Weights
WorkSheets
ToolUsts
SULZER
Checking of Lubricating oil by
GROUP 042
R-MOT. scot test
SHEET I
Even the best lsbricating oil ages and becomes dirty in service. Conse~
quently, it has to monitored and cared for. A simpl e method for
checking the condition of the oil is the so-called spot test.
Such a test should be carried out approximately every 500 service hours,
:,:'.'., 'Jo'''''''~' . '.~~,
by proceeding as follows:
.
.
.
. '\ '~"~ - When the oil has its normal service temperature and the oil pump is
• ., '" "', . ~ .,.
.". running, some oil should be drained from a cock in the oil piping
system in order to clean the cock from dirt collected possibly in it.
Newer engines are fitted with a cock to the left of the camshaf
drive bearing housing for taking oil samples.
- Only then should the oil necessary for the test be filled in a clean
container (preferably glass).
- Shake the container with oil sample well.
- Dip a clean glass or metal rod (diam. = 3 to 5 mm) into the oil and
let a drop fall in the middle of the filter paper.
- Allow the filter paper to remain in a horizontal position at normal
room temperature for some hours (if possible on a hollow pad to
ensure that the filter paper with the spot moistened with oil does not
2 get into contact with any other matter).
- In order to enable comparisons, the same filter paper quality should
always be used (obtainable from oil firms).
From the five spot tests shown at left, the gradual increase of oil
contamination can be seen clearly.
Test 1 and 2: The drop is from an oil having only very few running
• 3
hours. The dark spot is not very sharply outlined showing the oil is
still in good cond iti on.
Test 3: The drop is from an oil which was already in service for a
relatively long time. Asharply outlined black spot is clearly visible,
compared to the normal, bright colour of the oil. This oil can, hOlever,
still be left in service.
Test 4: This test already shols a clearly limited black zone in the
centre. Oil which produces such a picture should be analysed. Acer
tain improvement could be obtained by replacing a part of the used oil
•
by new oil.
Test 5: Oil which produces such a picture must be analysed at once by
a laboratory. The analysis will show a too high degree of contamination.
4 Such oil must be replaced as soon as possible. (see sheet 042/2).
We recommend gluing the spot tests on a sheet of paper in the sequence

of the samples taken in order that the progress of contamination can be
clearly seen. For each spot test, indications regarding date of taking,
running hours, etc. should be recorded. The more experience one gets lith
such spot tests, the better the capability of judgement.
Note: The pictures of the oil samples here are only valid for
pure mineral oil, such as that usually employed for cross
head engines. They are not typical for heavy duty oils
5 (oils with deterging and disperging additives).
4.83
SULZER Taking Oil Samples for Group: 042
Laboratory Analysis
RT
Sheet: 2 '-"
In intervals of abt. 3'000 operating hours a sample should be taken of the engine oil and sent to a laboratory
for an analysis. The oil sample is taken in the same manner as desribed on sheet 042/1.
The receptacle with the sample of oil must be marked for the laboratory with the following information:
- Ships name or name of plant
- Engine type
- Engine serial number
- Date of sampling
- Operating hours of oil and of engine
- Oil brand and quality
Oil Inspection:
The condition of the lubricating oil charge or its alteration during operation can be inspected on the basis of a
few analysis data. With regular checks a deterioration can be detected at an early stage and remedial measures
put in motion.
The following indications for limit values are to be taken as guiding ones, which should not be exceeded in
service, and in the case of the flash point not to fall below.
Flash point above 180°C
Alteration of viscosity within -10% and +20% of the fresh oil
Non soluble below 0,5% ,..../
Water content below 0,5%
SAN none
Should any of these limit values be reached, measures must be taken to bring the lubricating oil back to within
the normal conditions. This can be achieved e.g. by increased separation (Purificator), treatment in a renova
ting tank or by partial replacement of the oil charge in the engine. We recommend consulting the oil suppliers
as well in such cases.
L.B. 1.89
SULZER
Group: 110
BEDPLATE
RT
Checking the Foundation Bolts Sheet: 1
Tool s: Kev to Drawing

Pre-tensioning jack 94145 1 Reli ef val ve 8 Foundation bol t
High-pressure oil pump 94931 2 Vent screw 9 Chock
High-pressure hose 94935 3 Draw nut 10 Ship's foundation
Feeler gauge 94122 4 Pis to n 11 Nut
5 Distance sl eeve K Checki ng hol e
5 Nut M Pressure gauge
7 Bedpl ate P High-pressure oil pump
.------, M R Tommy bar
(
I
) V Relief valve
y Measuring point
\.
I
'----' The foundation bolts should be checked at long inter
val s for t:ghtness, e.g. during an overhaul. (see
group 021 sheet 1)
Follow the instructions given on sheet 94D/Dd "General
Instructions for Use" for hydraulic pre-tensioning
jacks on bolted connections.
Procedure:
- Tension the foundation bolts with a pressure of
X* bar and keep this pressure constant until a check
has been made by inserting a feeler gauge through the
checking hole 'K' to see if there is any clearance
between nut 6 and the bedplate.
8 - If there is no clearance, it means that the tight
ness has remained the same. The pressure can there
fore be released and the pre-tensioning jack removed.
However, should clearance be found, nut 6 has to be
ti ghtened with the ai d of the tommy bar 'R' until it
I
lands whilst maintainig a pre-tensioning pressure of
"-.../ X* bar (check clearance with a feeler gauge). After
9 wards release the pressure and remove the pre-ten
sioning jack.
Note:
Should there still be clearance between nut 6 and the
bedplate 7 with a pre-tensioning pressure of x* bar,
and the nut cannot be turned, it means that it is sei
zed on the foundation bolt. It therefore has first to
be freed. Afterwards tension the affected foundation
bolt again with X* bar and tighten the nut down fully
1-107.197.065
(after having previously smeared the thread with 'Moly
kote' grease).
X*; 600 bar for Metal chocks
X*; 600 bar for Synthetic material chocks
Slackening off foundation bolts
Attention: To slacken off, the tensioning jack must be set onto the bolt in such a way that there is
a clearance of approx. 2 mm at 'Y' between the distance sleeve and the draw nut before starting to
tension the foundation bolt. If not done, it will not be possible to remove the pre-tensioning jack
later. The tension the foundation bolts with about X*+ 20 bar and turn the nut 6 back by one turn.
After releasing the pressure to '0', remove the pretensioning jack and afterwards the nut.
1 an
Engine fixation RTA 58~84/ RTA 84 M Engine fixation RTA 58784/ RTA 84 M ......
Q
Engine seated on metallic chocks Engine seated on Epoxy resin chocks
Fitted holding-down bolt Section I-I
Bedplate
I Bedplate
.. - - -_. Tank top

Epoxy resin chock 'Tank top I. -107197075
~I I~
( '\ ( ( (
SULZER
MAIN BEARING Group: 117
RT Loosening and Tightening of Bearing Sheet: 2
Thrust Bolts
Tool s: Key to Drawing

Tommy bar 94115 1 Thrust bo 1ts 9 Mi 11 ed faces to hold with
Special feeler gauge 94123 2 Engine frame centre open end spanner
Depth gauge 94126 piece 1a Piston sealing ring
High-pressure oil 94931 3 Bearing cover 11 Locking wire
pump 4 Vent val ve
3 Pressure gauges 94932 5 Locking wire 13 Shims
(up to 1000 bar) 6 Locating screw D Pressure chamber
2 Connecting pieces 94933 7 Cy1 i nder V Re1 ease val ve
High-pressure hoses 94935 8 Nut
Pair flat pliers
Open end spanner
to pos. 9
11
1
n
::N~~~I~
/3
.
9
I
//
~
I ~ L~*~.~;;~ _~=~
I"~ .l[_~
-t=.lk/ V 9'931
'~'13
2-107.156.246
Attention:
Loosening and tightening of bearing thrust bolts may only be done if tie rods are ti htened accordin
to instructions.
The thrust bolts are designed in such a way that they can be loosened and tightened hydraulically.
The tools delivered with the engine are to be used for this purpose.
I P 1.RfJ
117/2a RT
L0 0 sen i n g the Thrust Bolts

Procedure: (see Fig. 'A')
- Remove locking wire 11. Unscrew closing pl ugs for oil inlet into cyl inder 7 and replace connecting
pieces 94933.These have to be screwed in tightly. Then couple the connecting pieces to the high
pressure oi 1 pump 94931.
- Tension the thrust bolt with approx. 620 bar and maintain this pressure until both nuts 8 are
slackened by approx. 1 to 2 turns only at first. Release the pressure by opening the release valve
'V' of the pump and remove the connecting pieces 94933.
- Slacken the nuts 8 sufficiently to remove the thrust bolts. After removing the thrust bolts, close
their oil inlets with the closing plugs so as to prevent any foreign matter entering the pressure
chamber.
Ten s ion i n g the Thrust Bolts

Procedure:
- Compare the three pressure gauges 94932 against a master gauge for accuracy.
Clean the seats for the spherical thrust bolt ends on bearing cover and on the frame centre part.
Check that the shims are fitted between the lower and upper bearing shells.
Fit both thrust bolts and tighten their nuts 8 with tommy bar 94115 (without extension). Care must
be taken beforehand that the cylinders 7 are positioned in such a manner that the connecting pieces
with pressure gauges can be fitted.
- Tightly screw in both connecting pieces 94933 and connect up to the oil pump with hydraulic hoses.
- Measure distance 'al' and 'a2 1 with the aid of depth gauge 94126. The difference between the two
distances must not exceed 0.1 mm. If necessary, the bearing cover 3 is brought into its correct po
sition by means of the thrust bolts by slightly slackening nut 8 of the bolt on whose side distance
la' is smaller, and by tightening the nut of the thrust bolt of the other side with a fork spanner.
When tightening the nut, the thrust bolt must be held with a fork spanner.
- If the difference between 'all and 'a2' is within 0.1 mm, tighten both nuts with tommy bar 94115 as
far as they will go.
- Remove locking wire 5 and slacken vent valve 4 slightly while operating the high-pressure oil pump
until the air has escaped from the pressure chamber 10'; then tighten vent screw 4 has secure with
locking wire 5.
- Pump until 600 bar are shown (check that the same pressure shows on all three pressure gauges).
Maintain this pressure until the nuts 8, tightened with the tommy bar 94115, make metal-to-metal
contact with cylinder 7 (check for contact with feeler gauge).
- Release pressure from the pump and again measure the distance 'al I and 'a2'. Should the difference
exceed 0.1 mm. the thrust bolts must be loosened, the bearing cover position corrected, and the pre
tensioning process repeated.
- Finally, secure the nuts with locking wire 11, remove the two connecting pieces, and close the oil
inlet holes with plugs. For safety's sake, check that there is sufficient vertical bearing clearan
g (table of clearances 012/1) using the special feeler gauge 94123.
Note: Please bear in mind that with new thrust bolts or bolts which have been dismantled, the oil
level in the pump falls relatively low during pre-tensioning because the pressure chamber of
the thrust bolts has to be filled first. Where a motor-driven high-pressure pump is used, the
oil level must, therefore, be watched carefully in order to prevent dry-running of the pump.
L. B. 2.84
SULZER
RT Removal and Fitting of a Bearing Sheet: 3
Cover and an Upper Bearing Shell
Too 1s: Key to Drawings

1 Suspension bracket 94111 1 Bearing cover
1 Roller support 94117 2 Upper bearing shell
1 Eye bolt M12 94113 3 Plank
2 Lifting devices, 4 Wooden block
each 10 kN (1 ton) R Eye bolt
Various ropes
Plant (approx. 30x250x3000 mm)
®
- -tt--=~~::::::::::+-l---I+,L r-r-rt-_ _ 91.117
9""
'---tt--t-- 1
~~~2
1 '----+--+-- 3
.L_...JL::I:::::L -----f--- 0-lOi125.238" 1-101. 013.223
Rem 0 va
The crankshaft is to be turned so that the crank web nearest to the bearing to be removed is appro
ximately in a horizontal position. After loosening and removing the bearing thrust bolts according
to Sheet 117/2, the roller support 94117 and the suspension bracket 94111 are to be fitted according
to Figs. 'A' and 1 0'.
Using a rope and a lifting device, lift bearing cover only a few mi11imetres at first. Should the
upper bearing shell also be lifted, lightly tap both sides of the bearing shoulder with a piece of
wood or a lead hammer in order to separate the bearing shell from the cover.
Now lift bearing cover (without bearing shell) high enough for it to be moved along the engine with
a second rope and lifting device. Deposit it on a plank which should rest on the crank web and be
supported by a wooden block at the outside end (see Figs. lA' and 'B').
Sliding it along the plank, the bearing cover is taken out of the engine by means of lifting devices
as shown in Fig. 'cr.
L.B.
l17/3a nI
jee sa~e or~ced~re nab :0 te f~11
lowed for :~e remove: of t:eJc- 1 _
per tearira snell. To 0010 it, 1
"owever, an eye to It 'R' ~ ~ L '----'/
be screwed irto t~e r~readed ·0
1e or the crowr Jf the Dear: ,g
94117 ---#---._ shell cac'o. Lift ere teari ng
s~iell usi rg wi re rope over Fe
roller suppcd ar:d a liftir.g de
94111--tt--~~-*----.J~
vice ard re~ove it from the
l-J-------trT: crankcase (see Fig. 'D' .
3--41---~
Fitting
When fi Hi ng beari ng shell ard
bearing cover, the procedure for
removal is to be followed in re
verse. Pi ease make sure that:
- care is taken that the parts
do not get damaged,
"-../
- no di rt seUl es on the beari ng
pin or the back of the bearing
shell,
the bearing pin is clean and
liberally oiled before the
1-107073223 bearing shell is fitted,
- the back of the bearing shell

and the bore of the bearing co
ver are clean and free of oil!
For alignment of the bearing co
ver and tensioning of the thrust
bolts, note instruction sheet
11 7/2.
@
94111
94113 '
2
,
,
I I,
----L_ _ +-_ 1-107.197. 554
--1-
L.B. 2.84
SULZER
RT Removal and Fitting of the Bearing Cover
and Stopper Bridge in the Thrust Bearing Sheet: 4
Assembly
Tools: Key to Drawing

1 Suspension clamp 94111 1 Bearing cover (wide) R Eye bolt
1 Roller support 94117 la Bearing cover (narrow)
1 Eye bo 1t 2 Upper bearing shell (wide)
2 Lifting devices of 2a Upper bearing shell (narrow)
10 kN [It) each 3 Oil catcher upper part
4 Stopper bridge
Removal
For the removal of the 'wider' bearing cover, refer to the instructions given on Sheet 3 of Group 117.
The removal of the 'narrow' bearing cover in the thrust bearing assembly is made easier if the stopper
bridge 4 (drive side) is first removed (see also Group 120, Sheets 2 and 2a). By means of a lifting
device the bearing cover can then be brought into the space thus created (see Fig.) and from there re
moved sideways out of the gearbox double column.
0-107.197.657
Fitting
Fitting of the bearing cover follows the removal procedure only in reverse order, whereby the instruc
tions on Sheet 3a of Group 117 also apply.
L.B. 5.84
SULZER
MAIN BEARINGS Group: 117
RT Removal and Fitting of a Lower Sheet: 5
Bearing Shell
Tools: Key to Drawings

Eye bolt 9411 3 1 Crankshaft
Roller support 94117 2 Lower bearing shell
Device for turning 94118
out the bearing * Note: The support 94141 is intended to be used
she 11 for the removal of broad bearing shells.
2 Wi re ropes 94119 It can, however, al so be used for the
1 Support 94141 narrow bearing in way of the thrust block
1 High-pressure oil with the aid of another jack. This is
pump with hoses, etc. 94931 placed outside the engine beneath the
2 Hydraulic jacks crankshaft flange.
230 kN (23 tons) 94936
1 Clock gauge with
magnetic stand
P--t7l-~!L,~~~:::jl--9"'7---tttp:jj..4.----j.
_"-----+-----:----\1.-------:::::,- 9'"9
9'"8
1
9'936
/ 1· 107.197.351
Prior to removal of a lower bearing shell, the thrust bolts, the bearing cover, and the upper bearing
shell of the bearing concerned must be removed according to the instructions on sheets 117/2 and
117/3.
L.B. 2. 4
117/5a RT
The following instructions are val id for all main bearings, i.e. al so for the narrow one in way of
the thrust block.
Removal
Turn the engine until the undersides of the rel evant pair of crank web s 1i e parall el with the bed
plate separating face.
- Fit a clock gauge (if possible, with magnetic stand) above a crank web near the bearing to be re
moved and set to '0'.
Fit device 94118 to a separating face of the lower bearing shell, using the special Allan key from
the tool kit.
- Attach a wire rope to one of the short hooks of device 94118 and guide it outwards alongside the
bearing shoulder to the opposite side and further on over the roller support 94117 (if necessary,
two wire ropes may be used).
- Using the hydraulic jacks, arranged on the support 94141 as shown on the illustration, the crank of
the bearing to be removed is lifted 0.1 to 0.15 mm. This amount has to be checked on the clock
gauge. Keep pressure constant!
Remove the bearing shell by pulling on the wire rope. ~
Once the bearing shell rests on top of the crank pin, the wire rope is removed and the eye bolt
94113 screwed into the back of the bearing shell. The bearing shell can now be lifted and removed
from the engine (see sheet 117/3).
Note: Two neighbouring lower shells must never be turned Qut at the same time.
Fitting
Prior to fitting the lower bearing shell, its back is to be coated only lightly with Molykote paste
G. The crank pin and the inner face of the bearing shell should be liberally coated with clean lubri
cating oil. Check that the bearing saddle bore is clean and undamaged!
Put bearing shell on top of the crank pin, using eye bolt 94113 and roller support 94117, i.e. in
reverse sequence from removal according to sheet 117/3. Make sure that the bearing numbers corres
pond with those on the bearing saddle.
- Remove the eye bolt and, should the crankshaft have been lowered, lift it again by 0.1 to 0.15 mm.
- Slide in bearing shell until the separating faces have the same distance on both sides from the
top face of the bedplate (check with depth gauge).
Release pressure from the pump and remove all the tools from the engine.
Attention: Should the crank web deflection be measured before the upper bearing shell and the bearing
cover are fitted, care must be taken that the lower bearing shell does not turn. It should
be blocked with suitable pieces of wood.
1.B. 3.86
SULZER Group: 120
THRUST BEARING
RT Checking the Axial Clearance Sheet: 1
Tool s:
Inside micrometer 94101 1 Flywheel coupling flange 3 End casing (drive end)
Feeler gauge 94238 2 Upper part of oil catcher 4,4a Stopper bridge
Clock gauge with 5 Thrust bearing collar
magnetic stand 6 Crankshaft
7 I Astern I thrust bear
ing pads
7a 'Ahead' thrust bearing
pads
S Axial clearance
X Check dimension
- 'ffl--.--+I--.+-~~.----l-- -I-I-----l4+----f
Schub
- - . -+'-;-;';"'»4.;..;
THRUST
Check that the drill
ing is clear every
6-8000 running hour~.
1-107.159.075
2.84
L.B.
120/1a RT
Should the classification society demand measurir,g of axial clearance of the thrust bearing flange in
the thrust bearing, or should other reasons call for it, this can be done in various ways:
Method 1
The total displacement which results from pushing the crankshaft axially both ways until it contacts the
thrust bearing pads "Ahead" and "Astern", is measured with a clock gauge. This is -then checked against
the figure marked on the sheet "Checking Dimensions" in the engine documents supplied.
A possible increase against the nominal figure signifies we~r of the thrust bearing pads.
O. 8 ~ 1.2 (RT 58 - 84)
New clearance =
0.7+ 1.26 (RT 38 / 48)
Method 2
The crankshaft is displaced axially until it rests on the engine side thrust bearing pads ('Ahead') and
is then fixed in this position. The distance between the flywheel coupling flange and the upper part of
the oil catcher is measured with an inside micrometer at the position indicated (see Fig. IB'l. The
amount by which the distance 'X' is smaller than that given on the sheet "Checking Dimensions" corres
ponds to the wear of the engine side thrust bearing pads ('Ahead'l. By displacing the crankshaft axially
until it rests on the thrust bearing pads for 'Astern'. the inside micrometer can be used to determine
the total axial clearance as well.
2 3
®
6
94101
SULZER
THRUST BEARING Group: 120
RT 76
84 Removal and Fitting of Thrust Bearing Sheet: 2
Tools: Key to illustrations

4 T 8 RT76
Carrier lug with 94155 for { 4 T 7 RT84 1,la Shims 7 Retaining clamp
nut 2,2a Thrust bearing pads 8 Oil pipe
Turning-out device
19 T 12 RT76 3 Split gear wheelan 9,9a Retaining plate
94155a for 18 T 12 RT84 thrust bearing flange 10 Screws
Eye bo 1t M16 4 Screws S Nut for 94155
Ass. sp,",r s,t~ 5 Screws with spacer sleeves OF Thrust bearing flange
6 Claddings W Drilling for inserting
carrier lug 94155
.&:.
3-107.198.871
2120 5
11-11 ® I-I
5
W
10
1
20
,.-- 2
94155
3 1-107.195.533
LA')
120/2a RT76/84
Re.moval
Should it become necessary to remove thrust bearing pads, teh retaining clamps 7 of the respective row
of thrust bearing pads must be removed. To reach these, remove the oil pipes 8 and the two claddings 5,
then the retaining clamps 7 can be removed on the required side. (See Fig. 'A'l
The access to the thrust bearing pads being now freed by the removal of the above mentioned parts, in
sert the carrier lug 94155 into the drilling 'WI of the split gear wheel 3 on the thrust bearing flange
and fasten it with the nut'S' (by only light tightening) in its position. (Fig. '8 1 )
Turn the crankshaft with the aid of the turning gear, thus pushing the thrust bearing pads out, where
they can be singly removed. To pick up the pads use the eye screw.
On engines 9 to 12 RT75 and 8 to 12 RT84 the turning-out device 94155a is to be used for the removal of
thrust bearing pads, as shown by Fig. 'cr. In this case the turning-out device is to be placed onto the
thrust flange as shown and tightened by means of two screws 10.
The crankshaft is then to be turned with the turning machine until an eyebolt can be screwed in to a pad
which then can be lifted up and taken away.
Remark: Generally only individual thrust bearing pads for the 'AHEAD' operation must be replaced so that
the crankshaft remains in its proper position. Should it however happen that III the thrust bea
ring pads of the 'ASTERN'- operation have to be removed, care must be taken that the crankshaft
does not shift from its proper position. This might happen for example if the ship is heavily
stern trimmed. (To avoid such a shifting, insert a hard wood plate of the same t~ickness as the
pads in the place of the thrust bearing pads). When all the pads which require removing are out,
the carrier lug 94155 must be removed and strored away. This tool is not required for fitting
the thrust bearing pads.
Fitting
Make absolutely sure that all the thrust bearing pads are meticulously clean and smeared with fresh en
gine oil; the thrust bearing pads must each be replaced in its original position, note the numbering of
the individual pads. Please also refer to following sheets for the arrangement of thrust bearing pads on
engine with rigid propellers and controllable pitch propellers respectively.
Fitting the thrust bearing pads for the 'AHEAD'- operation should pose no problems i.e. the thrust bea
ring pads con be pushed in by hand, as the crankshaft in a stern trimmed ship rests against the 'ASTERN'
thrust bearing pads. With all the thrust bearing pads in position the end ones on the fuel pump side and
on the exhaust side must protrude by the same distance over the upper edge of the bedplate; the retain
ing clamps 7 can now be re-fitted.
When fitting the thrust bearing pads for the 'ASTERN'- operation it may be necessary to slide the crank
shaft axially towards- -the free end- in order to obtain the space necessary to insert the pads.
Attention!
When inserting individual new or remetalled thrust bearing pads, ascertain that their thickness (final
dimension) corresponds exactly to their adjacent one's. ~
When replacing a complete row of new or remetalled thrust bearing pads the clearance must be adjusted to
the original values (as shown in the clearance tables 012/1) (by using the inside micrometer tool No.
94151 as shown on sheet 120/1).
120/2c RT
'-
Anordnung der Orucklagerkl6fze fur Moforen mit VERSTELLPROPELLER
Arrangemenf for flvusf pads of engines wifh CONTROLLABLE PITCH PROPELLER
luri,iclt voralJ$
O$/ern ahead
~
rechfsdrehender Mofor
clockwise rotating engine
AuflogeflOche
Auf/agefldcne
Support Stlfoce Support surface
~
Antdebs.". Molorsei/e
Driving end Engine end
PrapeNerscni,b ·5·
Propeller IhrJsl "S·
\
von Anfriebseife gesehen
von Anfriebseife gesehen

KI6fze auf Anfriebseife
looking from driving end

"5" voraus
"5" ahead
"5" zuruck
-----
- --J- Klofze auf Moforseife

pads on engine end
pads on driving end ··S'·osl"",n
KlOt. . fUr -Zuriick KlOI;ce fiir ·Vorous·

Pads for "astern- Pads for "ahoad" .~
-~
zuruck VOI'OUS
astwn anead
linksdrehender Motor
counfer clockwise
rotating engine
Auflageflache Auflagefliiche
Support sur/ace Supporl surface
2-107,159,094 Ie
2.81,
120/2b RT
Anordn<Jng der Drucklagerkl6tze fiir Motoren mif FESTPROPELLER
Arrangement for thrust pads of engines with FIX PROPELLER
zuriick varOU$
ostflrn aheod
rechtsdrehender Motor
clockwise rotating engine
Auf/oge/lOch.
AuflogefloCM Support surface
.~ $Upperl surface
Anlrlt}bsede Molorselle
{)rIVing end Engine end
PrO()f!lIersclMJb "5"
Propeler //rus/ -S"
von Antriebseite gesehen

Ktotze auf Motorseite
I'on Antriebseite gesehen
Klotze auf Antriebseite

~S" "orous
"S·· ahead
..
·S· lunicl<
- looking from driving end
pads on engine end
pads on driving end "5" astern
Klo/ze /ii "Zuriicl<" Kl6tze IUr "Voraus"

----\ Pods lor -aslern" Faas lor "ohead"
i.
zurUCK ....orous
ahead
astern
~ ~
tinksdrehender Motor
counfer clockwise
rotating engine
Auf/agef/oche
Auf/age/ldcM
Support sur/ace
Suppor' surface
2-107.159.093
2.84
SULZER
TIE ROD Group: 190
RT Tensioning of Tie Rods and Sheet: 1
Checking the Pre-tension
Tool s: Key to Drawings

2 Pre-tensioning jacks 94180 1 Cyl i nder jacket 17 Clamping screw
1 High-pressure 94931 2 Intermediate ring 18 Column
oil purn p 3 Upper tie rod nut 19 Bedplate

3 Pressure gauges 94932 4 Bolt 20 Rubber ring
2 Connecting pieces 94933 5 Lower part of 21 Lower intermediate ring
1 High-pressure hose 94935 cyli nder 22 Lower nut
5 Cylinder 23 Set screw
7 Pi stan 24 Locking plate
8 Fl ange ri ng 25 2-piece bush
9 "Belleville" washer 25 Screw for 25
lOBo It AN Drainage groove
11 Vent screw K Checking slot
12 Tommy bar S Measuring point
13 Ti e ro d V Vent valve
14 Bolt X Measure of elongation
15 Protecting hood Y Measuring point
15 Bore for solvent Z Checking point
10 94933 11
9 o 94932
8
Z ",. I 94933
7 94180
6
94932 949340
5
3 94935
94931 V 94934
y Gezeichnet fur RT 58
2 DRAWN FOR RT 58
1-107.185.529
We recommend that all tie rods be checked for correct pre-tension after the first year of service
of the engine and, if necessary, be pre-tensioned to the value specified. After that, it is suffi
cient to make random checks during a major overhaul.
When making such checks, it is ~ necessary to slacken the main bearing thrust bolts or the clamping
screw of the tie rod.
L.B. ?RL1
... l ....
130jla
Checking the Fre-tersion of Tie Rods

Procedure:
_ Remove the threed-proteeting hoods 15 fro" all tie rods 2rd cle2rl the coded face of the interme .--..,;'
diate ring 2.
_ Screw both pre-tensioning jacks onto two tie rods lying opposite eech other until the lower part of
the cylinder 5 rests on the intermediate ring 2. If necessary, turn the whole pre-tensioning jack
back a little so that the holes in the tie rod nuts are easily accessible. Slightly slec~en vent
screws 11.
_ Connect bot: pre-tensioning jacks with hoses to the high-pressure oil pump and operate pump until
any air present in the pre-tensioning jacks has escaped; then re-tighten vent screws.
_ Operate pump until 600 bar are reached and maintain this pressure.
_ Using a feeler gauge inserted through the checking slot 'K', check at 'SI if there is any clearance
between the tie rod nut 3 and the intermediate ring 2.
_ If any clearance does exist, tighten the tie rod nut with tommy bar 12 until it rests firmly on the
intermediate ring (check with feel er gauge) and the rel ease the pressure. If no cl earance exi sts,
the pressure can immediately be released and the pre-tensioning jacks removed. All the tie rods have
to be checked in this manner and, wherever necessary, the tie rod nut has to be tightened.
_ After checking has been completed, the tie rod threads have to be protected against corrosion by
coating them with non-acidic grease. Afterwards, the protecting hoods must be screwed on tightly.
Note: If it is impossible to tighten the tie rod nut with the tommy bar although trere is clearance
at'S', thi s means that the thread is bi ndi ng. In thi s case remove screw pl ug in bore 16 and
press in some releasing agent or lubricant. Insert a strong brass or copper bar into a hole in
the tie rod nut through the slotted orifice in the lower part of the cylinder and first loosen,
then tighten the nut with several heavy hammer blows. Make sure, however, that the edge of the
hole is not seriously deformed or it will be impossible to remove the pre-tensioning jack. Seal
off the bore 16 again with the screw plug.
_ After completion of the checks, the pre-tensioning tools have to be preserved and the connections
bl anked off. Thereafter they are to be dored ina safe pl ace.
Loosening and Tiohtening the Tie Rods

Shoul d, for some reason or other, any ti e rods have to be removed, the foll owi ng poi nts have to be
carefully observed:
_ Tie rods may only be loosened or tensioned when the thrust bolts of the main bearing have been
previously loosened (see sheet 117/2).
- The clamping screws 17 must also be removed.

Loosening and tensioning has to be carried out in two stages. The order in which the tie rods are
to be loosened or tensioned is shown in schematic illustration (Fig. 10 1 ), i.e. in pairs, first
tie rods a/a, then bib, etc.
L0 0 sen n 0
_ The procedure for loosening the tie rods is the same as the one described above for checking pre
tension, except that after being screwed down onto the intermediate ring (2) the pre-tensioning
jacks must be released again by 3/4 turns so that a measurable clearance of 4.5 mm is achieved at
'yr. At this starting point connect the jacks to the high-pressure pump with the hoses and operate
the pump until a pressure of 600-620 bar is reached. The tie rod nuts are now loose and can be un
screwed with the tommy bar 12 until they touch the pre-tensioning jack cylinders.
_ Before releasing the hydraulic pressure to zero, it is of great advantage to place a hardwood wedge
under the lower tie rod nut in the bed plate, whereby the wedge will take the full weight of the tie
rod.
- The pre-tensioning jacks can now be removed.
L.B.
190 1b RT76
Tension ng
Initial Position and Preliminaries:
- Clamp screws 17 may not be tightened.

- The lower tie rod nut 22 is in position and secured by set screw 23.
- Clean the seating surface of the intermediate ring 2 and of upper tie rod nut 3 and coat them with
MOLYCOTE-Paste.
- Coat the thread of the upper tie rod nut liberally with MOLIYCOTE-paste and screw the nut on. (Check
for ease in thread).
- Screw in the eye screw into the tie rod and lift tie rod carefully until the lower tie rod nut rests
firmly against the bearing shield. (We recommend using a hand lifting tackle attached to the crane
hook to lift the tie rod gently to its position; with the crane it is difficult to feel when the lowe
nut has touched the bearing shield and a broken rope may be the result).
Tighten the upper tie rod nut now with the aid of the round bar 12 till its firmly seated on the in
termediate ring, remove the lifting tackle. (Now no clearance must remain between the bearing shield
and the lower nut).
Procedure for Tensioning.
- After all above preliminaries have been completed, measure the distance 'X' on all the tie rods and
record these. (See Fig.IC').
- Fit the pre-tensioning jack on both tie rods a/a, taking care that the cylinder lower part 5 rests on
the intermediate ring 2 (watch for easy accessibility of one of the slotted horizontal openings needed
for tightening the nut with the round bar 12~) •.
- Connect the pre-tensioning jack to the high pressure oil pump with the high pressure hoses.
- Open the vent screw 11 on the pre-tensioning jack slightly, actuate the HP pump and when oil flows ou
close the vent screw 11 again.
- Check whether at 'l')Fig.'AI) very ljttle or no clearance exists. If necessary open the relief valve
on the hi gh pressure oil pump, so that the oil from the jack may fl ow back to the pump whil e the pi
stons 7 are screwed onto the ti e rod until the cl earance I l' is el iminated. Thi sis very important, a
otherwise the necessary pretensioning pressure cannot be attained.
- Actuate the HP pump and build up a pressure of 350 bar, (l-st stage) maintain this pressure until the
two upper tie rod nuts 3 have been firmly tightened onto their seating with the round bar 12. 0 en th
relief valve on the HP pump and leave it open until the pressure has fallen to Izero ' and until no
clearance exists at 'll.
- Proceed in this manner for all the tie rods in the sequence shown at the beginning of this group, mea
sure the distance 'X' and record it as IX '. (Reference value IX I -'X' = abt. 4.4 to 4.8 mm for the
1 l
short ti e rods
= ~5. 7 to 6.2 mm for tlie
~ tie rods)
Repeat the pre-tensioning procedure, however raise the pressure to 600 bar (2.-nd stage).
- Finally measure again all the dimensions 'X' and record them as 'X '. The tie rods are correctly pre
2
tensioned when, with the pre-tensioning pressure of 600 bar, a total elongation 'X2 1 - 'X' of:
abt. 7.7 mm on the short tie
rods
abt.10.5 mm on the ~tie
rod s
has been obtained.
- After terminating the pre-tensioning process coat the protruding portion of the tie rod threads with
acid-free grease and fit the protecting caps 15. Finally all the clamping screws 17 must be firmly
tightened!
Follow the remark at the end of the section "Checking the ~ie Rod Pre-Tension"!
~ Remark: In place of the high pressure oil pump 94931 used together with the pre-tensioning jacks for
tightening and loosening of the tie rods, for easier and quicker progress the 'Airhydraulic pumpl
94941 can be used.
1984
190/1c RT
®
DI-III
17
1 25
~,<~1
""
~,,>'>" 13
DI 18
DI ~--...~
---
". "~''''',
~.,~
. "'-. ~
~'" '",~,,;
~~~>;
13 ",A3a
\
\\
\
\
\ 26 1 17
D
19 ~
19
--20
21
22
13
gezeichnet fur
RT 58
22
DRAWN FOR
RT 58 23
24 Hier buendig
FLUSH 0-107.195.506
L.B. 5.84
190/1d RT
@ @
13
130
c
.~~
~~
.!! ~
.b_
C:Q::
~Cl
f e c 0 b d
,-j f
f e c 0 b d
3 -107.195.507
L.B. 2.84
SULZER
Group: 211
CYLINDER JACKET
RT76 Sheet:
Transport of a Cylinder Liner with Cylinder Jacket 1
Too 1s: Key to Illustrations:

1 Suspension girder 94202 1 Cylinder liner
2 Web supports 94203 2 Cylinder jacket
3 Cylinder head stud
4 Cylinder head nut
5 Position of the suspension pin for transport
ing the end cylinders
Remark:
For transporting the cylinder jacket
alone or with fitted cylinder liner
94203 the suspension girder 94202 must be
used.
94202 The two web supports 94203 are placed
o~ the suspension girder to form a
3 combination device as shown in the
1 illustration on the left. They are
tightened down with two cylinder head
nuts each.
This tools arangement ensures the saf
2 positioning of the cylinder liner
AF whi ch is important for a good seal on
the landing face 'AFr.
3- 107.198.424
4
94203
94202
3 -107.197.559
SULZER
CYLINDER JACKET Group: 211
68
RT 76 Removal and Fitting of the Water Guide Ring Sheet: 2
84
Tools: Key to Illustration

Set of suspension ropes 1 Cylinder jacket H Jemmy
or Suspension 94265 2 Water guide ring N Recesses
3 Eye screws M24 3 Eye screw AF Landi ng face
1 Tommy bar 4 Rubber ring
7
AF
H 2
3 - 107.197. 336
211/2a RT68/76/84
To remove a water guide ring, proceed os follows:
(Cylinder liner is removed).
_ Fit eye screws with suitable washers into the three threaded holes just below the upper edge. ~
- Pay particular attention to the fact, that the eye screws threads are not too long; they might other
wise jam the water guide ring, requiring removal, in the cylinder jacket.
- Attach the eye screws by a three rope set to the crane.
- Ease the water guide ring from its seating with a jemmy 'HI attacking in two opposite recesses 'N' at
the bottom edge of the water guide ring, do not pull with the crane before the ring has been eased of
- When the water guide ring is thus loosened off its seating pull in small steps with the crane, if ne
cessary assist the lifting with the jemmy from below.
Preparations for Fitting •
• Clean the guiding and landing surfaces on the water guide ring and on the cylinder jacket
.Place ~ rubber rings of the specified quality into the grooves
.Smear rubber rings and guiding surfaces liberally with tallow.
Fitting
Insert the water guide ring, hanging on the crane, into the cylinder jacket. Pay particular attention
to the requirement that the ring must only slide in on its own weight through the guide portions, un-c
til it finally rests on its landing at the bottom.
- Check that the water guide ring really rests on its landing and does not protrude above the seating
surface 'AF' for the cylinder liner on the top of the cylinder jacket.
5.84
SULZER
CYLINDER LINER Group: 214
RT Measuring Bore Wear Sheet: 1
Tools: Key to Drawi ng

1 Inside micrometer 94101 1 Cylinder liner
1 Measuring gauge 94225 2 Oi 1 groove
94225 94101 1
Whenever a working piston is re

moved for overhaul, the cylinder
liner bore has also to be measu
red. The figures found are to
be recorded so that they can
serve as comparison with earlier
or later measurements. In this
way, normal wear can be determi
ned and followed.
Comparisons with other measure
ments can, however, onl y be made
if the measurements are always
taken at the same place. For
this reason, use the measuring
gauge 94225 which is part of
the tool kit.
The measurements have to be
taken in both longitudinal and
transversal direction to engine
axis by putting the inside mi
crometer 94101 into the holes
especially provided for this
purpose in the measuring gauge.
The ridge formed during the
course of operation at the top
of the cylinder bore has to be
removed carefully without dama
ging the running surface for the
piston rings.
,,- 107.197.056
') PIl
T .R .
SULZER
CYLINDER LINER Group: 214
RT76 Removal and Fitting Sheet: 2
~: (, ey to Illustrations
1 Suspensi on gi rder 942 ': 2 1 Holding p~2re :"Cy 1i nder head
1 Jacki ng gi rder 94204 2 Holder 11 11dter gui de ri ng
1 Jack support 94205 3 Centring pin 12 Cylinder jacket
2 Suspension straps 94206 4 Ro 11 pi n 13 Cylinder liner
2 Screws to 94206 94207 5 Screw 14 Water guide ring
1 Hydr. Jack wi th 94950 6 Screw AF Seati ng surface
HP Hose 94935 7 Screw H Hard wood bedding
High pressure oil 94931 8 Locki ng p1ate S Screws to 94204
purnp 9 Locking p1ate
1-107.197.587
1984
214/2a RT
It is vital that the following preparations are carried out before a cylinder liner is removed:
• Drain the cylinder cooling water from the respective cylinder, i.e. first shut the two valves
cylinder cooling water inlet and outlet; The drain valve is situated immediately behind the cooling
water inlet valve at the bottom of the cylinder jacket on the fuel pump side, the cooling water
outlet valve however on the top above the exhaust valve cage. Open the drain valve in the cylinder
cooling water outlet pipe of the respective cylinder.
• Remove the pi stan rod gl and (see Group 231, Sheet 1).
• Remove both bolts 5 (one each on fuel pump and exhaust sides, see Fig. Ie') which hold the cylinder
1iner onto the cyl inder jacket.
• Discommect all cylinder lub. oil pipe connections from the lubricating quills.
I-I
© 10
11
6 Brennstoffpumpenseite
4 FUEL PUMP SIDE
2 I
8 3
13
II- II
® 11
5 ---i!dIiI~
7'~E~
9
1-107.195.505
2.84
214/2b
Removal (Figures 'AI and 'B')
Procedure:
~ ----------
- With the bearer 94204 suspended from the crane, lower it through the cylinder liner bore and bolts
it to the bottom edge of the cylinder liner with both the bolts'S'.
- Bring the crosshead to T.D.C.
- Place support 94205 and jack 94950 above each other on the crosshead.
- Connect up jack to high-pressure pump 94931 and then jack the cylinder liner out of its guide sec
tions.
Lay two planks of wood opposite each other between cylinder jacket and cylinder liner collar in order
to prevent the cylinder liner from sliding back into its guide section.
- Lift off and remove jack together with support from crosshead. Remove jacking girder 94204.
- Place the suspension beam 94202 on the cylinder liner and connect it to the susptnsion straps 94205
~ith screws 94207.
- Lift out and take away the cylinder liner with the crane.
Preparations for fitting:

.Thoroughly clean guide sections and sealing surfaces of cylinder liner and jacket and dress any da
mage •
• 'nsert rubber rings of the quality and dimensions specified into the grooves of the cylinder liner •
• Coat all the rubber rings and guide sections of the cylinder liner and jacket with tallow •
• Thoroughly clean seating surface 'AF' of cylinder jacket •
• Check that water guide ring has been fitted.
Fitting (Figure'E')
- Fit the transporting device to the cylinder liner to be installed in the same way as was used for
'Removal' (See Fig. 'B').
- With the cylinder liner hung on the crane bring it above the cylinder jacket. Before lowering it
smear the seating surface 'AF' of both the cylinder jacket and that on the cylinder liner collar with
a nonsetting sealing compound.
Lower the cylinder liner, thereby ensuring that the centring pin 3 (Fig. 'C') engages in the centring
hole in the cylinder jacket (on the fuel pump side).
- Place a cylinder head on the cylinder liner and screw it down with four evenly distributed nuts.
Tightening these in a crosswise manner will result in the cylinder liner being pressed fully down
into the cylinder jacket (Fig. 'E').
- After removing the cylinder head insert the screws 5 and tighten them.
Putting the cylinder liner uprjght (Figure 'F')
There are two diametrically opposite threaded holes at the same level cut in the collar of the cylinder
liner. These servo to accept the two special bolts 94207.
These, together with the slinging wires, make up a suspension device which is used when handling a bare
cylinder liner in the ~orkshop during manufacture or such like.
For reasons of safety, this suspension arrangement should never be used

as transport device on board.
Always use the device as shown on Fig. 'B' for this purpose •
.!..J • _. ~.., ,...,

214/2c RT7G
® 94202
94206
94207
!
I
!
~~::="''''''''~,-==--il..+
2-107.197.688
Gezeichnet fur RT 58 H
DRAWN FCiR RT 58
4 -107. 198.851
H
1984
SULZER Cylinder Liner Group: 214
RT Removing the wear Ridge, Re-dressing the
lubricating Grooves, as well as the Edges Sheet: 4
of the scavenge Ports
Too 1s: Key to III ustrati ons

1 Wear ri dge gri ndi ng devi ce 94299 1 Roller support 7 Air hose
Emery cloth 2 Holder 8 Hose oiler
Assorted files 3 Holder 9 Thread nozzle
Fine grain carborundum 4 Spacer ro 11 er 10 Carbide milling cutter
oil brick 5 Pipe (column) 11 Cylinder liner
6 Grinder
® Check drilling
([) Scavenge port
(f) Lubricating grooves
Due to wear by the piston movement in the cylinder liner running surface ridges are formed on top and bot
',,--, om to where the piston does not reach. Due to the wear the lubricating grooves in the cylinder liner loose
heir depth, furthermore the corner radii of the scavenge port edges become smaller and thereby sharper. It
also happens that the edges get damaged.
When a piston is removed the opportunity should be used to measure the bore of the cylinder liner (see 214,
sheet 1) and to remedy any changes which occurred. The following points are of particular importance:
• Protect the space below the cylinder liner with suitable material from falling
particles.
• After completing the reconditioning clean the bore of the cylinder liner thoroughly
and remove any trace of metal dust (particulartly from the lubricating grooves).
• Carefully remove waste particles which may have passed into the scavenge space
through the ports.
• Actuate the cranks of the cylinder lubricators until oil flows from all the lubri
cating points, thereby flushing any metal dust which accumulated there.
Removina the wear Ridae

When grinding away the wear ridge take greatest care not to damage the running surface within the area co
vered by the piston and piston ring stroke from T.D.C. to B.D.C.
We therefore recommend using a wear ridge grinding device (Fig. '0 1 ) for carrying out this work. It is
listed in the tools list under "Recommended special tools".
Redressi na the 1ubri cat; na arooves

If the depth of the lubricating grooves has worn to less than 1.5 mm (new depth 2.5 mm) re-dress them to
their original depth and slightly chamfer their edges with an oil stone or similar.
Re-dressinq the Edqes on the scavenqe Ports

On the next page the edge shapes on new cylinder liners are depicted. In case the condition of the edges
requires reconditioning (depending on the degree of wear or aamage) aim at matching these shapes. Take
great care not to damage the running surface in the cylinder liner bore. Polish the passages into the run~
ing surface with emery cloth.
L. B. 5.85
214/40 RT68 76 e14
j
(
985
214 /4b RT
5\
\
1
\
\
I
@
~
: -~91,299
II
0-107. 215.291.
10
gezeichnet fur RT 58
DRAWN FOR RT 58
Hartmetall - Fraser Zahnung III
HARD METAL CUTTER TOOTHING III
¢8
I 0 ~() DC
SULZER
Group: 215
Lubricating Quills and Accumulators
RT (MULTI LEVEL LUBRICATION)
Function Check
Sheet: 1
Key to III ustrati ons:
1Accumul ator cyl i nder 10 Cyl i nder 1i ner

2Spring 11 Lubricating qui 11
3~,ccumulator piston 12 Filling pin
4Cap nut 13 Steel ball
5Diaphragm 14 Non-return valve ho us
6Accumulator-casing ing
7 Cap nut 15 Non-return valve in
8 Backing screw cylinder liner
9 Copper sealing rings 16 Spring guide
17 Steel ball
18 Copper joint ring
When pulling a working piston, the cylinder lubrication system should also be checked for correct fun
ctioning. (The function check must also be carried out in case of malfunctioning of the cylinder lubri
cation)
Turn the crank of the respective cylinder lubricating pump until oil emerges from all the lubricating
points in the bore of the cylinder liner. On cyl inder liners with two rows of lubricating points (MULTI
LEVEL LUBRICATION) the oil delivery for the upper rQW must be set on the cylinder lubricating pump to
30% (Abb. 'A') and for the lower row to 70% (~bb. 'B') of the total quantity delivered. To ensure
that thi s proportion is maintai ned see that all 1ubri cati ng .poi nts 0 one row yi el d the same oil flow.
Should deliveries differ, re-adjust on the cylinder lubricating pump the setting screw pertaining to
the respective lubricating point.
Use the occasion to check at random several accumulators. Open them to inspect the diaphragm 5. If oil
is found in the inner space of the accumulator piston 3 or in cylinder 1, the diaphragm is leaking and
must be replaced by a new one.
New diaphragms are supplied in special plastic boxes, ready for fitting. Fit the diapragm with greates
care so as not to damage it.
In case a non-return valve must be replaced, remove first the backing screw 8 after which the valve
can be pulled out together with the filling pin 12 which is joined to it.
Non-return valves are only supplied complete with filling pin as replaoement parts.
After fitting the new valve tighten the backing screw 8 moderately and lock it with a center punch.
When replacing a non-return valve 15 in the cylinder liner (Fig. "B") the thread must be sealed with
'LOCTITE', Replacement of non-return valve 15 is only possible on the removed cylinder liner. After
changing the non-return valve a leakage check must be carried out.
Remark: Lubricating quills for the II Multi Level Lubrication" have filling pins 12 of different lengths.
The fi lli ng pi ns of the 1ubri cati ng quill s 11 for the upper row of 1ubri cati ng poi nts are lon
ger than those for the lower lubric~ting points/grooves.
I ~
215/10 RT
1
fA'
\CJ
FUr obere Schmiernufen
FOR UPPER LUBR/CATION GROOVES
8---~
12'--------' 3 -107. 125.039

11 10
® FOr untere Schmiernuten

FOR LOWER WBR/CAT/ON GROOVES
9----.1
9 1112
Ganze 6ewindelange abgedichtet mit Loctite

ENT/RE THREADED LEN6TH SEALD W/TH LOCTITE
15 17 16 18
4 -107. 240. 301
L. B. 1988
SULZER PISTON ROD GLAND Group: 231

RT Removal and Fitting as well as Measuring
Sheet: 1
the Wear
Too 1s: Key to 111 ustrati ons

2 Eye screws 1 Sc rew 9 Roll pin, Dowel 16 Ring holder in lower
2 Jacking screws 2 Locking plate to item 10 Garter spri ng casing
Hand 1 amp 3 Screw 11 Garter spri ng 17 Upper casing
Assorted spanners 4 Locking p1ate to item 3 12 Oil scraper irng, 18 Cylinder jacket
De'lice far fitting 5 Scraper ri ng, 3 parts 2 parts 19 O-ring
the garter sprirgs 6 Sealing ring, 3 parts 12a Oi 1 scraper ri ng 20 Garter spring
of the oil scraper 7 Guide ring, in 1 piece 3-piece 21 O-ri ng
ri ngs 94231 8 Piston rod 13 Seal ing ring, in 22 Lower casing
1 pi ece 23 O-ring
14 Ring holder in upper 24 Lock piece
casing 25 Spacer ring (bronze)
o I-I
~II
15 Ring carrier with 10'
ring groove
5
AD Threaded hole for
jacking screw or eye
screw respectively
6
7
1
22
Geze;chnet fur RT 58
8
DRAWN FOR RT 58
AD 11
3
1 20
1-107. 198.897
~. B.
231/1a RT
During every piston overhaul the piston rod glands must also be removed and checked. Parts which are badly
worn must be replaced (please refer to indications further down on this sheet).
It is very important to have the glands in excellent condition when they are reassembled, as the next dis- '-/
mantling is not possible without removing the piston i.e. not before the next working piston overhaul.
The piston rod gland is removed as a complete unit after the piston has been pulled out.
For removal of the gland, loosen and remove the screws 3 and jack the gland out of its centring guide with
the jacking screws inserted in the threaded holes 'AD' and tightened equally.
When the gland is loose, remove the jacking screws and insert two eye screws in their place. Attach the
gland to these eye screws and lift it with the crane through the bore of the cylinder liner.
It is advisable to immerse the whole gland in a container with cleaning solution and to subject it to a
preliminary cleaning before it is dismantled for inspection.
After removing the screws 1 separate the two gland groups and remove the individual parts. The ring hol-
ders are equipped with threaded holes permitting their removal with grip screws.
The ring holders 15 are somewhat smaller in diameter than the ones in the upper casing, they are therefore
the first to be refitted in the lower casing.
After dismantling check the wear by measuring the following parts:
Upper gland group: Scraper ring 5 (in 3 parts)

Sealing ring 5 (in 3 parts)
Guide ring 7 (in 1 piece)
Lower gland group: Oi 1 scraper ri ng 12 (2-piece) according to Fig. 'B'

Oil scraper ring 12a (3-pi ece) according to Fi g. 'B l '
in design variant
Sealing ring 13 (l-piece)
The admissible wear on the wearing parts is indicated in the clearance table group 12 sheet 4.
Any parts which are near to the still acceptable limit values or have already exceeded them must be repla
ced by new ones. In doubtful cases it is better to decide on replacement, as they can only again be che
cked when the next piston overhaul is taken in hand, which can be as long as 10'000 operating hours away.
The garter springs 20, 11 or 10 as well as the rubber a-rings 19, 21 or 23 must also be replaced unless
they are in perfect condition.
When assembling a gland ensure that the individual parts are i~stalled in the same order and position as
shown on the figures 'A' and 'B' or design variant 'Bl'(note also the design variant Fig.'e' for the RT5~)
Remarks: In one of each oil scraper and sealing ring group a hole is drilled in the ring above into which
the roll pin (dowel) of the ring below has to fit (see detail on Fig. 'BI).
All the oil scraper rings including the sealing rings must be easily movable when the screws 1
are fully tightened. The screws 1 must be locked with locking plates.
Do not at first install the following parts of the upper gland group: scraper ring 5, sealing
ring 5, lock piece 24 and the garter springs 20 and 11. Fit these parts only after the working
piston has been fitted.
I Q
231/1b RI
Fitting
Smear the rubber O-rings 19 and 23 and the corresponding centring surfaces liberally with TALLOW
(sheeps fat), then insert the cornpleate gland into the cyl inder jacKet. Tighten the screws 3 and
lock them wi th the lock i ng pl a tes 4.
~fter fi Hi ng the worki ng pi ston fi t the i terns 5, 5 and 24 and cl amp them wi th the garter spri ngs
20 and 11 to the pi ston rod.
----Pos.7
Pos.13
Gezeichnet fur RT58

2 -107.198.894
DRAWN FOR RT58
2.84
231/1c RT
Kolbenstongenstopfbuchse - Ausfuhrungsvorionte
PISTON ROO GLAND-DESIGN VARIANT
Pos. 5
Pos.6
Pos.?
Pos.120
Pos.25
Pos.120
Gezeichnet fur RT 58
DRAWN FOR RT 58
2 - 107 215 238

, ,.,
231/1d RT 68 75 84
Vorrichtung zur Federmontage der Oe/abstreifringe

DEVICE TO SPRING MOUNTING OF OIL SCRAPER RINGS
4 - 107.240.113
101¥'
SULZER
CYLINDER HEAD Group: 270
RT76 Removal and Fitting Sheet: 1
'-"
-Too 1s:
Hydr. Jack 94215 1 Cylinder head 5 Fuel injection valve K Safety chain
Suspension device 94265 2 Nut 6 Starting air valve R Eye screw
3 Protective caps 94265(a) 2aCylinder head studs 7 Indicator valve S Suspension screw
Various spanners 3 Outlet of cylinder 8 Relief valve X Threaded holes for
cooling water 9 Water guide ring jacking screws
4 Exhaust valve cage
x 8
2
20 UJ
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x 1- t07. 198. 438
emoval
Drain the cylinder cooling water from the affected cylinder, i.e. first shut the two valves for cylinder
cooling water inlet and outlet; the drain valve is located directly behind the cooling water inlet valve
at the bottom of the cylinder jacket on the fuel pump side, the cooling water outlet valve however is on
the top above the exhaust valve cage. Open the vent valve in the cylinder cooling water outlet pipe of
the respective cylinder!
Disconnect all the pipes to the cylinder head and to the exhaust valve.
Clean all the thread protrusions on the cylinder head studs.
Loosen the nuts of the cylinder head studs (in accordance with the instructions on sheet 270/2) and re
move them to a clean safe place.
On each cylinder head stud situated nearest the suspension screws'S', a protective cap 94265(a) must be
placed; they are needed to centre the cylinder head and thus protect the stud thread •
. Attach suspension device 94265 to crane, hook it onto the 3 suspension screw'S' and, to stabilize the
cylinder head (with fitted exhaust valve) pass the safety chain 'K' through the eyelet of the eye-screw
IR' and attach it.
Lift the cylinder head carefully with the crane (see Fig. IB').
emark: The three screws'S' are fitted with Loctite in the cylinder head and therefore locked; they should
therefore be left there also after removing the suspension device.
270/10 RT76
94265
K I.4.J
R 9
V)
I .~
~gj
II)
o~
'
~
~~
////
~,94265 (a)
I
, .- ~2a
l I j
I
3- 107. 215.283
5.85
270/lb RT
Fi tting
Note the following points before replacing the cylinder head:
~ - Neither foreign matter nor dirt may be present in the combustion space.
- The landing faces of cylinder liner and cylinder head must be clean and undamaged.
Place a 2 mm thick soft iron sealing ring on the cy1inder 1iner so that it 1ies flat over its fu11 cir
cumference.
- The inside of the water guide jacket 9 bolted to the cy1inder head as we11 as the re1evant guide sec
tions on the cy1inder liner collar must be clean and smeared with tal1ow.
~ rubber rings of the specified size and qua1ity have to insert in the grooves of the cy1inder 1iner.
They too must be smeared with ta11ow.
- The cy1inder head stud bolt threads must be clean and smeared with MOLYKOTE paste.
- P1ace a protection cap 94265(a) over each of the three cy1inder head studs situated nearest the suspen
sion screws (S). (This instruction app1ies on1y to the engines RT 68, -76 and -84).
Once the above conditions have been met, 10ver the cy1inder head carefu11y over the cy1inder head stud
bo1ts with the aid of the suspension device 94265. The correct position wi11 be assured by the guide pins
(see Sheet 214/2a).
- After removing the suspension device, screw on a11 the nuts by hand onto the cylinder head studs, check
~ ing that they run freely. If necessary, dress the stud bolt thread until the nuts can be screwed on by
hand.
- With the aid of the hydro tensioning device 94215, tension the stud bolts according to Sheet 270/2 then
connect up all the pipe connections.
- Finally, close the drain and vent cocks and reopen the jacket cooling water inlet and outlet cocks.
SULZER
RT76 Hydraulic Loosening and Tensioning
Sheet:
Of Cylinder Head Studs 2
: 00 1s: :'\ey -1:0 III us-l:ra-l:i ons:

Simul-l:aneous pre- Screw 10 Do ub 1e cylinder 17 HP-hoses
tensioning device 94215 ~
L Eye screw 11 Pi stan 18 Coupling plug
~ i r hydraulic HP 3 Suspension stud Piston seal ri ng
11 a, b 19 Branch piece
oil Pum p 94941 4 Coupl i ng socket 11 c, d
Rod seal ring 20 Connecting piece
5 Round nut 12 Cylinder head nut 21 Cyl i nder head
5 Vent screw 13 Cyl i nder head R Round bar
7 Cover wai sted studs W Emplacement fa r nut
8 Stack of spring 14 Pressure limiting valve when not in use
washers 15 Flow through valve X Measuremen-l: abt.
9 Screw 15 Pressure gauge 7 mm
17 17
94941
"',/,/,
;()(;()(>~~~~~~.
,,,,/,/,"',
,/,/,/,/,
/,/,/\./,/
/'J'''''''''
'/'J'/'/'
/,/,/
,/,/,/,
/,/,/,/,/
''''1''''/'
,.,/,/,"',/
,/,/,/,/,
/ ........ , / , / , /
)()()()()'m~"...,.,...,f","<'7"""')/(
' J , / , / , / ' J , / , / , / , / .... ,/,/,/,/,
/ , / , / , / , / , / .... / \ , / , / , / . 1 ' , / , / , / , /
,/,/,/,/,/,/,/,/ '
1-107. 198.417
® 2
ii,
I , :
\
a±Ii
\
9 10 12
o- 107. 198.423
1981,
270/2b RT76
1) Pre par a t ion s for De-Tensioning or Pre-tensioning

--Clean the threads of all the cylinder head waisted studs (C.H.Studs) and the area around the cylin
~ der head nuts (C.H.nuts).
- Arrange the simultaneous pre-tensioning device 94215 over two each C.H.studs on the cylinder head
(Arrangement as per Fig. 'AI).
- Open the vent screw 6 on each pre-tensioning jack; with this its piston 11 settles automatically in
to its initial position.
- Pick up the two round nuts 5 of each pre-tensioning device, (which are emplaced at 'WI in the devi
ceslcentre when not in use), and screw them onto protruding part of the waisted studs until they
touch the pi llton 11. Afterwards turn back the round nuts 5 by ~ turn.
- Check the dimension 'X' on each of the jacks, it should read obout 7 mm. When this tallies on all
jacks the piston are in the required starting position and the piston stroke is assured in every
case.
- Connect the individual high pressure hoses with each other as shown on Fig. IAI and with the air
hydraulic pump 94941 (pump).
- Check oil level in the pump (oil level glass or dipstick)j when necessary top up (with oil accrding
to instructions of the pump suppliers).
Connect the pump with air pressure hose to compressed air system (required air pressure = 7 bar).
Remark: For the actuation of the airmotor only filtered and slightly oily air should be used. The pump
may not be started, if the oil 1evel is low or the oil tank is empty (oil 1evel gl ass).
2) Hydraulic De-Tensioning
When all preparations according to section 1) have been completed proceed as follows:
- Turn the hand lever on the flow through valve 15 to supply o{l to the jacks. Turn the turnbutton on
the pressure limiting valve 14 till its stop, in the direction of the arrow - (minus).
Open air pressure supply, thereby starting the pump.
- Shut the vent screw 6 on the jacks, as soon as the pressure oil flows without bubbling.
- Turn the pressure limiting valve 14 slowly in the direction of the arrow + (plus), until the pres
sure gauge 16 shows a pressure of 600 bar.
- When this pressure is attained turn all the C.H.-Nuts upwards with the aid of the round bar IRI un
til they touch the cylinder 10.
- Set the hand lever on the flow through valve 15 to release the oil pressure to zero.
- Shut off the air supp1Yj the pump is thereby stopped.
- Disconnect all high pressure hoses between the jacks and to the pump.
- Loosen the round nuts 5 from the waisted studs and place them in their emplacement at 'WI on the
pre-tensioning devices.
3) Hydraulic Pre-Tensioning
~~~£~~~~~~~:
In addition to the preparations listed in section 1) the following is necessary:
The threads of the C.H.-nuts and their landing surfaces must be coated with MOLY
_COTE paste G.
1.89
270/2c RT76
Prior to mounting the pre-tensioning device, tighten all the C.H.nuts with the round bar till they are
firmly seated. (Check seating with a feeler gauge.)
Mark the position of all the C.H. nuts to the cylinder head with a marking pen or similar with a line
(for 1ater checks on the ti ghteni ng ang1 e).
Tensioning
- Position the hand lever on the flow through valve 15 for oil supply to the jacks. Turn the turning
button on the pressure limiting valve 14 till the stop in the direction of the arrow - (Minus).
Open the air supply line, whereby the pump is started.

- Close the vent screw 5 on the jacks as soon as the oil flows without bubbling.
- Turn the pressure limiting valve 14 slowly in the direction of the arrow + (Plus), until the pressure
on the gauge 15 shows 500 bar.
- Keep the pressure constant, tighten all the C.H.-Nuts down with the aid of the round bar 'R' till
they seat firmly on the cylinder head. (check the seating with a feeler gauge!),note whether all the
0
nuts have been turned by about the same angle i.e. about 180 •
Should the tightening angle on any of the C.H.-nuts be considerably less than the others, it signifies
that the pre-tensioning jack on that particular C.H.-nut did not elongate the C.H.-stud sufficiently, '-'
as for example oil leakage occurred in the seal rings 11a, band 11c, d or that the coupling plug 18 in
coupling socket 4 was not correctly tightened, so that no oil could enter the pressure space of the
jack. (The couplings are equipped with non return valves which open when the screw connection is
ti ght).
If necessary the tensioning has to be repeated, after first loosening all the C.H.-studs.
- When the tightening angles on all the C.H.-nuts are approximately the same, release the pressure by,
turning the hand lever on the flowthrough valve 15, till the gauge 16 shows zero.
- Shut off the air supply; the pump is thus stopped.
- Unscrew all the round nuts 5 from the waisted C.H.-studs and place them in the emplacement 'W' of the
tensioning device.
- Check once more the marking lines on C.H.-nuts and cylinder head to verify that the tightening angle
0
~ the C.H.-nuts is about 180 •
When this is correct, disconnect the HP hoses between pump and tensioning device and remove them. The
open hose couplings to be protected with dust caps. Lift the device with the crane and store away.
4) Overhauling the hydraulic Pre. Tensioning Jacks
In case the seals lla,b and/or 11c,d must be replaced in a pre-tensioning jack, proceed as follows:
- Loosen the screws 9 and remove them with the lower spring washer stacks 8.
_ Loosen the screws to the cover 7 and vent screw 6 and remove them.
- lift the cover 7 off the p~sten 11.
- Pull the piston out of the cylinder using two eye screws.
Assemble the pre-tensioning jack in the reverse sequence to dismantling, taking care that all the parts
are meticulously clean and carefully oiled with clean engine oil.
When assembling the piston seals lla,b or the rod seals 11c,d special care must be taken that the sli
de ri ng in not di stored.
1.89
SULZER
RT Mechanical Slackening or Tightening of Sheet: 3
the Cylinder Head Waisted Stud Bolts
(exceptional case)
ATTENTION
1 Pneum. impact 94264 N eve r simply slacken off or tighten all the neigh
spanner bouring nuts as they come. This may only be done cross
with socket wise and in stages as described below. Failing to heed
head in sed thi s advi ce can 1ead to cyl inder head damage.
1 Impact ring spanner
Whenever possible, ~ slacken off or tighten up the cylinder head waisted stud bolts using the hY
draulic tensioning device. This is to avoid any risk of uneven tensioning of the stud bolts which could
cause deformation of the cylinder head.
The cylinder head waisted stud bolts may only be slackened or tightened using the following procedure in
exceptional cases, e.g. when the hydro tensioning device cannot be used.
Slackening
- Mark four nuts lying crosswise opposite each other with paintand slacken them back only through the
following angle with the pneumatic impact spanner:
Engine type RT 58 RT 68 RT 76 RT 84
- Slacken off all the other nuts and remove them. Finally evenly slacken off the four nuts in several
steps which had previously been turned back through the above-mentioned angle.
Tightening
- Thoroughly smear the bolt threads as well as the contact surfaces on the cylinder head with MOLYKOTE
paste and screw all the nuts fully down hy hand until metal-to-metal contact is obtained.
- Now tighten them evenly using a spanner with a short, sharp jerk (by hand). Check their seating with
a feel er gauge.
- Mark the '0' position on each nut and on the cylinder head at a corner with a felt-tip pen or similar.
Furthermore mark the positions for the 1st, 2nd and 3rd stage beside each nut on the cylinder head
(for the rel evant engine type) according to fig. I BI.
- Place the socket head insert such that the 10 1 mark (on its circumference) lines up with the '0' mark
on the nut as well as the cylinder head.
0
- Tighten the four nuts 1, 2, 3 and 4 crosswise through 60 (=lst stage) and then all the other nuts in
the order shown on Fig. 'A'.
- Finally, tighten all the nuts through a further4 0 (= 2nd and 3rd stages) as required by the correspon
ding engine type. The relevant values con be seen on Fig. 'B'.
L.8.
270/30
RT
®
'O'-Marke
I. -107. 215. 229
L. B. 1984
SULZER
RT Manual Over~aul of Sealing Face for the
Fuel Injector in the Cylinder Head Sheet:
'-'
Tool s: Key to Drawings

Overhauling 94270 1 Cylinder head 6 Centering mandri 1
device 2 Milling cutter ho 1der S Screw
Ring spanner 3 Guide flange * Threaded holes to take
AF 36 4 Setscrews the screws'S' when the
5 Profi 1i ng cutter tool is not in use.
SW36 When fitting the fuel injector, the seat seal ing
face in the cylinder head must be clean and un
damaged as the sealing is metallic.
Should any blow-by of combustion gases have been
noticed during engine operation, the nuts of the
fuel injector are not, under any circumstances,
to be tightened further as a counter measure as
this might lead to deformation of the injector.
2
Dirty or slightly damaged sealing faces can be
re-conditioned on the spot by using the over
hauling device 94270 which forms part of the
5 tool kit. This is done by carefully inserting
the profiling cutter, bolted to the milling
cutter holder, into the hole in the cylinder
3 head with the guide flange. This flange is clamp
ed down with 2 screws'S' which are kept screwed
into the threaded holes marked * when not in use.
When the tool is being used, the centering man
dril on the profiling cutter on the one hand and
1 the guide flange on the other, give the tool the
necessary stability and direction. Cutting is do
ne by pressing down lightly with the hand on the
milling cutter holder at the same time as turn
ing the hex. head evenly with the other hand
using the AF 36 ring spanner.
Try to remove as little material as possible but
sufficient, however, to obtain the desired stand
ard for the seating area.
Putting some sticky grease on the profiling cut
ter will prevent any foreign matter entering the
combustion chamber during overhaul.
2 - 107. 197. 324
T 0 1'" 0 I
SULZER
RT
FUEL INJECTOR
Checking, Dismantling, Assembling and Setting
,co"' 27;-l
Sheet: 1
Too:s: ey -0
Jrawir~s
1
~ydrau 1i c ;42c~'
~ ~,
ti ghteni ng devi ce f- i ' en sc re ',J

irjector test stard ~'=FtNGE ;:.r2 ~
~ :JDr-:f;Q C': ate
;1: JLnl1 r,g arg' e brac~et Bel:ev~l;e washer pac""
Scre~'eo socket 94274 N::::: 1 e "cider
Ho seD1 pe (: 5'= bar j 9427:'; Sr,ri ng tensioner
VariGcs spanners 6 Fl anged nut
1 CI ring
8 Corneeti ng piece
Bush wi th fl at seat
o : C Compression spring Circula

8 tion val ve
11 Needl e
9 12 10 1 ring
13 Needl e seat
10 14 Compression spring
15 Spring p1ate
11 16 10' ri ng
1
17 Guide bush
2 18 Spindle
3
12 19 Lim i t stop/guide bush
20 Cap nut
13 21 Nozzl e body with needl e seat
22 Nozzl e needl e
23 Do we 1 pin
" 24 Heavy spring do we 1 pin
25 Spill valve
15 26 Nozzl e tip
16 27 Nozzle sleeve
17
schem. Anordnung
der Federscheiben
pakefe 3 18 2P-Duse
TWO PIECE NOZZLE
1
2
20
19
20 21
21 27
22
26
1-107.195.535
272/1a RT
942740
94274b
94272
94275
6
MA
94273
4 - 107. 197082
© @
20
0776 3380-6
0776 3380-9
L.B. 2.84
272/lb RT
For testing, dismantl ing, assembl ing and setting the fuel injection valve utilize the l'ORANGE- Valve
Test Stand- 94272 belonging to the engine tool set. Pay attention to the following points:
- Keep the valve test stand clean and always fill only c 1 e a n Diesel fuel (gaso;"l) into
\...-t its tank. Do not pour the once used fuel oil back into the test stand. (For fill ing remove the
cover- which is secured by two spring latches-).
- From time to time the pressure gauges have to be calibrated or compared with a TEST - pressure
gauge and reset if necessary.
- When working with the fuel injection valve the connection at top left is to be used, to which
the left hand pumping lever and the upper pressure gauge (0-500 bar) belong. The connection at
top right the lower pressure gauge (0 - 1500 bar) and the pumping lever at the right are used
for testing the relief valves of the fuel injection pumps.
Judgeing a Fuel Injection Valve (Called F.I. Valve for short),

A f.i.valve atomizes correctly when at specified opening pressure fuel oil is sprayed from all the nOlZ
le holes in equally atomized condition. This should be accompanied by a loud 'chatter', and after the end
of the pumping stroke no fuel should 'dribble' from the injection nozzle.
To check whether the atomizing is equal, hold a clean sheet of paper in front of the spray holes of the
injection nozzle, and bring the f.i. valve to spray by single short pump jerk. On the 'spray pattern'
thus obtained it is easy to establish whether individual spray holes are partly or fully blocked.
Attention! Never actuate pump when a finger or" a hand is held directly
against the injection nozzle! (Danger of accident). I
Injection nozzles which do not spray properly must be taken apart and reconditioned or replaced. (See
sheet 272/2-/3 and 4).
Testing an F.I.Valve (See Figs. 'A' and IB').

Working Sequence:
- Place f.i. valve - injection nozzle downwards - into the holding angle of the valve test stand and fas
ten with the two nuts.
Clean injection nozzle outwardly with a brass wire brush (removing combustion residue.)
- Loosen and remove connecting nipple 8 with needle seat 13 and fit in their place screw-in connection
(too 1 No. 94274),
- Join hp hose (tool No. 94275) sideways to the screw~in connection.
- Loosen screw on flushing valve 25 (Fig. IBI) a little and actuate the pump lever until fuel oil flows
bubblefree from the hose (tool No. 94274b); Then tighten the screw on the flushing valve firmly.
'-" - Check fi rst wi th a few short pump 1ever jerks the atomi zati on of the fuel, then wi th slow equal pump
strokes observe at what pressure the f.i.valve opens (see pressure gauge 'MAl). The specified opening
pressure is given in the test and timing records of the engine.
- Finally unscrew and remove hp hose with screw-in connection; fit and tighten connecting nipple 8 with
needle seat 12 firmly.
Dismantling a F.I.Valve (See Figs. lA', 'C', and 10 1 )

The following basic rules must' always be observed: 1) The cap nut 20 to the f.i.valve may never be loose
ned, before the spring tensioner 5 is not unscre
wed sufficiently to detension the spring 14 comple
tely (Fig. 'A').
2) Never interchange nozzle needle and nozzle body

Each nozzle needle belongs to its mated nozzle body
into which it has been individually fitted with
greatest precision.
I D
272/1c RT
Working sequence:
_ Bring holding angle 94273 \\rith f.i. valve into horizontal position (Fig. 'C').
_ Place spanner 94269a (of hydro tightening device 94269) on cap nut 20 and loosen the cap nut ~;th the
aid of hydraulic jack 94269b and pump 94269c (Fig. 'C'), then remove the injection nozzle.
Attention! The spanner 94269a must always be set back before the piston of the jack is fully pushed out.
At the start of pumping the spanner must stand as close as possible to the jack while its piston is
fully pushed in. The relief valve 'EV' at the pump to be slightly opened.
- Remove spring tensioner 5, spindle 18, spring plate 15 and spring 14 and inspect their condition.
- If necessary lap the sealing face of the nozzle holder 4 (pI. refer to 272/3).
Assembling a F.I. Valve
Always observe the following basic rules:
1. Fit only completely clean nozzles, which were washed in kerosene and blown out with compressed air.
2. If the spindle 18, the spring plate 15, the spring 14 and the spring tensioner 5 are already fitted, the spring
tensioner may only be screwed in by about one turn, so that the spring 13 is absolutely not under tension.
Should this rule be neglected then the nozzle body 21 does not lie flat on the nozzle holder 4, for the
assembling.
Working sequence:
- Adjust the holding angle 94273 with nozzle holder 4 so that the sealing face is on top (Fig. 'D').
- Wipe sealing face on nozzle body 21 and nozzle holder 4 with the clean hand and place the nozzle body
with needle on top. Take care that the needle does not fall out and that the cylindrical locating pins 22 of
the nozzle holder fit into the corresponding holes in the nozzle body (Fig. 'd').
- Smear thread and seating surface of cap nut 20 with MOLYKOTE-G paste and tighten it by hand till
seated firmly.
- Swing angle support 94273 about in horizontal position, mount spanner 94269a and tighten the cap nut 20
with pump 94269c and hydro jack 94269b at a pressure of 250 bar.
If 2-P injection nozzles are fitted, pre-tighten cap nut 20 first to 20 bar or by a hammer stroke on
the spanner. In this position mark cap nut 20 and nozzle holder 4 with a felt marker (' 0' -mark). With this
mark as starting point tighten the cap nut by further ~ 45° or hydraulically to a pressure of 150 bar.
Should a new nozzle head 26 have been fined, re-loosen cap nut 20 after tightening, then repeat the
above described tightening procedure. This ascertains that any clearance or deformation has been taken
up.
Attention! The spanner 94269a must always be set back before the piston of the jack is fully pushed out.
At the start of pumping the spanner must stand as close as possible to the jack, while the piston
is fully pushed in. The relief valves 'EV' at the pump to be slightly open.
The pressure of 250 bar respectively max. 150 bar ~ for the 2-P nozzle is only correct when
MOLYKOTE Paste G is used as lubricant and the jack has an effective piston area of 6.41 cm2
which corresponds to the E!'\ERPAC-jack CRC-55 supplied with the engine tool kit. For the
correct tightening effort the spanner 94269a should stand at approximate right angles to the
jack.
- Remove hydraulic tool and spanner and swing the holding angle 94273 with f.i. valve to a vertical position,
(injection nozzle pointing downwards).
- Fit the lightly oil smeared parts 18, 15 and 14 and screw in the spring tensioner 5. Do not tighten the collar
nut 6 before the opening pressure is set and checked.
/f
L.B. 1.89
272/1d RT
Setting the opening pressure
- Adjust the Li. valve in the test stand as described under "Testing an F.I. Valve" (Fig. 'B').
- Move pump lever 'H' slowly up and down, while simultaneously tightening the spring tensioner 5 until the
specified pressure (pI. refer to the test and timing records of the engine) is attained. Check then with a few
short fast pump jerks whether the injection nozzle atomizes equally and thereby 'chatters'.
When this condition is reached, tighten the collar nut, thereby locking the spring tensioner.
Maintenance of injector test stand L'ORANGE

Depending on how frequently the injector test stand is used, grease must be pumped into the lubricating
nipples 'S~' from time to time.
Likewise, the two filters 'FL' must be removed and cleaned periodically or replaced by new ones.
\\Then cleaning the fuel oil container, do not use any fibrous cloth materials or cotton waste. Use only brushes
and compressed air instead. Do not re-use fuel collected in the transparent plastic drip tray.
It is necessary to subject the injector test stand occasionally to a high-pressure test. For this, close the con
necting nipple with the steel ball and cap nut supplied. When pumping strongly - up to approx. 600 bar
(left-hand pump) and 1200 bar (right-hand pump) -, the pointer of the pressure gauge in question should
remain in the same position. Rapid pressure drop shown on the pressure gauge indicates leakage.
Fitting a fuel injector into the cylinder head

Before fitting a fuel injector into the cylinder head, make sure that the seat in the head is clean. If necessary,
re-condition this seat with the tool supplied with the tool kit (see sheet 271/4). The sealing must be metallic,
i.e. no joint whatsoever may be fitted.
Procedure:
- With a new O-ring on the nozzle holder, carefully fit the fuel injector into the cylinder head.
- Press down the fuel injector evenly onto its seat with the two Allen screws. The correct tension has been
achieved when the had of both Allen screws is level with the nozzle holder (see detail on Fig. 'a').
SN
0776 3380-16
L.B. 12.85
SULZER
FUEL INJECTOR Group:272
RT Cleaning and Overhaul Sheet:
of Injector Nozzle 2
Too 1s: Key to Drawi ngs

Case cont.Special 94280 Nozzle body
1 a ~ positioning holes c channel for circulating
tool s 94281 - 94285 Nozzl e needl e b drill ings for fuel
2 f ue 1
Face pl ate 94286 3
Needle seat f sealing face
3a
Nozzl e head }
Backi ng sl eeve f or 2P nozz 1

e
4
5 Cap nu t
f
o Injector nozzles which no longer atomize perfectly may not be
used again. It is often sufficient to clean them thoroughly to
Needle lift 'N' fully restore them. If this proves insufficient, the nozzle ha
to be repaired. Unskilled handling renders a nozzle useless.
We recommend, therefore, that such nozzles be sent to a specia
list firm or to the manufacturers.
Cleaning Injector nozzles

1
2 - Remove carbon deposits from the outside of the nozzle with
the wire brush 94284.
Carefully clean carboned-up spray holes by hand, using a
drill 94285 which should be 0.025 mm smaller than the nominal
diameter of the spray holes.
Once all spray holes have been cleaned in this way, tap the
nozzle - with its sealing face pointing downwards - against
a piece of wood or lead so that the deposits fallout.
Thoroughly wash the nozzle with paraffin, gas oil, perchlor
or similar and blowout with compressed air. If further
cleaning is necessary in the interior of the nozzle, a me
tal object may never be used. A wooden dowl rod covered
with a piece of cloth is the most suitable thing to use for
this purpose.
With a clean nozzle, the nozzle needle (after having been
3
> Spray Holes
Sprit z/6cher
dipped in clean paraffin or gas oil) should slide onto its
seat under its own weight.
Checking Spray Holes

- Check with the plug gauge 94286 supplied that the spray ho
les have not been scoured out excessively. If the plug gauge
can be inserted into one of the spray holes, the nozzle is
a to be sent to a specialist firm or the manufacturers for"re
placement of the needle seat.
b Re-conditioning of Injector Nozzles

Should careful cleaning of the nozzle not suffise to resto
re its serViceability, although nozzle needle, needle seat
a as well as spray hole diameters are in order, or should the
needle lift IN' (the<measure engraved on the nozzle body)
have increased by more than 0.1 mm, the nozzle must be re
conditioned by a specialist firm.
c
- Should any damage show on the sealing face If I this must be
3-107.195.530
lapped at right angles to the bore of the needle guide, on
the face plate 94288.
272/20 RT
Alternativ - AusfiJhrung : 2 P- DiJse

ALTERNATIVE DESIGN: 2 -PIECE FUEL NOZZLE
Node/hub
'N'
NEEDLE STROKE
5 DicMflache
'f'
JOINT FACE
30
Spritz/ocher
SPRAY HOLES
a
c
1986
10
SULZER
FTJEL INJECTOR Group: 272
RT Lapping of Injector Body
Sheet: 3
Contact Surfaces
Tools: Key to Drawi ngs

1 Lapping disc 94281 23 Nozzle holder
1 Copper dri ft 94282 3D Hardened bush
No te
1 Withdrawing device 94283 Tools only delivered
for locking pin under separate order
Lapping powder 94287
1 Lapping plate 94288
Rough or slightly deformed nozzle holder sealing surfaces have to be re-conditioned. If the surface is
only slightly worn, reconditioning by lapping in is insufficient. In more severe cases, however, it is
necessary to grind the contact surface by machine and then lap it, making sure that the seat is at
right angles to the axis of the nozzle holder. After the contact surface has been machined, the
hardened bush in the centre of the injector body must be approx. 0.02 mm below the face edge. This is
obtained by grinding the bush - with only very little of a fine grinding paste - using a drilling machi
ne and the copper drift94282. {A disc punched out of fine emery cloth may be used in place of the
~ grinding paste (see Fig. 'AI overleaf).
Before starting to lap the contact surfaces, check the faces of the lapping disc 94281 for flatness.
Where necessary, lap them in on the cast-iron lapping plate 94288 with lapping powder/paraffin (kero
sene) mixture until flat.
After having been a long time in service the contact surface of an injector body will be slightly con
vex (arched outwards). The centre area must, therefore, be lapped in first with the small lapping disc
(Fig. IB').
For checking the contact surface to be lapped in, use the dry, special bronze check disc 94283. From
time to time this disc has to be checked for flatness on a dressing plate.
Since the check disc is made of bronze, the contact spots appear slightly yellow (Fig. 'C').
The lapping disc works more effectively where it is pressed by the thumb. Rotating should therefore
be done over the whole surface during lapping.
As soon as yellow spots are visible on the whole contact surface when checking with the check disc,
the reverse side of the lapping disc, which has a greater diameter, should be used to finish. lapping
the face (Fig. '0 1 ). Care should be taken not to rotate too far over the edge of the face in order to
prevent it from becoming convex. The final face must berchan, smooth and flat or slightly concave
~ (arched inwards), but never convex!
During the last check, contact spots should be visible everywhere on the contact face with the excep
tion of the hardened bush.
After lapping, the injector body must be washed with paraffin or similar and blown out.
Diameter of lapping tools in mm
a b c d e
15 8 46 40 54
1982
I
272 3a
94281
8) ®
94281
94283
t:
E
81==~;;r-"""'--~~7-l7-...r-7'-'
C)
®
~300 mm
Should the dressing plate have become uneven,

it must be planed flat again and given a
surface profile as shown in Fig. lE'
SULZER F U ELI N J E C T ION VALVE Group: 272
RT Testing a Circulating valve
Sheet: 4
Tools: Key to III ustrati ons
Fuel injection valve test stand 94272 1 Fl ushi ng val ve
l' ORANGE la Valve spindle to item l.
Mounting angle bracket 94273 2 Screw cap (for engines RT58,-68,-76,-84,-84M)
Testing device 94274c 3 Screw cap (for engines RT52,-62,-72)
Hose pipe 94275 4 Connnecting PieCe}
5 Needle seat of circulating valve
6 Needle
I S' Val ve seat
94272
0 B
94274c 94275
MA
942
I 4 - 701. 240. 729

'-"
For testing the good function of the circulating valve belonging to the fuel injection valve, the 1'ORAN
GE fuel injection valve test stand tool No. 94272 has to be used.
For this the outlet opening 'B' (see illustr. 'A') is utilized the which are allocated pumping lever 'H'
and pressure gauge MA. (0-600 bar).
Working Seguence for testing the Function

- Mount testing device 94274c onto mounting angle bracket 94273 of the valve test stand and fasten it
fi rml y thereon.
- Remove compression spring from the circulating valve, then screw circulating valve in to the testing
device (illustr. IBI) carefully and without a packing and tighten it firmly with a spanner.
- Seal the connecting piece 4 with screw cap 2 or 3 depending on the circulating valve to be tested,
tighten screw cap well as the sealing is achieved also here metallically.
- Coupl e HP hose 94275 on outl et openi ng 'B' and joi nit to the testi ng devi ce 94274c. After ti ghteni ng
up the connecti ons open the fl ushi ng val ve 1 sl i ghtl y by spi ndl e 1a.
L. B. H .88
272/4a RT
Actuate pumping lever IHI till the pressure spaces are filled and the Diesel fuel flows bubble free
down from the check drilling in the testing device.
- Shut the flushing valve with the spindle lao
- Continue actuating pumping lever till the pressure gauge indicates 600 bar.
To be certified as "GOOD" the raised pressure of 600 bar should not drop below 100 bar ~ithing 30 sees.
If this is not the case, the reason is a leaking valve seat 'SI, the needle guide has become too
wide in the needle seat 5 or because the screw cap seals insufficiently. This can be immediately
checked by leakage from the check drilling.
For the reconditioning to perfect function the defective circulating valve must be handled in an autho
rized workshop where the correct needle running clearance is restored.
~..l~---:,:,:::::::~-r----Druckfeder ausgebaut
SPRING TO BE REMOVED
'5'
Kontrollbohrungen
CHECK BORE HOLES
4-107. 240.130
L. B.
SULZER STARTING VALVE Group: 273

RT76 Cleaning and Checking Sheet: 1
Tools:
20
o I-I
101
1 Special spanner head
1 Spring tensioning device
2 Jack screws
Grinding paste (medium,
&fine)
Cleaning kerosine.
94293
94294
94296
19
Key to III ustrati ons
3
1 Stud in the cylinder head
2 Nuts
2 r~
3 Guide bush in the cover
4 a-Ring for bush
5 O-ring for casing
6 Cylindrical dowel pin
7 Spindle guide
8 Valve seat
1 9 Joint ring
10 Cyl i nder head
11 Valve spindle
12 Casing
13 Bush
14 Piston rings
15 Ring
16 Cover
6 17 Piston
18 Rod seal
19 Compression spring
20 Spring plate"
21 Castellated nut with split pin
7
22 Screw
A Threaded holes for tool 94294
R Eye screws
S Clearance
8 H,J Control Air pipes
9
If functional defects are noticeable on a
starting valve during starting or manoeuvring,
or with the engine in operation a starting air
I pipe feels noticeably hotter, near the connec
l1I
1 tion to the cylinder, than the others, the re
spective starting valve must be dismantled at
R the next opportunity and retified.
If no such problems occur, it is recommended
to dismantle for checks yearly one starting
1 valve after the other, the intervals depending
on the condition of the parts, and to rectify
as found necessary.
19R4
273/1a RT76/84
Di smantl i nq a Starti nq Ai r Val ve.

(called Valve in the following Text)
- Remove control air pipes 'H' and IJI from
the valve and remove the nuts 2.
Attach valve with eye screws 'R' to crane

and lift out.
If this is not feasible with little effort,
®
loosen and remove the screws 22, fit the
jack screws 94296 in their place and jack
the valve out of its guide in the cylinder
head. Remove the jack screws 94296, fit
the, screws 22 and tighten them. The val ve
can now be pulled out by the crane.
- Remove the joint ring 9 and close

the opening in the cylinder head temporar
ily to prevent any foreign matter falling
into the combustion space.
- Place the valve on a work bench and start
dismantling. Use spring tensioning device
94294 to compress the spring 19 as shown
in Fig. 'B' to relieve the valve spindle
11.
Remove the split pin and, holding the squa
re spindle head steady with another span
ner loosen the castellated nut 21 and re
move it.
- Relieve the tension device 94294 and remove the screws 22.
- After ectracting the cylindrica dowel pin 6, remove the spindle 11 downwards and the other parts of
the valve including the spindle guide 7 upwards. If necessary the valve seat 8 can be screwed out of
the casing 12 with the special spanner head 94293.
- Clean all the parts, refit the valve seat 8 with its copper joint 9 and the spindle guide 7, upend the
valve casing 12 and lap in the spindle 11 with a little grinding paste on the valve seat 8.
- If the valve seat has been lapped several times or even machined the clearance lSI must be established
as it diminishes with each rectification of valve seat or valve spindle. In an extreme case the valve
con no longer shut.
The clearance'S' must be minimum 1 mm (see Fig. 'A')
-----------------------------------------------------
The clearance con be established by making a wax or lead impression between piston 17 and ring 15 while
assembling the valve. This entails loosening the screws 22 once more and removing some of the parts.
Assembl
Clean all the parts and smear them with clean engine oil.
- The threads and the locating face of the valve seat must be lubricated with a highly heat resisting
lubricant such as THREAD GARD; or LOCTITE ANTI SEIZE COMPOUND:
- The assembly is done in reverse sequence to the dismantling procedure.
5.84
273/1b RT76/84
- Only new O-rings may be used for the assembly, Concerning the correct dimensions and quality
~ specification please refer to the indications in group 015.
- The valve spindle being subject to high stresses during operation it is necessary to prestress it
somewhat. This is acieved by first tightening the nut 21 until its firmly seated, then holding the
0
square spindle head with another spanner, tighten the nut 21 by an angle of 90
Important! The nut tightened in this manner may under no circumstance be loosened to fit the split
pin, as the pre-stressing would be partly lost. In such a case tighten the nut further,
while holding the square head of the spindle steady.
The valve spindle must under no circumstance slide on the valve seat as this would damage
the seat surface.
- After completing the assembly check the easy movement of the spindle by tapping several times with a
lead pig with medium force on the upper end of the spindle in the spindle axis. The valve spindle
must then each time spring back on its seat.
5.84
SULZER
RELIEF VALVE FOR CYLINDER HEAD Group: 274
RT Dismantling, Assembling and Testing Sheet: 1
Too1s: Key to Drawings

Injector test 94272 1 Spring tensioner 9 Valve body 16 Closing union with
stand L'ORANGE 2 Distance ring 10 Vah"a seat protecti ve cap
Mounting 94273 3 Nut 11 Cyl. head 16a TREDO Seal Rl/4"
angle bracket 4 Studs 11 a Copper joi nt 17 Pump lever
Flexible hose 94275 5 Round rubber ring 12 Nut 18 High-pressure
(1500 bar) 6 Housing 13 Tie rod hose
Testing head 94276 7 Compression spring 14 Testing head 19 Stop 1ever
Copper joi nt (for 94276 ) 8 Spring plate 15 Connecting union
e 38 x a 24 x 1 I I
2 Jacking screws M12
Various spanners
o -W:uJ:~~w:E;::::---3
~--1
,..----2 All the cylinder head relief valves are to
be removed fro. the cylinder heads at inter
vals of approx. 6-8000 running hours
earlier, if necessary - with the two jacking
1eE=--4 screws M12 and checked for absolute ti ght
ness and correct opening pressure, with the
11+""d-J.~~-5
aid of the injector test stand.
Even if the opening pressures are still cor
rect, it is advisable to check a few relief
valves at random and, depending on the con
I~'>"'----6 dition found, to check the remaining ones

too. The correct 0 pen i n g
pre s sur e is marked on the rectangu
lar flange of the valve housing and given in
the setting records of the engine.
..+/--"'----- 8
~rt~~i1l+_"_--9
:::N-<'~---..::-----,-----10
------110
~----11
Gezeichnet fUr RT 58
DRAWN FOR RT 58
2 -107.195" 511
L.B.
2.87
274/10 RT
@ 12
2
13
94273
9
10
110
14(94276)
16 18(94275)
DRAWN FOR RT 58
1-101.191.081
2.84
274/1b RT
Dismantling and assembling
© @
1
2
94273
18
(94275)
14 19
(94276)
16
17
15
0776 3380-4
Procedure for dismantling
- The relief valve, clamped in the test stand according to Figs. 'B' and 'C', is moved into horizontal position.
- Unscrew spring tensioner 1 and remove spring 7 and spring plate 8.
- Clamp valve housing at the rectangular upper part in the vice and unscrew valve seat 10. After that. the
valve body 9 can also be removed.
- All components should be thoroughly cleaned and checked.
®
-
- I
2- 107.125. 231.
1985
Pro c e d u r e for G r i n din 9 - j n
Valve seats whose contact surfaces are in bad condition are best re-ground by machine, aiming at the
following angles:
Seat of valve body 9 _ 44°
Seat of valve seat 10 _45 0
Valve seats which are only slightly damaged, however, can be re-conditioned by grinding-in by hand,
following the procedure below (Fig. 'Ell:
- Clamp valve body 9 into a bench vice. Using a small pointed stick, place a few dots of grinding
paste onto the seat of the valve body, towards the greater diameter (Fig. 'E'/'a'l.
- Put valve seat 10 onto valve body 9 and turn valve seat backwards and forwards. Clean the faces se
veral tiles and repeat the grinding process until a r.elatively narrow, shiny band- towards the
smaller diameter - indicates the contact area (Fig. IE'/'b').
- Finally thoroughly clean valve seat and body.
Pro c e d u r e fo r Ass e III b1 i ng

- Thoroughly clean all cOlponents and lightly oil them.
Coat valve body 9, the landing faces of spring 7 and the threads of spring tensioner 1 with Molykote
'--..../ paste G.
- Use a high-te.perature resistant lubricant, such as THRED GARD or LOCTITE ANTI SEIZE COMPOUND, for
coating the threads of valve seat 10. (These lubricants can of course also be used for the parts
lentioned above).
- Clalp the relief valve at the rectangular upper part in the vice and screw the valve seat 10 - with
valve body 9 fitted - into the housing 6 and tighten firlly.
- Place relief valve vertically into the test head 14 already screwed into the lounting angle bracket
of the test stand and firMly tighten with nuts 12 (Attention! First insert copper joint 11 into test
head ).
Fit spring plate 8 and spring 7 and screw in the spring tensioner 1 at first without distance ring
1 - until the distance to the valve housing corresponds approximately to the thickness of the distan
ce ring.
Pro c e d u r e for T est i n g

Connect high-pressure hose 18 to connecting union 15 of the test head (see Fig. ICll and operate
~ pump lever 17 until the relief valve opens (check the opening pressure on pressure gauge).
- Dependi ng on the openi ng pressure found, further ti ghten or loosen spri ng t.nsi oner 1 until the cor
rect opening pressure has been established.
- Now measure the distance between the spring tensioner 1 and the valve housing and prepare a distance
ring 2 of corresponding thickness.
Unscrew the spring tensioner and insert distance ring. Test relief valve once again.
Fitting the Relief Valve into the Cylinder Head (see Fig. IAll
- Before fitting the relief valve, thoroughly clean the bore and contact surface in the cylinder head.
Make sure that no foreign matter enters the combustion chamber when carrying out the work with the
cylinder head fitted.
- Fit the relief valve with a rubber ring in perfect condition and place a new copper joint onto the
contact surface in the cylinder cover. Coat the outside of the valve housing with a little grease
or oil to protect it against rust.
- Coat the threads of the studs 4 with Molykote paste G and, after fitting the valve, very firmly
tighten the nuts crosswise and in even stages.
5.84
SULZER
EXHAUST VALVE Group: 275
RT76 Sheet: 1
Removal and Fitting of the Exhaust Valve
Tools: Key to Illustrations

Hydr. Pre-tensioning device 94252
1 Wai sted stud 6 Upper casing
Valve protection 94262
2 Nut 7 Casing to hydraulic part.
Pneumatic impact wrench 94264
3 Valve seat S Cylinder head
Suspension device 94266
4 Valve cage 9 Soft iron sealing ring
2 Jack screws 94267
5 Air cyl inder AF Seating surface
1 HP Oil pump or 94931
housing R Round bar
1 Air-Hydraul ic pump 94941
3 HP hoses 95935
After disconnecting the flanged-on pipes and loosening the
o four nuts holding the exhaust valve to the cylinder head

the exhaust valve can be lifted out as a complete unit
with the crane and the suspension device 94266.
Should the valvm cage be jamming in the cylinder head (due
carbon formation), two jack screws (94267) have been pro
vided. Insert these in the threaded holes on the valve ca
ge (see 270/1, Fig.'A') and jack the valve cage out of the
cylinder head.
Remark:
Follow the instructions on sheet 940/0d on the utilization
of hydraulic pre-tensioning jacks on screw fastened con
nections.
Instructions for TQosening and tightening the bolts with
a pneumatic impact wrench (which is an exceptional case),
see sheets 275/1c and /d.
Concerning the draining of the cylinder cooling water
please be guided by the instructions in group 270 Cylinder
head, section 'Removal'.
Working Procedure for Removal

- Set the hydraulic pre-tensioning device 94252 consisting
of four hydro jacks and straps onto the waisted studs
(Fig. '8') and screw them on until their casings are
seated on the valve cage 'AF'.
- Connect the jacks to the HP oil pump (or air hydraul ic
pump) with the HP hoses 94935 and 94935a as shown in
Fig. 'C'.
- Set oil pressure on the pump to 600-620 bar and keep it
constant until the nuts 2 (Fig. 'C') have been loosened
with the round bar 'R'; set oil pressure to zero.
- Unscrew the pre-tensioning device and remove it. Remove
al so the nuts 2.
Hook the suspension device 94266, hanging on the crane,
./
into the eye screws on the valve cage and lift the ex
3 "-------- 9 haust valve out.
t'
~--).
4-107. 197, 676 If the exhaust valve is not dismantled immediately on
Gezeichnet fur RT 58 the spot, the valve protection 94262 must be fitted (see
Fig. '0') and the valve stored carefully away.
DRAWN FOR RT 58
11 R"
275/1a RT76/84
Working Procedure for Fitting
® Before inserting the exhaust valve in the cylinder head attend

to the following points:
- The seal ing surface in: the cy1 i nder head as well as on the ex
haust valve must be clean and undamaged.
The soft iron joint ring of 2 mm thichness set in the cylin
der head must lie flat.
- The a-rings 12 (Fig. 'B', page 275/2a) have to be replaced
by new a-rings of specified dimension and quality, they
have to be smeared with clean tallow.
These preliminaries having been completed the complete ex
haust valve is attached to the crane with the suspension de
vice 94266 and slowly lowered onto the sealing surface taking
great care that the thread of the studs is not damaged by
grazing.
Smear the stud threads with MOLYKOTE paste.
1
The correct position of the valve cage is determined by a
cylindrical pin set in the cylinder head.
- Remove the suspension device and fit the nuts 2 by hand onto
the studs, check ease of threading.
- Tension the studs with the pre-tensioning device 94252 and at
a pressure of 600 bar (see also group 013 sheet 1).
2
AF 1-1
R
0- 107. 197.345
© AF
1-107.198.418
5.84
275/1b RT7t).84
I-I ®
94262
3-107.197. 672
fi An
275/1c RT
Mechanical Slackening and Tightening of the Valve Cage in the Cylinder Head [~~s~~!i~~gl=s~~~l
Whenever possible, always slacken off or tighten up the valve cage waisted stud bolts using the hydrau
lic tensioning device. This is to avoid any risk of uneven tensioning of the stud bolts which could lead
'-"
to deformation of the valve cage.
The nuts of the valve cage waisted stud bolts may only be slackened or tightened with the pneumatic im
pact spanner (tool No. 94264) using the following procedure in exceptional cases, e.g. when the hydro
tensioning device cannot be used.
Slackening
- Mark two nuts lying diagonally opposite each other a+a according to diagram 'EI with paint and sla
cken them back only through the following angle with the pneumatic impact spanner;
EI~gi ne type RT 58 RT 68 RT 76 RT 84
RT 84M
0 0
60 0 60 0 60 60
4
- Slacken off the other two nuts b+b (on RT 76 and RT 84 engines) fully and remove them. Finally ~
slacken off the nuts in several steps which had previously been turned back through the above-mentio
ned angle.
Tighten ng
- Thoroughly smear the bolt threads as well as the contact surfaces on the valve cage with MOLYKOTE pas
te and screw down all the nuts by hand until metal-to-metal contact is obtained.
--Now tighten them evenly using a spanner with a short, sharp jerk (by hand). Check their seating with a
feeler gauge.
- Mark the '0' position on each nut and on the valve cage at a corner with a felt-tip pen or similar.
Furthermore, mark the positions for the 1st, 2nd and 3rd stage beside each nut on the valve cage (for
the relevant engine type) according to Fig. 'F'.
- Place the socket head insert such that the '0 1 mark (on its circumference) lines up with the '0' mark
on the nut as well as the valve cage.
0
- Now tighten the two nuts and then the other two through 30 (=lst stage).
0
- Finally tighten all the nuts through a further 4: (=2nd stage and 3rd stage) as required by the cor
responding engine type. The relevant values can be seen on Fig. 'F'.
275/1d RT
RT58 u. 58 ®
RT75 u. 8'
a a
a b
®
RT 76 150 o_.---- ~
8'
4 - 107. 199.585
L.B. 1984
275/1e RT
Remark: Replacement of waisted Studs.
Should a waisted stud 1, of the valve drive, have to be replaced, (in the following text called stud for short),
then the following points must be observed:
- Before fitting the stud 1 clean and degrease the threaded bore in the cylinder head as well as the stud thread.
(Use Perchlorate, Aceton etc.)
- Screw in the stud with clean thread, without 'Loctite' right to the bottom, and tighten to 50 - 200 Nm.
Utilize always stud driver or 2 locked nuts. Tools like pipe wrench etc. which would damage the stud shank
must never be used.
- For the protecting of the stud in the cylinder head, fill the ring space above the thread with a well adhering,
water and oil proof sealing compound (as shown in illustr. below) the sealing compound must remain plastic at
normal operating temperatures.
Should waisted studs for cylinder head, relief vave or starting valve have to be replaced, proced likewise for
sealing their ring spaces with the sealing compound, the properties of which were described above.
Recommended jointing compound and adhesive primers

Jointing compound No. of Hardener adhesive Manufacturer
compount's primer
RTV - ME 622A 2 ME 622B G790 Wacker Chemie AG, Sonnenhalde 15
CH-4410 Li esta1
Po1astosi1 M56 2 OL-1 P-3 Product of Poland
Si1cosed 105 2 Aor 0 without Wachendorf AG
type Auf dem Wolf 10
designation CH-4002 Basel
or OP
other equiya1ent products of further manufacturers may also be used.
Dichtmit tel
FILLING - COMPOUND
4-107. 2l,(). 235
L.B. 12.88
SULZER
RT Dismantling and Reassembling Sheet: 2

Pre-tensioning jack 94251 1 Damping e1 ement 17 Retaining ring
Retaining frame 94290 2 Vent housing 18 Bell evill e washers
with swi vel devi ce 3 Housing head 19 Locking ring
1 High-pressure oil pumps 94931 (hydrau1 ic part) 20 Sight glass

1 High-pressure hose 94935 4 Piston 21 Distance sleeve
1 Feel er gauge 94122 5 Ba r re1 (hydr. cy- 22 Nut
'1 Depth gauge 94124 1inder) with 23 Securing sleeve with bo 1t
1 Fitting and With 94263 retaining ring and locking plate
drawing device 6 Sleeve 24 Piston ring
7 Cylinder 25 '0' ring
8 Retaining ring for piston 26 Piston sealing ring
sealing ring 27 '0' ring

9 Upper housing 28 Rod sealing ring
10 Air cylinder housing 29 '0' ring
lOa All en screws E Vent screw
11 Valve cage R Tommy bar
12 '0' rings B Shim ring
13 Valve spindle EX Tapped hole for jacking
14 Turning wings screw
15 Guide bush with rod seal
16 Sealing air throttle
The handling tool 94290 is used for inspection and dismantling of the exhaust valve. It accepts the comp1e
te valve assembly after it has been removed from the engine and its swivel device allows the valve to be
set to any position required.
(See also dismantling sequence on illustration 'E' and 'Ff)
Dismant1in (order)
1. Sl acken off all four bolts whi ch c1 amp the

housing head and lift it off the upper hous
ing 9 with the hydraulic part. The piston 4
remaining in the hydraulic cylinder 5 is held
by the retaining ring and is therefore preven
ted from falling out.
2. Also slacken off housing 9 and lift it off the
air cylinder housing 10 with the crane.
3. Slacken off sleeve 6 and lift it off the
cy1 i nder.
4. By removing the bolt securing arrangement com
prising: bolt with locking plate and securing
sleeve, the spindle nut which has to be loose
ned can be laid bare.
5. Screw the pre-tensioning jack 94251, Fig. A,
onto the protruding threaded part of the valve
~~--R
spindle by hand until it rests against the dis 22-
tance sleeve 21 without clearance. 21--~/I1
13 -----'<CAl
Note: Please follow the instructions given on Sheet 2 - 107.197. 013
940/0d for the use of hydraulic pre-tensioning jacks
on bolted connections.
I R
275/20 RT
24
12
1.. --+ .-1
DRAWN FOR RT84
2-101215.246
L.B. 11.84
275/2b
5. Connect up the high-pressure oil pump 94931 to the jack 942~,1 with a high-rressure hose. Sl ightly
open the vent screw 'E' on the jack. Operate the high-pressure oil pump and hOld the 'Jert screw
open until bubble-free oil escapes, then close it.
I Bring the pressure at the pump up to an indicated 500-520 bar. The nut is now loose and, while
'-.-/
keeping the above-mentioned pressure constant, can be completely slackened off with tommy bar 'R'
and removed.
7. Remove di stance sl eeve 21, and cyl inder 7 after the other.
8. Separate the air cylinder housing 10 from the valve cage 11 by slacking off and removing the two
allen screws lOa and take it away.
9. Remove the two-piece locking ring 19 after removing the tension spring which surrounds them.
1O. Remove the retaining ring 17 with the Belleville spring washers let into it. Aslo pull out the rod
spindle seal inserted underneath in the guide bush 15.
ll. Operate the swivel gear on the valve handling device. Swivel the valve cage into the vertical posi
tion (for removing the valve spindle upwards), still with its valve spindle. Where there is little
headroom, the valve spindle has to be removed horizontally (see Fig. 'G').
12. Remove valve spindle.
Removal and Fitting of '-107198.1.3'
guide bush if necessary
Ausbau Einbau
DISMANTLING @ ASSEMBLING
94263
I
------- , '
I
15
fn::=±=:vrI: /
. 11
2 - 107. 199. 574

l----
L. B. 1 1 ALL
275/2c RT
Reassembly
- Reassembly follows in reverse order of dismantling.
Pl ease note:
Carefully examine the condition of the piston sealing ring 26 (this is held on the air cylinder housing
by retaining ring B) at every opportunity but at the latest when overhauling an exhaust valve according
to the maintenance schedule. Worn or defective piston rings as well as rod spindle sealing ring 28 mUST
be renewed.
Please follow the instructions given on Sheet 940/0d for the use of hydraulic pre-tensioning jacks on
bol ted connections.
Pressure necessary to pretension the valve spindle = 600 bar

_ Should an exhaust valve be fitted with either a new valve seat or spindle, the valve seat has to be le
velled beforehand every time in the installed condition using the available valve seat grinding machin~
The instructions for this one given in Group 275/3.
_ In addition to this, at each exhaust valve overhaul, particularly after grinding of the valve seat and/
or valve spindle the valve damper 1 has to be removed. The dimension 'H' has to be determined using
depth gauge (tool 94124) from the upper edge of the top of the housing 3 down to the bottom of the dam
per bore in piston 4. To do this, the exhaust valve must be closed. (Using the feeler gauge, check that
the valve head sits on the valve seat without clearance.) The tnickness 'hI of the new spacer ring 'B'
should be determined using the follbwing formula:
RT 58: h 150 H~0.5 ~
RT 68: h 180 H~0.5
RT 76: h 200 H~0.5
RT 84: h 220 H~0.5
RT84M: h = 220 - H~0,5
Fit the damper with readjusted shim ring pack. Individual'e shim rings of thickness 1 mm are available.
_ On engines where a coarse filter is fitted between vent housing 2 and housing head 3, this must be
checked and cleaned after each overhaul.
Gezeichnet fUr RT 58
DRAWN FOR RT 58
L. B. 1. 89
275/2d RT
® Auslassventil - Zerlegungs - ~eihenfolge

EXHAUST VALVE - DISMANTLING - SEQUENCE
07853099-1
07853099-2
....
07853099-3
07853099-4
~J
07853099-5
07853099-6
L.B
275/2e RT
Schwenken der Vorrichtung SWIVELLING THE BENCH
07853099-8
Venti/spindel-Ausbau VALVE SPINDLE-DISMOUNTING
----,..,----
VERTICAL POSITION HORIZONTAL POSITION
,.~.4 -- ,
~_
4. '.- I I
'r'
Ji-
07853099-9
07853099 -10
Schleifen des Venti/sitzes GRINDING THE VALVE SEAT
07853099 -11
L.B. 1985
SULZER
RT Exchanging and Grinding of Sheet: 3
'-" the Valve Seat
Too1s: Key to Oralliinos

1 Valve seat removal device 94260 1 Valve cage 10 Piston
1 Valve seat fitting device 94261 2 Ring halves 11 Piston sealing ring
1 Valve seat grinding machine 94278 3 Valve seat body 12 Rod sealing ring
1 Pilot 94278a 4 Clamping ring 13 Draw bolt
1 Holding strap 94278b (4-piece) 14 '0' ring
1 Gauge 94279 5 Bracket AF Seating surface
1 High-pressure pump 94931 6 Clamping plate E Vent valve
1 High-pressure hose 94935 7 Nut L Clip
1 Feeler gauge 94122 8 Coupling union R Eye bolt
Engineers marking blue 9 Cylinder V Blocking valve
H Hammer
Valve seats which have badly damaged seating surfaces or which have reached their wear limit as a result of being
reground several times, must be exchanged.
It is best to have the valve cage sitting vertically when exchanging a valve seat (see Fig. 'C'). This is also
necessary for the following grinding with the valve seat grinding machine. The valve guide is not to be removed
when doing this.
As with all other maintenance work on the valve seat, the grind has to be recorded on the form "Ex_
haust Valve Record" No. 4-107.044.059-1/-2. Form samples are enclosed at the end of Group 275 Sheets
3e/3f.
Removing a valve seat (Fig. 'A')

8---_-.I:':~-~
@ E - _ _
9---l..."J ~==l::::::i
10--~.1d7h+r,+ri+'+!J\
l1----+.:~r~"y
12--~~~~=rli
13--;:::::rL;:Zlt:L
94260
7
6
1- 107. 197. 671.
L.B. 7.87
275/3a RT
Insert both ring halves 2 of the valve seat fitting device 94251 into the groove on the circumferen
ce of the valve cage 1 and bolt them into one ring.
- Lead the valve seat removing device with clamping plate through the bore of the valve seat until
the support 5 lies on the ring.
- With the aid of the nut 7 and a spanner, push the clamping plate 5 down as far as it will go. Simu1
taneous1 y the c1 ampi ng ri ng is pressed out radi all y and fi na11 y gri ps under the val ve seat wi th its
c1 awed part.
- Connect up the high-pressure oil pump 94931 to the valve seat removing device with the high-pressure
hose 94935.
- Open the vent Screw 'E' slightly and, while operating the hydraulic pump, keep it open until bubb1e
free air escapes. Now close the vent screw.
- Increase the pressure at the pump until the valve seat has been pressed out of its seated location.
- After swinging out both clips IL', lift the valve seat together with the removing device off the
val ve cage.
Fully release the oil pressure in the removing device by opening the blocking valve 'V' on the pump.
- Slacken off nut 7 and separate the valve seat from the removing device.
Fitting a valve seat (Fig. 'B')

- Set the valve cage in the vertical position, as for removal of the valve seat.
- The bore as well as the landing shoulder for the valve seat in the valve cage must be thoroughly
and carefully cleaned. Any unevenness or damage would result in leakage at the seating surface 'AF'.
- Smear the bore which takes the valve seat in the valve cage with clean oil or a lubricant such as
Thred Gard, Loctite Antiseize Compound, etc.
Also smear the '0' ring 14 with the same lubricant before it is inserted in the groove in the valve
seat body. Use genuine spare '0' rings.
- Push the valve seat into the bore of the valve cage as far as possible by hand then, with the aid
of the fitting device 94261 (see Fig. 'B'), pull it in as far as it can go. Using feeler gauge 94122
check that there is no clearance around the circumference at the seating surface 'AFI. When carrying
out this check, the fitting device must remain fully tensioned, this also being necessary during
subsequent grinding of the valve seat.
2- 107. 197. 680
L.B. 5.84
275/3b RT
Finally chp,c~ .ith feeler gauge 94122 carefully a11 around surface 'AF' whether no clearance remains
anywhere.
Ilhen thi sis confi rmed, the grinding of the valve seat can proceed.
Grinding the Valve Seats

Valve seats must be ground only with the vaJve seat grinding machine. Grinding-in by rubbing valve
spindle head against valve seat with grinding paste must be avoided as a matter of principle!
Ilhen should valve Seats be ground in the Valve Cage?
- A 1 way s when new valve seats are fitted to the valve cage.
- When new or reconditioned valve spindles are fitted. An exception can be made if the seating sur
face is neither worn nor damaged by corrosion.

- When the seat surface on the valve seat is badly damaged through operation \lith heavy fuel oil. (11
pacts, corrosi on scars).
gezeichnet fur RT 58 gllzllichnet fur RT 38

DRAWN FOR RT 58 @ DRAWN FOR RT 38
9'278 b
~271
0-101. 199.661
,-
~~
• ~n Engine h hI i1
.. • P
1 ----~--' j Type Chamfer angle Chamfer .idth
',:
mm mm
RT 38 15 0 15 0 6 6
RT 48 15 0 15 0 6 6
RT 52 15 ° 15 ° 10 10
0 0
RT 58 15 30 10 2 5
RT 62 J 50 15° 10 10
hi
RT 68 15° 30 ° 10 3
RT 76 15 0 30° 10 3
T84/RT84M 15° 30 ° 12 4
6.86
275/3c RT
~s an example, illustration IC' sho~s a machine rranufactured by "H~~GER" being used.

~hen carrying out grinding of the valve seat, care has to be taken to ensure that as little grinding dust
as possible enters the valve cage or remains there. It is essential that everything the thoroughly clea~er
after completion of the work. ~
For the operation of the grinding machine we refer you to the comprehensive instructions supplied together
with the machine.
The object when grinding is to achieve as clean and as smooth a finished surface as possible.
When working with the grinding machine it is particularly important to ensure that this is well centered
within the valve guide. The chamfer in the valve guide serves as a fixed landing surface for the taper on
the pilot (see details in Fig.ICI). Defore mounting the grinding machine carbon deposits must therefore
be fi rst removed. '
Experience has shown that when grinding valve seating surfaces next to vibrating machinery or engines,
chatter marks appear. This phenomenon can be successfully avoided when the valve cage is laid on a thick
rubber mat during the valve seat grinding process. In general, grinding should never be done without such
an insulating lever of rubber.
In order to prevent the grinding machine from turning during grinding, the holding strap 94278b is bolted
to the side of the valve seat fitting devicej its forked end surrounds the handle thus holding the machine
head.
On principle grinding can be done in both directions 4-~ • It is just the same recommended always to
grind from inside out. For the finish grinding may only be done from inside, as only in this way the re
quired angle precision can be achieved.
o +2'
Valve seat angle = 30
o
A maximum of 3 mm may be ground off the valve seat. The state of wear can be checked at any time with the
gauge (tool No. 94279) together with a feeler gauge (see Fig. '0 1 ).
@ 94279 ®
4 - 107. 198.426
In-feed Feeding speed of R.P.M. of wheel

of cutting depth whee 1 sli de head
Roughing: 0.1 mm (4 divisions on the gradua 3.5 mm/min 7 ~ 9
ted collar)
Finishing~ 0.03mm (l~ divisions on the gradua 1.0 mm/min 3 ~ 5
ted collar)
Attention! The mlnlmum in-feed setting possibility on the graduated collar for finishing is 1 division.
Never let the grinder run through wi~hout resetting! (chatter marks risk).
Bring the grinding wheel back to the starting position after every run through.
Dress the grinding wheel 1 to 2 times for each valve seat with the built-on dressing device.
Grinding Wheels: 0 63 x 20 x 8 mm wide, material: noble corundum, grit size 80, soft (open structure).
Recommended quality: Viturbin form 1 53A - 80F 13VP mf, Makers: Schmirgelscheibenfabrik A
8400 Winterthur (CH)
275/3d RT
~fter the grinding, check whether the new or the re-ground valve spindle seat bears correctly in the
valve seat (see group 275, sheet 3), ~pp1y some film of marking b1 ue to the spindl e seat and insert the
val ve spi nd1 e into the val ve gui de bush.
Rotate the val ve spi nd1 e 3 to 4 ti mes about 1/3 ci rc1 e to and fro. For thi s movement the spi nd1 e wei ght
may have to be somewhat reduced, either by the pull of a finely controllable rope lift or by lifting
the spindle a little from below, without this there is a risk of the seating seizing up! (Fig. 'E').
The ang1 e di fference (spi nd1 e seat/val ve seat) is so chosen that at operati ng temperature the val ves
bear from the outer diameter 50-1CO% (Fig. 'F' ), The bearing check should reveal that the valve bears on
the whole ci rcumference but on1 y on the inner di ameter. The ang1 e di fference can be checked on the ou
ter di ameter ci rcumference gap I S' by a feel er gauge (Fi g. I G').
Htention: Please follow the instructions on the assembling of exhaust valves in group 275/2c under
"Remark" concerning the fitting of re-ground valves and/or valve seats.
For seating check of the valve seat, tap the valve spindle head with a lead hammer or with a steel ham
mer onto a wooden block! (ll1ustr. lEI)
00 not rotate the valve spindle on the valve seat face. as this carries seizure risks for the seating.
4-107. 198.. 427
'-"
®
En i ne
0,045 + 0,06511. RT 58
0,07 + 0,10 11111 RT 68
0,10 + 0,12 11m RT 76
0,13 + 0,16 mID RT 84
4 - 107. 198. 868
L. B. 7.87
4-107.044.059-1 1984
[\;
-J
SULZER Crouhead - Engine RTA Exhaust Valve Record (see also group 275 of Maintenance Manual) Sheet 112 \.n
I--------------------------I-----------------T""----------------------r--------...L..------t;)co
Installation: Engine type: RT Engine builder: . Enqine No. : . .. .
Spindle identification ( location see sheet 2): ,)

21 2:
Inspection Service hours Engine Temp. Work performed on : 41
Engine I Spindle Findings 31
No. I Da,e Seat load bef.Turb. Spindle wear I Seat wear
(kW) fOCI (mm) lmm)
Remarks: 1) Stamps, Markings, Maker, etc.

21 Average values recorded during preceding service period.
3) Sealing traces inside or outside / Deposits: soh, hard, oily, dry, colour, quantity, distribution / Spot marks / Blow·through traces: number / Blow·through channels :
number, breadth, depth and location / Stem surface / Others. If necessary, sheet 2 should be used too.
4) Cleaned, ground, repairers' reconditioning code. The wear has to be determined according to sheet 2.
Notes : A) Every inspection has to be recorded. Sheet 1 should be used for one spindle / seat only.
B) Once a year, a copy of these records should be mailed to the below·ment ioned address.
C) This record has to be handed over to the authorized repairers when reconditioning work has to be carried out by them.
01 Records of valves ~rapped or remachlned to a different size are to be returned with a respective notice to the below·mentioned address.
SULZER Bros. ltd., OM-SerVIce Dept., CH - 8400 Winterthur, Switzerland
( ( ( \
( ( ( (
4-107:044.059-2 1984
[0
-..J
SULZER Crouhud Engine RT A Exhaust Valve Record (see also group 275 of Maintenance Manual I Sheet 2/2 V1
"-
I I i i i IW.....,
Installation: Engine type: RT Engine builder Engine No. :
Spindle identification ( location see sheet 2 I :
I n~pection No. : Date: Place:
Findings of only one spindle / seat should

be marked on this sheet!
~r>indle
Spindle identification marked here
Findings to be marked in red
-+
I
I '" III I
To be mailed to:
SlA..ZER Bros. Ltd.
OM - SeNice Dept.
Seat CH-8400 Yr~~hur
Switzerland ::::
I t>--'
SULZER
RT Grinding the Seating Surface Sheet: 4
on the Valve Head
Taa 1s: Information concerning the grinding of valve seats in valve cages
are given in Sheet 275/3.
Valve grinding machine 94291
Gauge 94292 All grinding and repair work carried out on the valve spindle
Feeler gauge 94122 must be recorded on the Sheet "Exhaust Valve Record", Form number
Engineers marking blue 4-107.044.0S9 -1/-2. Form samples are attached as Sheets 3e/3f
at the end of Group 27S.
Grinding in a valve together with its valve seat with grinding paste is not permitted.
Valves which have had the seating surfaces badly damaged by pocketing or corrosion have to be machine
reground. It is strongly recommended that a suitable grinding machine such as tool No. 94291 be made
available. The following machine has proved itself well for valve grinding and can also be ordered ai
rect from SULZER, Winterthur. (Fig. 'AI).
Valve grinding machine type VKM 5 Manufacturer: L. Hunger
Grafelfingerstr. 146
0-8000 Munich
9'291
Seatinq Face Anqle on Valve

Engine Type RTS8 RT68 RT76 RT84
Angle 0< 300 +12' 300 +lS' 300 +17' 300 +20'
+10' +13' +lS' +18'
Only sufficient material should be ground off the valve head to provide a clean and smooth finished
surface.
Only grind with cooling (wet).
In order to avoid the appearance of chatter marks on the seating surface, the grinding machine should
be placed in an area which is free of vibration from running machinery or engines, etc. If necessary
the grinding machine should be stood on a rubber mat.
For the operation of the grinding machine we refer you to the comprehensive instructions supplied
together with the machine.
Good results have been obtained by using the following recommended grinding wheels:
Stone quality Supplier Cut/Feed Rate
Coarse Fine:
EKl L. Hunger Cut Cut

80-g8 vu 156 Grafelfingerstr. 146 approx. 0.025 mm approx. 0.01 mm
0-8000 Munich Feed rate
with automatic
oscillation system
275/40 RT
A maximum of 3 mm lay be ground off the valve

head.
The wear condition can be checked at any tile
with the gauge (tool No. 94292) and feeler gauge
(Fig. 18') •
.... ..
~
.' .
Where the precise anQle reQuired has been obtai

~ during grinding, a check with larking blue
with the valve on the reground valve seat in the
valve cage will show only a line of touch or a
very narrow band (extent of contact) this start
ing from the smaller diameter (Fig. 'e').
See also remarks on Sheet 27S/3d regarding the
valve behaviour at running telperature.
P1ease note: ~ va1ve spindle with missing turning wings may not be reground. The wing hub must be
0
shrink fitted on the valve shaft by heating it to 480 C. Grinding lay first begin after
the whole unit has cooled dewn.
4 - 107 199. 684
L.B. 11.84
SULZER
Group: 310
RT Measuring ~rank ~eflections
Sheet: 1
Tool s:
1 Di al gauge 94305
In order to ascertain whether the axes of the crank journals deviate from the theoretical shaft axis
the crank deflections must be measured. When doing so the ship must be floating freely.
Under normal circumstances, it should suffice to measure the crank deflections once a year. They must,
however, be measured as soon as possible if the ship has grounded or after replacing the main bearing
shells. The deflections have to be measured again approx. 100 service hours after replacing the bearing
shell s.
Should signs of damage of the main bearings be found during inspection of the crankcase, the crank de
flections should also be measured.
Measuring is carried out using a crankshaft dial gauge (tool No. 94305) which, for this purpose, is
inserted between the crank webs of the crank to be measured. When turning the crankshaft, the altered
distance between the crank webs can be read from the dial gauge as this indicates any opening or clos
ing up. The smaller the variations the better the position of the shaft.
Measuring Procedure: (Indicator valves must be open)

With the running gear in place, the crank to be measured has to be turned towards B.D.C. until the dial
gauge can be fitted next to the connecting rod at the position indicated. Pretension the dial gauge
slightly and set it to non (see Fig. 'A').
Turn the crankshaft 'Ahead' with0 the turning gear and read off and note the readings shown on the dial
0
gauge at the crank positions 90 before T.D.C., at T.D.C., 90 after T.D.C. and before B.D.C. (dial
gauge still next to the connecting rod). The last valve serves as a check. If the correct procedure
has been followed, this should be back at nearly non.
Kurbel im 0. T. P
CRANK AT T. D. C.7
o
{pt_._.~
9~305
3 -107. 159091
2.87
J10/la ..L '._
The difference ( L,al between the indicated val ues at B.o.C. and T.O.C. shows the amount of crank
deflection during one revolution.
All influences which effect a temporary deformation of the hull and/or the engine affect the crank
deflection.
These are for example:
- loaded condition of the ship

- engine cold or at service temperature
- differing air/water temperatures
- strong sunshine
The maximum values of 6a given are valid for all conditions independent of outside influences (see
Fig. IBI)'
Where values are measured which lie outside the maximum permissible limits, the cause has to be found
and the necessary remedial measures taken (defective main bearing, engine support altered due to hull
deformation, loose holding-down bolts, defective shaftline bearings, etc. etc.).
When measuring the crank deflections, ensure that the crank journals are fully seated in their
bearings.
Crankshaft deflection ggu~
[AO- oroc - oBOC I
t 0.6 ~--+----+-------t-+--+---+-j----t--+---,--j--T----t:;?rl
~ 0,5 f----f---I;
tlc:
0.4
!
.E
c:
o
.~
~
-.§.
o 0,1
<l
o o
S2

5 • piston 5trok~ {m m J
1- 107. 197. 350
2.84
SULZER TORSICNA~ VI5RATICN ~AMPSR Group: 313
Tak~ng
a Silicon ~luid Samnle
RT (Only applicable for Engines vith Sheet: 2
Vi s cosi ty Vi ":;rat ~on :am ner;

Large screw driver 1 Cl addi ng 7 Cam shaft C Sam p1e con t ai ner
Fl at caul ker 1a Hood 7a Coupl ing o Cover
1 Medi urn hammer 2/2a Casing trough a/Sa Spacer ring K Lock by centre
Centre punch 3/3a Casing cover 9 Gyrating mass punching
assorted spanners 4 Rubber ring 9a Counter weight * Alternative execution
Torque wrench 5 Intermediate shaft 10 Rubber ring
140 - 560 Nm 6 Crankshaft end 11 Sealing ring
6a/ b Coupling bolts 12 Threaded plug
The service life of a vibration damper is largely dependent on the RPM-range in which the engine is
run. Wear of the inner parts as well as changes in the silicon oil properties can contribute to a re
duction in the dampers effectiveness. By periodic examination of the silicone-oil the makers of the
vibration damper can draw conclusions on its condition.
It is therefore recommended to have the silicon-oil examined periodically the first time after about
35'-40'000 operating hours. Future intervals for examinations depend on the result of this first fin
dings.
Special sample containers can be obtained from the damper makers (see Fig. 'CI).
Remark on the Drawing of a Silicon-Oil Sample

In the casing trough 2/2a or in the casing cover 3/3a, two oil drawing holes are carefully closed and
sealed with threaded plugs 12. Vibration dampers of very recent manufacture will be equipped with two
each withdrawing points on either side, so that the samples can be taken on the side of best accessi
bil ity.
Vibration Damper on the free Crankshaft-End
2 1 11
® 12
10 9a
6a
,
;
, I
--~ +---+--+---H----1lt- 6
I·
-.U!---Jt--
i
I
'r----D
6b
8a 8
3 o-107 156. 793

? n
313/2a RT
Vibration Dampers on the free Camshaft End
o
11
®
I-I
7 12
10
30
1 -107. 197. 323
12·
5 70
DRAWN FOR RT 58
Preparations:
- Remove the hood la or cover 10' respectively.
- Rotate the crankshaft or the camshaft until one of the closing plugs 12 on the sample drawing
side chosen, is in the best accessible position. [Fig. 'BI)
- Pay attention to the vibration damper maker concerned!
Usi ng a fl at caul ker, hammer back the squeezed materi al in the slot, whi ch serves as locking
means.
- Loosen the threaded plug, but do not Unscrew it yet, it must still seal the oil in.
Rotate the crankshaft or camshaft respectively until the chosen and prepared oil-drawing opening
reaches the bottom most point.
- Leave the damper in this position for at least two hours. [If the oil-sample is to be withdrawn
from a removed vibration damper the same conditions apply as regards the positions and the waiting
time). In both cases the vibration damper must have cooled down to about room temperature.
Prepare the sample container, i.e. remove the screw-cap and examine the bore - which must be me
ticulously clean. Attention! The threads on the two ends are unequal on the Holset-oamper [see
Fig. Ie').
2.84
313/2b RT
Drawing a Sample (see Fig. 'AI)
- Arrange the prepared Oil-drawing point to an easily accessible position by rotating the crank
-~ or camshaft respectively.
- Unscrew the threaded plug 12 and in its place screw in the readied sample container.
- Wait till the silicon-oil flows out of the open sample container end. Depending on the viscosity
of the silicone-oil this may take some time. The process can be accelerated by the following:
-I) Rotate the damper that the sample container is as low as possible.
2) Remove the second threaded plug 12 for a short period.
- As soon as the silicone-oil begines to flow out, close the sample-container with the one screw
cap.
- Unscrew the sample container from the damper casing (hold vertically) and fit immediately the
threaded plug 12 with a new seal ring 11. Avoid unnecessary leakage of silicone oil!).
- Fit the second screw cap on the sample container and finally tighten both moderately.
- Tighten the threaded plug 12 with about 2.5 mkp (18 lb.ft) and lock it by caulking metal into
the slot.
Attention! The special sample container permits to draw a specific quantity of silicone oil from
the damper. The total number of samplings should be limited at 10 times.
The filled sample container has to be labelled and sent to the following address for
examination:
Carl Hass & Wrede GmbH or Holset Engineering Co. Ltd.
Mohriner Allee 30-42 P.O. Box A9 Turnbridge
0-1000 Berlin 47 West HUDDERSF I ELD HDl 6RD
Germany Great Britai n
The label must contain the following information:
Engine Type, Engine No. Number of operating hours
of the vibration damper, also its manufacturing serial Number (this number is stamped
into the cover- in the vicinity of the warning shield).
2.84
313/2c RT
Proben -Behdlter / Sam~/e Container

I
,
Hasse g Wrede Ho/set
3/8 "BSF
-Ml0x 1
c
C
MlOxl
1 12 11
4 -IC':' 159065
2.84
SULZER
Axial Damper
Group: 314
Dismantling and Assembling
RT
Sheet: 1
Tools: Index to illustrations
1 Feeler gauge 94122
1 Suspension bracket 94312 1 Crankshaft 22 O-ring
1 hydro pre-tensioning jack 94313 2 Dri vi ng shaft 23 Dowel pin
1 High pressure pump 94931 3 Bo 1ts 24 Ora in screw
1 Pressure gauge 94932 3a Locking wire (0 3mm) 24a Copper sealing.ring
1 Connection stud 94933 4 Locating bol t 25 CYlinder}
1 High pressure hose 94935a 5 Dowel pin 26 Piston hydro pre-tensioning
1 Pair of pliers 6 Guide bush 27 Disc jack, tool Nr. 94313
1 Flat chisel 7 Eye bo 1t 28 RestrIcting nozzles
1 Light hammer 8 Cylinder 29 Tapered dowel pin
1 Heavy hammer 9 Bolt 30 Spring dowel
1 Closed wrench (Type 330) AF65 10 Bolt 31,31a Pressure setting valve casing
Various open end and ring spanners lOa Locking wire (0 2mm) 32 Oil distributing casing
Various Allan wrenches 11 A11 an screw 33 Pressure setting screw
12 Bolt 34 Fl ange
13 Ring 35 Bo 1t
14 Leakage-oil collecting
casing E Venting pipes
15 Bolt L Leakage drain pipe
l5a Locking wire (0 2mm) S Oil feed pipe
16 Tension bolt R Round bar
17 Nut V Pressure releasing valve
18 Locking disc VV Venting valve
19 Sealing rings W Tapped holes for tool 94312
20 Pi ston Setting distance
21 Piston running ring (2-part)
DIS MAN TLIN G

_ Stop lubricating oil ~ump before starting dismantling work.
_ Remove drain screw 24 to drain the oil,and when oil stops flowing replace screw with sealing ring 24a and
tighten it. (The oil is to be collected in a container and poured back into the oil systeml
_ Remove venting pipes "E", leakage pipes "L" and oil feed pipe "S" from the axial damper. The openings on pipes
and damper housing are to be blanked off to avoid dirt from entering.
- Loosen bolts 12 and remove leakage collecting casing 14.
- Connect crane to eye bolt 7 by a rope. Take weight.
_ Extract tapered dowel pins 29 (Fig.ICI) by means of a threaded bar with nut M12.
- Loosen and remove bolts 9.
- Move cylinder 8 away in axial direction (weight is approx. 500 kg).
- In case the piston 20 needs to be removed, the bolts 15 and locking disc 18 must be removed.
_ The crankshaft is to be turned to such a position that the two tapped holes "WI! (Fig.JAI) are on top.
_ Screw the hydraulic pre-tensioning jack 94313 onto the tension bolt 16 until its cylinder 25 is hard against
ring 13 and then turn it back a half a turn (Fig.'B').
_ Connect pre-tensioning jack and high pressure pump with the high pressure hose 94935a and tension the tension
'-' bolt with 600 to 610 bar pressure which is required to loosen nut 17. Unscrew the nut one full turn and remove
pre-tensioning jack after having released the pressure to zero.
L.B. 1984
J14/1a RT
- Remove nut 17, ring 13 and the outer seal ing ring 19.
- Fit the suspension bracket 94312 onto the piston 20." For this the tlO bolts belonging to the bracket are to be ~
screled into the tapped ho Ies "1'/" (F ig. 'A' and '0')
- Connect suspension bracket 94312 on crane hook lith a rope and take leight.
- Extract dOlel pin 5 and remove Allan screws 11 (use extracting device M12 as per sheet 940-6).
- Remove piston in axial direction (weight approx. 350 kg). If necessary assist by pushing lith length of lood
placed betleen piston and casing.
ASS E MBLIN G
Assembling occurs in reverse sequence to dismantling, paying special attention to the folloling points:
It Badly lorn sealing rings 19 or piston running ring 21 are to be exchanged lith nel ones.
It O-rings should principally be replaced lith nel ones.
4t Bolts 10 and 15 must be tightened and locked lith lire of 2 mm diam. (see viel I and IV of Fig. 'A'). The
locking of the bolts is to be done in such a lay that the lire crosses""just in front of the dOlel pins 23
-
in order to lock them also.
4t Just prior to fitting, the folloling items must be smeared lith clean oi 1: Guide bush 6" (bore), piston 20,
piston running ring 21, sealing rings 19 and cylinder 8 (bore).
It Piston running ring 21 and sealing rings 19 must be free Ihen fitted.
Pretensioning of tension bolt 16

- Fit guide bush 6 and tighten bolts 10. Lock the bolts lith lire of 2 mm diam and then fit the inner sealing
ring 19.
- After the piston 20 is placed, tighten the Allan screws 11 and then screw nut 17 onto tension bolt 16 and tighten
it lith a spanner or round bar 'R' until it is hard against ring 13.
- By means of a felt pen or suchlike,a mark has to be made on one corner of the nut and a str~ch mark on the
place but on ring 13.(This is done to check the tightening angle later).
- Screl the hydraulic pretensioning jack 94312 onto the tension bolt 16 until its cylinder 25 is hard against
ring 13 (Fig. '8').
- Screl connection stud 94933 into the connecting nipple of the jack and connect it lith the pump using a high
pressure hose 94953.
- Close pressure releasing valve 'V' on pump 94931 and lightly slacken the venting valve "VV" on the jack.
_ Operate high pressure pump until air-free oil escapes from the venting valve and then re-tighten ~valve 'VV'.
- Apply pressure of 600 bar and keep this constant until the nut 17 is screled on hard against ring 13 (Check
seating lith feeler gauge). Only then stop pumping and open pressure releasing valve "V" on the pump.
- Remove pretensioning jack and check the angle of displacement of the nut by checking the marks initially made.
This should be approx. 70 o•
.- In case of great deviation slacken the nut again and repeat pretensioning procedure.
- If pretensioning is correct,place locking disk 18 over nut 17 and tighten it lith the bolts 15. Finally lock the.
bolts in pairs using lire of 2 mm diam. (see view I, Fig. 'AI). "
- Mount the remaining parts and connect all the oil pipes lith the damper.
L.B. 1984
314/1b RT
Tightening of bolts 3
- In case the bolts 3 were removed for some reason, retightening has to be carried out as fol lows:
- Smear some oil onto threads and contact faces of all bolts 3 and screw them in by hand.
- Take a closed spanner (Type 330) and tighten them only by a jerk (= 1st stage). Do not use extension or
a hammer!
- Mark the position of each bolt with a felt pen or suchlike.
- Finally tighten the bolts crosswise with the same spanner but this time with blows of a hammer until the bolts
0
are tightened through an angle of 15 to 20 (2nd stage).
- Lock the bolts in pairs with wire of 3 mm diam. (see view III, Fig. 'A').
C~fCKING T~E RESTRICTING NOZZLES

- It is recommended to check the restricting nozzles 28 after 12 to 15000 running hours. This is to be done while
the engine is stopped. The drain screw 24 must be removed and the oil drained from the axial damper. The collected
oil is to be returned into the engine.
'-/
- Remove the oil feed pipe'S' and the oil distributing casing 32 from the cylinder 8 and check the restricting
nozzles for signs of errosion or cavitation damages.
- After checking them the drain screw 24 together with gasket 24 must be replaced and tightened.
SETT ING SCREIIIS 33 (see Fig.'C', section II-II, sheet 314/ld)

The position of the setting screws 33 was determined by specialists during sea trials, wherefore special measuring
instruments were necessary. To avoid any intentional or unintentional displacement of theses screws they were
locked with welding spots ('illS).
T~E POS IT ION OF T~E SETT ING SCREIIIS MUST ON NO ACCOUNT BE ALTERED!
In case the screws must be replaced with new ones - however no instruments to measure the axial vibrations are
available- the new screws must be screwed in so far that the distance 'a' corresponds with the dimensions which
were engraved or punched onto the cylinder of the axial damper casing. The distances mentioned were obtained and
marked by the personnel responsible for the setting.
Should the distance 'a' not be marked on the cylinder, then tt must be measured in any case before the screws are
displaced. New screws must then be re-set according to the distance obtained.
L.B. 2.86
roo
CXJ
I I~
"
......
o
C')
9'313
L __ -,--V---,"-+--."~
·-·t--f7At-·------------H~.~~I!~!~!~!~!~!I]:~l~r~:;~:;:;:;:;~~:;:;:;:;: 9'933
I
I -9'932
I
I
I
I
~
/ . ~ ~':=2===
l·--~/ nJ =
N-N 9~35a V 9'931
gezeichnet fiir RT8' 30
DRAWN FOR RT 8'

1-107. 199. 695
..... 0-107.199.699
ll)
:::n ~
C"-L-I l:-i
\ ( (---------c"..--.....J·
r- ra .lo.'
-------_-:( ( ( ,~
~
~
]-]
"ct
7 8
94312
20
29
-29
]]]-]]]
© ]]-]]
28
sw
31 32 31a
32 24 240 31/310 33 34
DRAWN FOR RT 84
~ I 0 - 107, 199. 598

I~
SULZER
TURNING GEAR Group: 320
RT 76 Oil Change and Checking of Worm
84 Gear Wheels
Sheet: 1

Assorted spanners 1 Casing 16 Intermediate flange 37 Spring stack
Assorted Jack 2 Spacer disc 17 Spring stack 38 Screw with locking plate
screws 3 Bearing flange 22 El ectri c motor 39 Bearing flange
4 Screw with Locking 23 Hand wheel *40 Contact pl ate
p1ate 24 Large worm wheel *41 Spring discs
5 Oil drain plug 25 Oil fi 11 er screw *42 Adjusting ring
6 Worm gear wheel 26 Engaging/disengaging *43 Steel ball
7 Cover lever *44 Idler plate
8 Retaining disc 27 Pinion shaft *45 Cover
9 Screw with locking 27a Protecting pipe over *46 Limit switch
plate pinion shaft
10 Oil 1eve1 gauge 28 Turning pinion * Only for turning gears
11 Spacer ring 28a Turriing wheel with protection coupling
12 Taper roller bea- 29 Flexible coupling clutch
ring 30 Screw with locking
13 Horizontal worm plate
shaft 31 Bearing flange S Gap 1 to 1.5 mm
14 Bearing flange 32 Connecting piece
15 Screw with locking 33 Taper roller bearing
plate 34 Verti cal worm shaft
35 Intermediate ·flange
36 Spacer disc
I-I
24 23
22
10
5 I 13
I
--,J
j
/"---1
I I Gezei chnet fur
I I DRAWN FOR 1±+7 RT76 .A.-----..L.--28a
I I
J I
7- 707. 798.859
320/1a
Before starting the turning gear make it a point always to check the oil level in the casing, for
which the level dip stick 10 has to be pulled out. The oil level should be between the two marks
'-'
on the dipstick.
If necessary top up with oil of the following grade:
0
Hypoid Gear Oil of a viscositv of 220-270 cSt at 40 C
or (16.5 - 19.7° E at 50°C)
The plnlon shaft 27 must always be liberally smeared with MolYkote-Grease, whereas the turning
pinion 28 requires only a liQhi coat of grease.
Remove some oil annually from the turning gear to check visually for wear sediments (the oil plug
5 to be firmly tightened again). If on such a check dirt is found in the oil, drain all the oil
and inspect the worm wheels on their condition. Remove cover 7 and the oil filler screw 25. This
check must be made in any case every four years and combined with an oil change.
The oil volume is about 60 litres.
Before the fresh oil is filled in rinse the casing well with rinsing oil.
Replacing the Taper Roller Bearings

Should it become necessary to replace the taper roller bearings of the horizontal - or/and the ver
tical worm shaft, proceed as follows:
a) Horizontal Worm Shaft (see Fig. 'A')

- Drain all the oil and remove cover 7.
- Loosen and remove the four screws 9 with which the retaining disc 8 secures the worm wheel 6
on the worm shaft. Fasten the retaining disc firmly to the front side of the worm wheel 6 with
two of the removed screws 9; two threaded holes are provided for this.
- With the aid of the jack screw M30, to be screwed into the thread in the centre of the retain
ing disc 8, the worm wheel can be jacket off the shaft.
- Loosen and remove the screws holding the bearing flanges 3 and 14 and jack the latter out with
jack screws. The worm shaft can now be removed.
To fit the new Taper roller bearings proceed in reverse sequence to their removal, pay atten
tion that the spacer ring 11 is again placed between the taper roller bearing 12 and the worm
gear 6, and that the spacer disc 2 is fitted under the bearing flange 3.
b) Vertical Worm Shaft (See Fig. I B')

- Orai n all the oil and remove cover 7.
- Loosen the screws holding the electric motor and remove the motor with the crane. Pull the
gear side coupling half off the vertical worm shaft.
- Loosen and remove the holding screws of the two bearing flanges 31 and 39 and press the latter
off with jack screws. Now the worm shaft can be removed.
- For fitting new taper roller bearings proceed in the reverse sequence to their removal, pay
attention that the spacer disc 36 is placed under the bearing flange 31.
Setting of limit switch (only valis for turning gears with overload protection clutch)(see Fig.'C')
- Under normal conditions a gap of 1 to 1,5mm exists between plate 40 and roller of limit switch 46
which must be considered when a switch has to be replaced.
11.84
( ( ( (
~
8-:10RT 76
I~
(1) 4f'7RT84
10
4-:-7RT 76 + 12RT 76
8-:-12RT 84
41-1ir--r~~~~~~~ 15
15
16
17
'17
9
:=J=M1~
14
12 14
65321 n12 13 12 0-107. 198.445
~I ~
~ I~
320/1c RT58 68 76 u.4-7RT84
Vertikale Schneckenwelle
VERTICAL WORM SHAFT
@
29
30
31
32
33
34
t---~~
39 1-107.195.544
38 37
11.84
320/1d RT76/81,
5 (1 ,,:1.5mm)
-'5
____----'6
30
~-J------31
32
33
,tcf===t=::::::::f:}-~J--_--3-'
~~~~mr:k--_--33
~~~~tmf~~:---_-35
36
38 37 39
8~ 12RT 76
0- 107. 198.442
477RT 84 + 12RT84
1984
SULZER
Group: 330
RT CONNECTING ROD BEARING
Checking Bearing Clearances Sheet: 1
Tool s:
Feeler gauge 94238
possibly 94123
It is recommended that the vertical bearing clearances

of the lower and upper connecting rod bearings be
checked every 6 - 8000 service hours.
To do this, turn the piston of the cylinder in question
to B.D.C. and measure the clearances Ib' and If' with
the feeler gauge.
Attention: Be careful not to break off a feeler blade

when measuring.
Should this still happen, the bearing in
question must always be opened up and the
broken-off piece removed.
Regarding bearing clearances, see Table of Clearances
012/5.
Should clearances reach or exceed the limit values in
this table, the bearin~s must be replaced by new ones.
The bearing clearance cannot be reduced either on the
upper or on the lower bearing as there are no compensat
ing shims.
Shoul d, however, a consi derabl e increase in beari ng
clearance be found when compared with earlier measure
ments, it is recommended that the bearing in question
be examined (see Sheet 330/4 and 330/5).
Under no circumstances may the clearance be reduced
by filing the butting faces of the bearings.
L.B. ') QI1

SULZER
CONNE:TING RCJ ESARING Group:330
RT 76
84 ~ooserring and ~ension ~he Corrnectirr~ Sheet: 2
Rod ::olts

2 Hydr. Fre-tensioning 1 Connedi ng rod bo It 8a Cover with grip
jacks 94314 2 Nut 9 Spring discs
HF Fump wi th hoses 94931 Cyl i nder 11 III a Cl amps
pressure gauge and 4 Rod seal ring 12 Locking sleeve
connecti ng pi ece 94933 5 Piston seal ring 13 Pressure rel i ef va 1ve
Feel er gauge 94122 6 Pi ston K
Checking slot
Various spanners 7 Vent screw M
Mark
Sledge hammer* 8 Screws R Round bar
* Only to be used in an Schematic sketch for sequence of tensioning
emergency in case the and loosening of the connecting rod bol ts
hydraul ic pre-tensioning
device fails.
®
-$¢
b a 4- 107. 134.631
Lower or Crank Pin Upper or Crosshead

Bearing Bearing
Attenti on!
8, Never rotate the crankshaft, when

the hydraulic pre-tensioning jacks
-9 are install ed!
Important Remarks!
• The pre-tensioning devices must always be utili
-R zed for loosening or tensioning the connecting
rod bolts of the crank pin bearing or the cross
--K head bearing •
• Qrrly in case the pre-tensioning devices are not
x-- serviceable may the tightening be done with
spanners and sledge hammer. For this the clamps
, -----~ I -I '" Molykote G 11, lla must be fitted, in order to hold the
bolt heads and prevent them from turning •
3 • The connecting rod bolts to the crosshead bear

ing must be fitted always with the milled faces
2 of the bolt heads parallel to the engine longi
tudinal axi s.
The milled faces of the crank pin bearing howe
/-107/59023 ver must always be fitted across the

engine longitudinal axi s.
~I
330/20 RT68/76/84
12
,b
.,.
,y
11
III
12
III .....
1
12
,ltl
~
.., 1
I I
i
I
.~ I
I
110--I
I
,
110
1/211-11
0-107 198.449
330/2b RT68/7 6/8 4
• The sequence of loosening or tensioning the crosshead bearing bolts must always conform to Fig. '8'
i.e. always in pairs the bolts a+a then b+b.
The bolts of the crankpin bearings have to loosened or pre-tensioned always in pairs as shown in
Fig. '8'.
• The bolts to the crosshead bearings and those to the crank pin bearing are equal, the same pre-ten
sioning jacks are therefore used.
• Prior to fitting the nuts onto the connecting rod bolts, smear their threads and the seating surface
of the nuts with MOLYKOTE-paste G. also check the free working of the nuts on the bolts threads.
• When working on the crosshead bearings the crank of the respective cylinder must be in the B.O.C. and
when working on the crank pin bearing in the T.O.C. position.
• Pre-tensioning jacks which had been dismantled or which had not yet been in use or unused for a con
siderable time have to be vented before using them, by loosening their vent screws 7, and actuating
the HP oil pump until bubblefree oil issues. (Possibly oil must be topped up in the pump).
• The pre_tensioning jack for the connecting rod bolts are auto-resetting i.e. when the oil pressure is
released to zero by opening the relief valve on the pump, the piston of the jack is pressed back to
its neutral position by stacks of spring discs. Condition for this is, that the relief valve on the
pump remains open for about! - 1 minute to allow the oil to return to the pump.
L0 0 sen n g the connecting rod Bolts (Crosshead and Crank Pin)

Crank Pin- and Crosshead Bearings
1) Hydraulically U:ormal Procedure)
Screw the two pre-tensioning jacks onto the connecting rod bolt threads until their cylinders are
seated, then turn them slightly back so that the slots for tightening the nuts 2 are pointing out
wards. Couple the pre-tensioning jacks with the HP-hoses to the HP-oil pump.
Tension the connecting rod bolts with about 620 bar and turn the nuts 2 back with a round bar by
about 0 n e turn. Release the pressure to zero and remove the pre-tensioning jacks.
2) Mechanically
For the case that the loosening cannot be done with hydraulic jacks, the nuts must be loosened in
p air s in small steps, using closed spanners and the sledge hammer (the nuts of the crosshead
bearing bolts to be treated as per schematic sketch Fig. 'B'.
Tensioning the Connecting Rod Bolts (Crosshead and Crank Pin Bearing)
1) H y d r a u 1 i cally (Normal Procedure)

Insert the Connecting rod bolts into the bearing body and secure them by fitting the clamps 11 or
lla, which in turn must be locked by locking plate and screws.
Proceed further, while following the points of the section "important remarks", as follows:
~.R4
330/2c RT76
a) Crank Pin Bearing (Fig. IC')

- Tighten the nuts a+a of the connecting rod bolts with the
spanner by a strong jerk by hand.
Test with the feeler gauge whether the nuts are seated
fully on the facings of the connecting rod foot.
Check also whether the bolt heads are fully seated!
If both are confirmed, mark the initial position on the
nuts and the connecting rod foot with an inking pen or si
mil ar.
r
- Screw the pre-tensioning jacks onto the connecting rod I
bolts (a+a) (see Fig. 'BI), until their cylinders are sea I
ted. If necessary turn back a little so that the slot
through which the nuts 2 can be turned with the round bar
I
'R' point towards the engine outer side. I
- Shut the relief valve on the pump and tension the two con
I
necting rod bolts at a pressure of 350 bar (l-st stage). I
Keep this pressure constant and turn the nuts 2 with the
I
round bar 'R' till firmly seated. Check the full seating
of the nuts at 'X' with a feeler gauge through the slot
I
'K' (Fig. 'AI).
I. . nO
I
I .
~-Eb Ii jl
- If the nuts are seated, release the pressure to zero by
opening relief valve 13 on the pump, and mount the pre
tensioning jacks to the connecting rod bolts (b+b)j Ten
sion these bolts in the same manner at 350 bar.

I .
- Tension all four connecting rod bolts at a final pres L'_'_'_-'-'-
i .
I
sure of 600 bar. (2-nd stage) I
._._-~
- Check the tightening angle from the inking marks on nuts
and connecting rod foot, it should be about 90 0 • In case 9~931

considerably differing angles are detected, particularly 13
between the four bolts, they have to be once more loosened
and the whole tensioning procedure repeated.
For safety the bearing clearance has to be checked at the bottom of the crank pin with a feeler gauge
(Compare with the clearance table 012/5).
b) Crosshead Bearing
- In addition to 'important remarks' at the beginning of this instruction please note that when fitting
the bearing shells into the lower bearing body the surfaces are absolutely clean and the shell divi
ding faces protrude equally over the lower bearing body. (see Fig. '0 1 ). The 'protrusion' X + X2 = -...J
1
0.50 ± 0.04 mm ~ust be measured after the nuts of the connecting rod had been thightened wlth the
spanner by hand with a light jerk.
@ - Check with the feeler gauge whether nuts and

bolt heads are fully seated.
- Screw the pre-tensioning jacks onto the two
-,
)( bolts of one of the two bearings until the cy
linders are seated. If necessary, turn them
slightly back to gain easy access to the slots
for tightening the nuts
- Tension the two connecting rod bolts first with
450 bar and keep this pressure constant, till
the nuts have been tightened with the round bar
IRI to firm seating.
t. -107. 755.830
10.84
330/2d RT76/84
(Check \lith feel er gauge). With thi s pre-tension the bearing shell shoul d be pressed in to an ex
tent, that no clearance remains bet\leen 10\ler bearing body and bearing cover.
- Mark the position of the nuts to the bearing cover \lith a marking pen or similar.
- Raise the pre-tension to 600 bar and keep it constant \lhile the nuts are tightened \lith round bar
'R' to full seating.
- Check \lith feeler gauge that the nuts are seated and if in order, release the pressure to zero
and remove the pre-tensioning jacks.
- Check by the markings on nut and bearing cover \lhether the tightening angle is equal on all the
nuts. Should there be considerable differences bet\leen the t\lO bolts, loosen them once more and
repeat the tensioning procedure.
Mount the pre-tensioning jacks onto the other t\lO bolts of the second bearing and tension them in
the same manner.
- Finally check the vertical bearing clearance, and \lhen in order, fit the locking sleeves 12 on the
connecting rod bolts. Lock the locking sleeves themselves \lith a locking plate.
2) Me c han i cally (Exception)

a) Crank Pin Bearing
- Having completed the requirements of the 'important remarks', tighten the nuts by hand \lith a
spanner \lith a strong jerk. Mark the position of nuts to connecting rod foot \lith a marking pen
(Starting position).
- Check that the clamps lla are fitted, to prevent the connecting rod bolts from turning, \lhen
they are tightened.
- Tighten the nuts \lith spanner and jacks in several equal steps until the tightening angle of
the nuts corresponds to 85 ~ 90 0•
- Finally check the vertical bearing clearance \lith a feeler gauge (and compared to the table
012/5), the nuts are then locked.
b) Crosshead Bearing
- On these bearings the bearing shell horizontal edge protrudes some\lhat over the bearing body.
This protrusion must be equally distributed on both sides, before fitting the crosshead or be
fore the bearing cover has been fitted. On .no account may any material be filed a\lay as other
\lise the necessary pre-stressing of the bearing \lould be diminished (see Fig. 'DI).
- Having completed the requirements of the 'important remarks' tighten the t\lO nuts of one of
the t\lO bearings by hand firmly using t\lO spanners simultaneously. Check \lith a feeler gauge
\lhether n~ts and bolt heads are seated.
- Check \lhether the clamps 11 are fitted, preventing the bolts from turning.
- Tighten the nuts of one bearing in small steps \lith spanner and sledge hammer until bet\leen
the separating faces of bearing body and bearing cover a clearance of only 0.03 to 0.05 mm
remain (measure on the side as near as possible to the bearing shell).
- Mark the position of the nut to bearing cover \lith a marking pen
or similar (see Fig. 'E').
- Tighten the nuts finally \lith spanner and jack by an additional

0
angle of 30 each. (see Fig. 'E').
- Finally check the vertical bearing clearance (compare \lith the
clearance table 012/5)and lock the nuts 2.
4-107. 134.631
11 .84
SULZER
CONNECTING ROD Group: 330
RT Changing Compression Shims Sheet: 3
Key to Drawing,s
2 Holding brackets 94317 1 Gui de shoe 7 Upper part of lower connecting
4 Holding pins 94323 2aFixing nut rod bearing
1 Wi re rope and tools 3 Connecti ng rod 8 Guide path
according to 4 Shim 9 Clamp
sheet 330/2 5 Crank pin 10 Retaining screws
6 Connecting rod bol t K Sight chains of 94323
In the event that Qnly the thickness of the compression shim of a cylinder unit's running gear has to
be altered, and therefore must be excHanged, proceed as follows:
- Turn the crank of the cylinder in question to T.D.C. and fix the two holding brackets 94317 to the
lower connecting rod bearing (Figs. 'A' and '8').
- Loosen the lower connecting rod bolts as described on Sheet 330/2 and remove their nuts. Thereafter,
in order to lower the connecting rod bolts onto the holdina brackets, the retaining screws 9 on the
lower part of the bearing must be lo()sened first. [Fig. 'C').
o
- Turn the crankshaft through ~ towards exhaust side.
Insert four holding pins
94323 with sight chains
'K' underneath the guide
shoes into the holes pro
1 vided for this purpose
in the guide paths and
turn them until their
eccentric parts touch
9-'3i3 the guide shoes.
- Secure connecting rod
with lifting device and
wi re ro pe.
8 Attention. Now unscrew
the two fixing bolts 10.
Slowly turn the crank
further downwards, ho 1d
ing the lower connect
ing rod bearing with the
t+LJ-_--r-IO pipe of the holding
~J----t-,3 bracket 94317 in such a
~~~f_~8:::=t---_r-' way that the connecting
rod can loosen itself
parall el to the connect
ing rod bearing.
- Should the connecting
rod jam, joggle the pipe
of the holding bracket
up and down a little or
tap the connecting rod
6 from the side with a
1ead hammer.
Engine d:
gezeichnet fur RT 58 0
DRAWN FOR RT 58 RT 58 48
0
RT 68 56
RT 76 59°
2-107.198.853 0
RT 84 60
L.B. 11.84
330/3a
As soon as there is sufficient space, remove the shim, modify it to the required thickness and re
fit it.
Should for any reason a thicker compression shim be fitted, it is absolutely essential to remove
the wear ridge in the cylinder liner. (see also sheet 214/4).
Assembly
After having inserted the shim, rotate the crank slowly upwards, to join the bearing body again
with the foot of the connecting rod; Guide the bearing body with the pipe of one of the holding
straps so that the separating faces lie parallel to each other.
Rotate the crank somewhat further upwards and remove

the stop pins 94323 with the sight chains 'K'.
- Push the connecting rod bolts upwards and fix them with the clamp 9. Lock the stays with locking
plates and screws. Screw in the fastening screws 10, holding the bearing upper part to the connect
ing rod foot, and tighten them firmly.
- Remove the holding straps 94317, screw the nuts on the connecting rod bolts and tension these in
accordance with sheet 330/2. Lock the nuts as instructed.
Attention! Before you continue rotating the crankshaft and/or shutting ~
the engine crank case doors, satisfy yourself once more, that
all four stop pins 94323 have really been removed from the glide paths.
The sight chains 'K' on the stop pins are drawing attention to un
removed stop pins.
Any modification to the thickness of the compression shims must be recorded in the engine docu~
ments (setting table).
Fit the screws'S' with which the holding straps 94317 are fastened to the crank pin bearing, into
the threaded holes 'X' of the straps, if the tool is no longer required.
®
2
101____.
--- ---
, ri-
+
' -:
9431.7 ib
1
7
'-- ""I t I, i
I+.
5
!
I I
9
-,-
.. NIt
+ If'
v, 0 -107. 125.759
x
DRAWN FOR RT 68
0- 107. 125.709
11. tilt
SULZER
Group: 330
RT
Inspection of ~o~er ~earing ~alvEs Sheet: 4
Key to Drawings
4 Holding pins 0',323 1a Cen"edi ng rod bo It 10 Fixing bolt
2 Eye bolts 2a Nut 11 Locking screw with
2 Liftinq devices of 1 ton 3 Connecti ng ro d locking plate
each 4 Crank pin 11a Clamp
Various wire ropes 5 Wooden pl ank 12a Locking cap
Pl ank (a ppro x. 5 Lower bearing half 13 Threaded ho 1e fo r F,
50 x 250 x 2000 mm) and 7 Upper bearing half 14 Dowel pin
tool s as 1i sted for jobs 8 Guide shoe 15 Dowel pin
on sheets 330/2 and/3 9 Guide path R E"8 :,: t
Holding bracket 94317
Inspection and Removal

Where a lower connecting rod bearing is to be removed, the connecting rod bolts la have to be
loosened according to Sheet 330/2 in the T.D.C. position. Screw an eye bolt R into each side of the
lower bearing half 6 immediately above the clamps lla (see Fig.'AI). The lower bearing half is then se
cured with two ropes and corresponding lifting devices.
The nuts 2a of the connecting rod bolts la are then removed and the lower bearing half 6 lowered onto
the bedplate floor by means of the lifting devices.
Attention! Do not damage threads and crank pin.
The crank is then turned towards the fuel pump side and the lower bearing half removed - sliding along
plank 5 - as shown in Fig. 'B'.
7
6 5
R
a
1':--;'---t-----tt--t-1
When the u p per hal f of the bearing only has to be inspected, proceed as follows according
to Fig. 'cr.
Turn the crank through oC towards the fuel pump side and insert the four holding pins 94323 into
the guide paths 9. Turn the holding pins with their eccentrics in such a way that they touch the
guide shoes.
Attention! Do not unscrew the fixing bolts 10 (see Fig. 'E').
o
- Secure the connecting rod with a rope or lifting device and turn the crankshaft to approx. 105 after
T.D.C. The bearing running surface can now be inspected.
L.B.
330/4a RT68,76,84
If however the bearing upper part must be removed, the crank must be rotated again upwards until the
crank pin has joined the bearing upper part. Unscrew the two fastening screws 10, secure the con
necting rod with a rope and lifting tackle, against a sideways swing and rotate the crankshaft again
iliili towards the fuel pump side (see Fig. 'o'l.
Hold the bearing upper parts~ the moment the bearing upper gart has separated from the connect
ing rod. then rotate the crankshaft downwards by further abt. 60 • Lift the bearing upper part with
a lifting tackle off the crank pin and with other lifting tackle out of the crankcase.
Remark: To steady the bearing upper part while the crankshaft is rotated, fix one of the holding
straps 94317 to the bearing upper part, and screw in the pipe belonging to it. (please refer
also to group 330 sheet 3).
© @
8
9~323
9
3
10 10
7
.J., =5f? RT 68
'" =59" RT 76
rJ, =600 RT 8~
'-107. '25.408 P!:d!:=::!b------I-----"""""b&::.:!l
Fitting
The fitting of a bearing upper or lower part is analogous to the removal in reverse sequence. Smear
the running surfaces liberally with new engine oil.
Whenever the bearing ,upper part is joined to the connecting rod foot, keep turning a 1ittl e more,
so that the four holding straps can be removed!
Turn the crank to T.O.C. lift the lower part of the bearing (Fig. IAI and tension the connecting rod
bolts in accordance with the instructions in group 330 sheet 2. (Do not forget to insert and tighten
the fastening screws 10).
11
12a
-···1-
2a 10 I
3
la 1I
" .I
la
7
I
t~bl L-- 15
1 rllfl
®
DRAWN FOR RT68
11a
6
p;;
I
I
L-- 13
l1a
v.O-'OZ'98.449
11.
SULZER CONNECTING ROD Group: 330
RT76 Inspection and, if necessary, replace
Sheet: 5
ment of Crosshead Bearing Shells
Key to Illustrations
2 Hydr. Pre-tensioning jacks 94314 1 Pi ston rod 7 Connecti ng rod
Hyd r. Tools acc. to sheet 2 Bearing upper part 8 Connecting rod bolts
330/2 3 Cro sshead 9 Retaining screw fo r
1 Ho 1di ng sti rrup 94319 4 Lower bearing body beari ng shell
3 Supporting pipes 94320 5 Beari ng shell 10 Screw plug
3 Interm. pieces 94321 6 Piston rod nut or piston 11 Clamps
1 Fastening device 94322 rod screw in short pis

1 Hydr. jack 94937a to n ro d
1 Check valve 94939
1 Hand lamp
The work to be carried out as described below necessitates the utilization of the hydraulic jack (tools
No. 94937a). In its lower part a check valve (94939) is screwed in, which contains a non return valve.
The check valve can be opened manually, by turning its hand grip counter clockwise, When the pump is
actuated, i.e. when the crosshead is lifted with the piston, the check valve must always be closed. With
the valve closed, oil can be pumped in, but it can not flow back.
This renders a sudden lowering of the load, in case of a burst HP hose, impossible and reduces the possi
bility of an accident to a minimum.
Moreover the load lowering can be minutely controlled by carefully opening the check valve when the
crosshead is very slowly lowered into the bearing, which is essential.
When operating this check valve keep to the following principle:
When raisino the crosshead the check valve must alwavs be shut (hand qrip turned clockwise) and for lowe
ring. the valve on the pump must always be first opened. and only then the hand grip on the check valve
very slowly turned in counter clockwise sense.
Remark: Description applies to long piston rod! Analogous procedure for short piston rod!
Inspecting Bearing Shells
Working Procedure:
- Rotate the crank of the respective cylinder to B.D.C. and ~ the fuses from the electric motor
switchgear of the turning gear!
- Fix the fastening device 94322 on the glide paths as shown in Fig. IF' on the fuel pump side (570 mm
above the bed plate).
- Loosen all four connecting rod bolts 8, of the two crosshead bearings, using the hydraulic device as
described in sheet 330/2, remove their nuts and place the connecting rod bolts on the fastening device
or the crank webs respectively, after the clamps 11 have first been loosened and removed.
- Mount the holding stirrups 94319 on both bearing upper part 2 as shown in Fig. 'E' and tighten with
four screws. (The screws are set in the threaded holes of the stirrups when the tool is not used).
- Place the hydraulic jack 94937a with check valve 94939, on the intermediate piece 94321 (24 mm) as
shown in Fig. 'A'. Move this stack (jack + interm. piece) under the crosshead immediately near the pis
ton rod nut, or piston rod screw 6, respectively. Connect the jack to the HP oil pump by the HP hose
(see also arrangement 'E' on sheet 940/0).
- Actuate the pump and raise the crosshead sufficiently to place the supporting pipe 94320 (L = 304 mm)
for safeguard centrally under the piston rod or piston rod screw head 6 (Fig. 'B').
- When the supporting pipe is properly in position lower the crosshead slowly onto it. For safety reasons
the jack is again raised till it rests firmly against the crosshead (check valve closed).
- In this configuration the bearing running surface can be inspected with the aid of a hand lamp.
- The inspection completed, raise the crosshead slightly, remove the supporting pipe and lower the cross
head agai n s low 1 y until it has come to rest in the beari ng shell s.
330/50 RT76
1984
330/5b RT76
Removal and Fitting of Bearing Shells

10
- If the findings of an inspection necessi
tates a removal of bearing shells, raise
the crosshead sufficiently to place the
supporting pipe 94320 (L = 304 mm) under
the piston rod, or piston rod screw respec
®
tively (Fig. 'BI).
2
- Release the pressure and place the interme
diate pieces 94321 a+b (24 mm + 162 mm) un
der the jack.
- Actuate the pump until the supporting pipe
(L ; 456 mm) can be placed underneath.
(Fig. 'ell.
- Release the pressure and place the interme

diate pieces 94321 a + b (24 + 314 mm) un
der the jack.
With this stack combination raise the cross
head until the longest supporting pipe

11
(L ; 608 mm) can be placed under the piston
rod, or the piston rod screw respectively
(Fig. '0 1 ). For safety, raise the jack till

4 -107.197. 078
it rests firmly against the crosshead (check
valve must be shut).
- Loosen and remove the retaining screws for

bearing shells 9. which hold the bearing shell in the separations. (Two screws per shell, Fig. 'G'
and remove the bearing shells using grip screws.
Before inserting the new bearing shells, ascertain that the crosshead is still in good condition.
- If this is confirmed, clean the bearing bore on both bearing lower parts with a clean cloth.
It is of utmost importance that under no circumstance dirt or other foreign parts are entering
between bearing shell and bearing lower part!
- The contact surfaces of the shell rear side and the bore of the bearing lower part must be free
from damage. Immediately before inserting the bearing shells pass over them with an oily hand so
that a trace of oil only is on them.
- After placing the new bearing shells, they must lie in the bearing body in such a way that they
protrude on each side of the separating face by the same distance. The protrusion must exist on
no account may any material be filed away from the separating faces of bearing body or bearing
she11.
- Smear the running surface of the bearing shell liberally with new engineoil. In case the engine
has to be rotated frequently with the turning gear and the start of the engine not immediately
envisaged, it is advisable to use a mixture of 2/3 steam engine cylinder oil and 1/3. normal engine
bearing oil. A drilling in the bearing upper part, closed with a plug to prevent the entry of dirt.
can be used for adding this lubricant after removing the plug, as often as required while the pres
sure oil lubrication is not available. There are also special oils available for this purpose.
- To lower the crosshead proceed in reverse sequence to its raising, whereby the supporting pipes
and/or intermediate pieces are exchanged against progressively shorter ones.
When the crosshead lies again in the bearing shells, remove the holding stirrup 94319 again from
the bearing upper parts and replace the two screws thereof in the threaded holes provided in them.
Pull up the connecting rod bolts, tension them following the procedure described in sheet 330/2.
- Before replacing the fuses to the switch gear of the turning gear electric motor make absolutely
certain that the fastening device 94322 and all the other tools are removed from the engine.
1984
SULZER
Group: 330
RT rte~oval aGi ?itt~ng Sheet: 6
of a Connecting Rod

4 Ho 1di ng pi ns 94323 Lower half of upper 4 Upper half of lower
1 Suspensi on devi ce 94311 connecting rod bearing connecting rod bearing
Various ropes 2 Connecting rod 5 Underl ay
and lifting devices 3 Swinging links for 6 Connecting angle bracket
Hydraulic tools acc. crosshead lubrication
to Sheet 330/2
A connecting rod can be removed and fitted without either the piston or the crosshead having to be
removed. The instructions for this are to be found overleaf.
Note: In order to protect the crank pin, it is best to wrap a solid protective bandage (such as thick
leather or similar) around it immediately after lifting the connecting rod and to remove it only
shortly before placing the connecting rod with the bearing on the crank pin.
With regard to loosening and pre-tensioning of connecting rod bolts and removal and fitting of
beari ngs, see i nstrueti ons on Sheets 330/1 to /5.
Brennstoffpumpen - Seite Abgas - Seite

FUELPUMP - SIDE EXHAUST -SIDE
Gezeichnet fur RT58

DRAWN FOR RT58
1
2
5 Motor
oL 13
Engine
6
RT 58 ~8 0 17
0
56 ~
0
RT 68 22 0
RT 76 59 19
0
RT 8~ 60 13(
1-107.197.304
L.B. 5.84
330/6a RT
Removal
- Turn the crank of the cylinder in question to T.D.C., loosen the lower connecting rod bolts and re
move the bottom half of the lower connecting rod bearings according to Sheets 330/2 and 330/4.
- Turn the crank to ~ and remove the bearing covers of the upper connecting rod bearings accord
ing to Sheets 330/2 and 330/5.
- Rotate the crank towards the exhaust side(~oc before T.D.C. see Fig. Position 'A')
- Loosen the swinging link 3 for crosshead lubrication from the crosshead and let it hang down from
the stand.
Insert four holding pins 94323 into the guide paths and turn them until they make contact with the
guide hoses.
Secure the upper end of the connecting rod by means of a heavy wire and lifting device 'a' (Fig.
position 'A').
- Slowly turn the crankshaft towards the exhaust side and s i m u 1 tan e 0 u sly ease the
load on the lifting device 'a' so that the connecting rod drops and swings out towards the fuel pump
0
side. This can be continued until the crank is approx. 17 before B.D.C. (Fig., position 'B').
- Release the load on lifting device la' until the connecting rod end lies on the connecting angle
bracket (position 'B'). As a suitable underlay 5, a piece of old car tyre could be used.
- Secure the connecting rod at its lower end by means of a heavy wire 'b' and suitable lifting device
(pull the wire through the connecting rod bolt holes, see Fig., position 'B').
- Relove the upper wire and lifting device 'a' and separate both lower bearing halves 1 of the upper
connecting rod bearing from the connecting rod and take them out of the engine.
- Screw the suspension device 94311 onto the connecting rod, using the four bolts intended for this
purpose which are screwed into the threaded holes (M24) of the suspension device.
- Using the lifting devices 'c' and 'b', lift the connecting rod off the crank pin and pull it a
little way out of the crankcase (Fig., position 'C'). Protect the crank pin with protection bandage.
- Once the connecting rod has been pulled out of the crankcase sufficiently, replace the wires 'b'
by 'd' and 'c' by 'e' and lift the connecting rod out completely.
Fitting
The procedure for fitting the connecting rod into the engine is the same as for removal, only in
reverse order (the position of the crank is the same as shown in the Fig., position 'B'.
- Do not remove the protective bandage from the crank pin until shortly before the connecting rod with
its lower connecting rod bearing has landed on the crank pin. Bearing and crank pin must be undama
ged. The running surfaces should be thoroughly oiled with clean lubricating oil before placing the
connecting rod onto the crank pin.
- Turn the crankshaft so that the crank pin moves upwards, simultaneously holding the connecting rod
in a sloping position by pulling with the lifting device 'a'.
- Before the upper connecting rod bearings make contact with the crosshead, the running surfaces of
these parts must be cleaned again and oiled with clean lubricating oil.
- Now turn the crank to T.D.C. and remove the four holding pins 94323 from the guide paths.
- Finish assembling the lower connecting rod bearing, pretension and secure the connecting rod bolts.
- Remove wires and lifting devices from the engine and turn crank to B.D.C" Now fit the bearing co
vers of the upper connecting rod bearings, pretension and secure the connecting rod bolts.
- Bolt swinging link 3 for crosshead lubrication onto the crosshead and secure.
L.B. 2.84
SULZER
Group: 332
RT CROSSHEAD
Checking the Clearances Sheet: 1

1 Feel er gauge 94238 1 Crosshead 16 Crosshead bearing
possibly 94123 6 Guide shoe lower part (upper connecting
4 Screw jacks 10 Holding cover rod bearing)
14 Gui de rail fo r 18 Column secti on
guide shoe (fue 1 pump side)
[Qr RT 58 see also execution 15 Adjusting shims 18a Col umn section
alternative' AI in group 332 (exhau:s~ side)
"f the instrict;cn manua1.
Brennstoffpumpenseite
FUEL PUMP SIDE
1JP~~J--_--18-- _ _U~P~
6
10 10
~zZifZ~rt-----18a----I!tl~~tF.
Abgasseite
2-107.198.857 EXHAUST SIDE
gezeichnet fiir RT 76
DRAWN FOR RT 76
During a major overhaul, or when a crosshead is removed for any reason whatsoever, the opportunity is
to be taken to measure the various running clearances and to check them against the values of the
Table of Clearances 012/2, in order to determine any wear.
For measuring the clearances, follow the instructions given below:
Clearance a1 (radial clearance between crosshead pin and bore of the guide shoes)
This clearance is very difficult to measure in the engine. The most expedient way is to
determine it with the crosshead removed by measuring the pin diameters as well as the
guide shoe bores with micrometers.
L.B
332/1a RT
Cl earance bl (Cl earance between gui de shoes and guide paths )

0
The crank pi n shoul d be in hori zontal posi ti on (90 ) on the exhaust si de. In thi s posi
tion' the crosshead pin is pressed automatically by the connecting rod against the guide
paths on the fuel pump side, thus leaving the full clearance on the opposite side. This
clearance can then be determined using a long feeler gauge on the upper and lower end
of the guide shoes.
Cl earance cl (Axial clearance between guide shoes and gUide rails)

and c2 The crank must be in the same position as for measuring clearance bl. In order to obtain
reliable figures, the guide shoes must be pushed outwards axially until they press
against the holding covers 10.
In order to do this, use four screw jacks, each consisting of a screw - with a tommy bar
welded onto its head to hold it - and a long nut, as shown in the sketch below. These
four screw jacks are placed on both sides longitudinally, top and bottom, in the centre
of the crosshead.
The clearances should be measured at the top and bottom of each guide shoe and their
mean value used as a figure for comparison, with the value on clearance table 012/2.
2 Schraubwinden
Screw jacks
Kreuzkopf Gleitschuh
Crosshead Gui de shoe
Handgriff
Handle
2 - 107 157720
2 Schraubwinden
Screw jacks
L.B. 2.84
SULZER
58
CROSSHEAD Group: 337
RT 68
Removal and Fitting of a Crosshead Sheet: 3
76
with Piston Removed (Normal Case)
84

4 Holding pins 94323 1 Crosshead
x}suspensi on
1 Suspensi on 94324 2 Swinging link pipe Y Points for lifting
device 3 Crank pin Z devices
Yare spanners 4 Gui de shoe
Yare lifting
devices and wire

ropes DRAWN FOR RT 58
o ® a
1
94324
z 94324
94323
Motor
Engine
A /1
0 0
RT 58
48 0 163
0
RT 68
56 0 158
0
RT 76
59 161
0
RT 84
60 167
Should a crosshead have to be removed, it would

normally be done at a time when the piston has al
ready been pulled and, if possible, the piston rod
@ gland has also been removed (overhaul).
Although it is possible to remove a crosshead with
the piston remaining in the engine, the work invol
ved is quite considerable and presents virtually
no time saving so that this method should only be
used in exceptional ,cases.
L.B. 9.89
337/3a RT 58,68,76,84
Removal (see Fig. 'AI and IBll

After the piston has been pulled, proceed as follows:
- Remove lub. oil pipe for the main bearing and blank off the opening thus exposed with blank flange.
- Remove the thrust bolts above the main bearings on both sides.
- Turn the crank of the cylinder concerned to B.O.C.
- Separate the swinging link pipe 2 for crosshead lubrication from the crosshead and simply let it
hang from the longitudinal frame.
- After slackening them off, remove both bearing covers of the upper connecting rod bearings from the
crankcase.
Note: The further description of the removal procedure refers to the removal of the crosshead on the
fuel pump side as shown on Figs. 'A', 'B' and 'cr. It is also possible to remove the crosshead
from the crankcase on the exhaust side. In thi s case the work woul d be as a mi rror image.
- Turn the crank pin 3 to /l before 1.O.C. (see Fig. 'A'l and secure the connecting rod with two
lifting tackles and wire ropes from both the fuel pump and exhaust sides; hang the suspension de
vices from 'X' and 'yr.
- Lead the suspension device 94324 through the piston rod bore on the crosshead and tighten it. Con
nect the device to the crane with a wire rope 'a'. In the case where the piston rod gland is not to
be removed care has to be taken to ensure that the wire rope does not damage the scraper rings when
lowering or raising the crosshead later; install some protection.
- Using the crane, raise the crosshead only so far until it is out of the upper connecting rod bearings
Should the crane have to be used elsewhere, the crosshead can be supported at the height shown on
Fig. 'A' and 'B' (crank pin at approx. J:. before 1.o.c.l using the holding pins 94323 (pin holes
are already in the guide pathsl. It can be held there until the connecting rod has been laid onto
its side.
- Carefully ease off the lifting tackle at suspension point 'X' on the fuel pump side which secures
the crosshead while simultaneously gently tightening the other lifting tackle suspended at 'Y', thus
swinging the connecting rod out towards the exhaust side.
- Lower the connecting rod onto the edge of the connecting angle bracket. To protect the supporting
position, cushion it with a suitable underlay such as a wooden plank, tyre or similar.
- On engines equipped with a power take-off (P.T.D.) it will also be necessary to remove both the lower
bearing halves of the upper connecting rod bearing for the cylinder at this level.
- Using the crane and rope, lower the crosshead until its guide shoes come to rest on the crank webs.
Suspend a lifting device from IZ', another outside the engine and lead both their wires or chains
through the suspension device 94324.
Once the crosshead has been raised again slightly from the crank webs by means of these two lifting
devices, the crane wibe 'a' can be released and separated from the crosshead. Turn the crosshead ho
rizontally through 90 (Fig. 'C'l.
By pulling on the suspension device outside the engine and releasing that of rbI, the crosshead can
be 1ed out of the engi ne. It can then be taken over by crane wi re 'd'.
9.85
L.B.
337/3b RT 58,68,76,84
Fitt ng
~) Fitting follows in the same way as removal, however in reverse order.
- Where no crane is available which can lift very slowly, it is recommended that a heavy-duty lifting
tackle be mounted between the crosshead and the crane hook. With its aid, the guide shoes can be led
up into the middle part of the columns very slowly and carefully (finally raise further with the
crane) •
- Before leading the guide shoes into the guide path bars, liberally lubricate their running surfaces
with clean oil. In order to ease fitting, the bolts of two guide bars on the same longitudinal side
can be slackened off to give more axial clearance. These must, of course, be tightened and secured
again afterwards. In any case, the guide shoes must be pushed fully outwards to fit them.
- The crosshead is to be lifted with the crane so far until the connecting rod can be raised again
with the aid of the lifting device hung on suspension bracket at 'x'.
- After the bearing running surfaces have been wiped clean and lubricated with clean oil, lower the
crosshead into the bearings. Now remove the suspension device from the crosshead.
- Mount the bearing covers, then tighten and secure the connecting rod bolts according to instructions
(see Sheet 330/2).
Remove the securing wires from the connecting rod.
~ - Bolt the swinging link pipe 1 for crosshead lubricating oil back onto the crosshead and secure it.
- Fit the piston and tighten the piston rod nut or bolt (see Groups 340/2 and 340/3).
- Refit the lubricating oil pipes to the main bearings and secure them. Finally, with the lubricating
oil pump, running, check to see that the crosshead, lower connecting rod bearing as well as the main
bearings are being supplied with oil.
L.B. 9.85
SULZER
Group: 340
RT Removal of a ~orking ?iston Sheet: 1
Key to Drawings
1 Piston ring tensioning device 94332 1 Fi stan ski rl
1 Cl ampi ng devi ce 94339 2 Fiston rod
1 Suspension device 94341 3 Heavy type dowel pin
1 Thread tap 94348 4 Bo 1t
2 Suppa rts 94350 5 Platform girder
1 Device for loosening 94356
the piston ro d bo 1t
Extracti ng screw for 94381
stand pipes
Piston removal
Pi stan pl aci nq
Shaul d a pi stan removal become

necessary when the ship is hea
vily listing, the application
of the fixation device 94339
as shown in group 340 sheet 2
94350 is recommended with the direc
/
( tive to sheet 340/2a!
Before removing a piston, the following preparations

have to be made:
Drain the water from the cylinder jacket in question
and remove the cylinder cover (see 271/1 and /2).
- Turn piston to B.D.C., loosen piston rod nut and

remove (see 340/3a).
- Grind away the wear ridge at the top of the cylin
der liner running surface (see 214/4).
- Turn piston to T.D.C. Remove combustion deposits 1-107. 197. 300
from the threaded holes in the piston crown, using the thread tap 94348.
- Screw the suspension device 94341 onto the piston crown and connect it to the crane. (Check once
more whether the piston rod nut has in fact been removed).
Procedure for Removal

- Usi ng the crane, pull the pi stan out of the cyl i nder 1i nero
L.B. 6.86
340!la RT
- In the event that the piston does not have to be dismantled but only cleaned, it can be placed on a
girder of the upper platform. First bolt on both supports 94350 to one of the pre-selected platform
girders to take the piston. Depending on the number of cylinders, several platform girders are so
made that further pistons can be placed after removal of the floor plate. See also the details and ~
arrangement of both the supports on the following illustrations.
- Remove the piston rings by means of the tensioning device 94338 and thoroughly clean the outside of
the piston (do not use any tools that might damage the surface!).
Measure the piston ring groove depths and determine the axial clearance of the piston rings (see
Table of Clearances 012/7). (If a piston has to be turned, the piston cooling telescopic pipes are
to be fixed with the clamping device 94339 to protect them against bending).
- Remove the piston cooling stand pipes, using the tool 94381 (see Sheet 360/1). The glands of the
piston rod and the piston cooling stand pipes must also be removed so that they can be cleaned and
examined.
Attention! A little water always runs out during removal of the stand pipes. Care must be taken
somehow that this does not get into the oil.
- Maintenance work on the cylinder liner can now be carried out as well (measuring the bore, rounding
off of scavenging ports, according to the instructions given under Groups 214 and 215).
- Should it be necessary to dismantle the piston, follow the instructions on the sheets of Group
340/5.
2
1 .-1!
-+
94350
I-I 5
-(7
L.B. 2.84
SULZER
Group: 340
RT REmoval of a ork i n ?i ~ t o~ Sheet: 1
(",T: : h short icon ro')

Pis a ring ensioning 94338 1 p's on skirt
de ice 2 Pisto(\ rod
Clam pin 9 de" ce 94 33~ 3 teavy type do el pin
Suspension device 94341 ~ Bo It
Thread tap 94348 5 Platform girder
2 Supports 94350
1 Device for loosening
Pi stan
the piston rod bolt 435&
Extracti ng screw 94381
for stand pipes

.94341
/
Piston placing
I Should a Qiston removal be

:-t
, ,
come necessary when the
shi pis heavil y 1i sti ng, the
application of the fixation
device 94339 as shewn in
group 340 sheet Z is recom
mended wi th the di reeti e to
sheet 340/Za!
Before removing a pisto , the following preparations

have to be made:
Drain the water from the cylinder jacket in question
and remove the cylinder cover (see 271/1 and /Z).
Turn piston to B.D.C., loosen piston rod bolt and
lower (see 340/3a) .
- Grind away the wear ridge at the top of the cylin

der liner running surface (see 214/4).
- Turn piston to T.O.C. Remove combustion deposits
1 - 107. 197. 099
from the threaded holes in the piston crown, using the thread tap 94348.
- Screw the suspension device 94341 onto the piston crown and connect it to the crane. (Check once
more whether the piston rod bolt has in fact been removed from its thread).
Procedure for Remo al
- Using the crane, pull the piston out of the cylinder liner.
K.K to. L.B. &.86

340/1a
- In the event tha the piston does not· ave to be ismantled ut on y c eaned, it can be placed on
girder of t e upper platform. c· st olt on both supports 9k350 to one of the pre-selected olatform
girders to ta~e the ois o. ependi g on the umbe 0': cylinders, several platform girders are so
made that furt er p'stons can be placed af'er re ova o~ t e flo r p ate. See a so he details and
arrangement of both e supports on t' e -ol1owing i strations.
- Remove he piston rings y means of t e tensioni g device 94338 and hor ugh1y clean he outside of
he p'ston (do not use any 1s hat migh damage t e surface!).
Measure the piston ri g groove depths and determi e t e axial cleara ce of the piston rings (see
Table of Clearances 012/7). (If a piston has a be tu ned, the piston cooling 'elescopic pipes are
to be fixed with t e clamping device 94339 to protect them against bending).
- Remove the pi ston cooling stand pi pes, usi ng the tool 94381 (see Sheet 360/1). The gl ands of the
piston ad and the piston cooling stand pipes must also be removed so hat t ey can be cleaned and
exa i ed.
Attention! A little water always runs out during removal of the stand pipes. Care must be taken
somehow that this does at get into the oil.
- Maintenance work on the cylinder liner can now be carried out as well (measuring the bore, rounding
off of scavenging ports, according to the instructions given under Groups 214 and 215).
- Should it be necessary to dismantle the piston, follow the instructions on the sheets of Group
340/5.
2
I _1=F1=I~-- --l.1
94350
I-I 5
-(f;- -(17 ~- "n '" 302
L.B. 2.84
SULZER
Group: 340
RT ?itting of a ~orking ?iston
(hith long piston red)
Sheet: 2
Too~s: F rep a rat ion s

Sistor ring tensionirg 94333 • Fit the pi ston rings (see Sheet 342/2).
device
1 Clac.pjr,g de.Jice 9433? .Liberally lubricate piston rings, piston skid, pis
Suspension device 94341 ton rod and running surface of the cylinder liner.
Inserti ng cone 94342 • As a check, turn the cranks of the cylinder 1ubricat
Guide cone 94343 ing pumps until oil flows out of all the lubrication
Centering disc 94346 points in the cylinder liner.
Device for tightening 943S5
the piston rod nut • The cover for the gland space (on fuel pump side) is
Various spanners to be swung out.
"'---'. 94341 94342
~0
94339
(LJ
®
~
E# c:::=:J2J
~,,~_ +---f ~-++---94346
DRAWN FOR RT 58
0- 107 197. 076
L.B. 4.85
340/2a RT
• The three-piece scraper ring and the three-piece sealing ring with locating bracket and garter
springs for the upper gland group of the piston rod (marked with arrows on Fig. IB') must not yet be
fitted. The same applies to the gland groups of the piston cooling pipes (marked with arrows on Fig.
, CI ). "-'"
eRemove the stand pipes of the piston cooling box if this has not already been done (see Sheet 360/1).
eBolt the guide cone 94343 onto the piston rod end (there must be no axial clearance between piston
rod and cone). Under no circumstances may there be any burrs or dents on the tapered surface of this
cone since these would damage the edges of the piston rod gland scraper rings.
eBolt the centering disc 94346 to the bottom of the piston rod (see Fig. '0 1 ).
.Check the mating faces of the piston rod and crosshead. These must also have neither grooves nor
dents.
o
.Turn the crank of the cylinder concerned through about ~ to the fuel pump side.
ePlace the inserting cone 94342 onto the cylinder liner (Fig. 'AI). Its bore must not have any burrs
or suchlike and must be liberally coated with oil.
Fit tin g of a Pi ston

After carrying out the preparations described previously, the piston can be fitted as follows:
- Place the piston over the cylinder liner and slowly lower it. Check to ensure that the guide cone "-'"
94343 can be inserted into the piston rod glands without restriction.
- Once the piston has been lowered until the bottom piston ring is at the height of the inserting cone,
0
turn the piston rings until their gaps are staggered at 180 to each other in the engine longitudinal
direction.
Slowly lower the piston further until its telescopic pipes are very slightly above the piston cooling
pipe glands. One man must carefully watch this phase of fitting and tell another one, who is on top
of the engine, in which direction he has to turn the piston so that the telescopic pipes can enter
the glands without touching.
Attention: The piston must only be turned using the suspension device. Never use the telescopic pipes
for this purpose.
- Now lower the piston further until the guide cone can be removed from the piston rod.
- Finally, lower the piston until the piston rod rests on the crosshead, making sure that the centering
pin on the crosshead enters correclty into the piston rod.
- Ease the load on the crane wire a little.
- Unscrew and remove the centering disc 94346 from the piston rod.
- Coat threads and contact surface of piston rod nut with MOLYKOTE paste G. Screw the nut on and tigh
ten by hand.
Turn piston to T.D.C., remove suspension device and turn piston to B.D.C. for tightening of the
piston rod nut (refer to Sheet 340/3).
- Fit stand pipes into the piston cooling box and secure them (see Sheet 360/1).
- Complete assembly of glands for piston rod and piston cooling pipes.
- Remove all gear and tools, etc. from the engine and fit cylinder head.
Remark! Should the necessity arise of having to fit a working piston while the ship has a bad list or
during heavy seas, it is advisable additionally to instal the clamping device 94339, which in
this instance has the duty of guiding the piston rod safely through the cent~e of the piston
rod gland. The device is then to be removed.
L.B. I, oc:
SULZER
Group: 340
RT F~Lr ~~: ~ ~q~rki~g ?is on
Sheet: 2
(',T ~t 3~ort p~c:,'n r0-)
Freparations
~L ~ , c::
'J;ry bar: .J I I .... • Fi t 'he pi stan ri ngs (see ~hee t 342/2).
;:istor rir~ :ersiorirg
ae ice
• L'berally lubricate oiston rings, pis 0 skirt, piston
Cia:;pir; device 34235
rod and running surface of the cylinder liner.
Suspensior bracket 94341

.As a chec, turn the cranks of he cylinder lubricating
,serb ng cone 94342 pumas until oil flolls out of all the lubrication points
Guide cone 94343 in the cylinder liner.
Devi ce for li fti ng t' e 94344
pi stan rod bo 1t
• The cover for the gland space (on fuel pump side) is to
Device for tightening 94355 be swung out.
the piston rod bolt

arious spanners
94341 94342
~0
94339 a::::J
®
~
©'f c::JEJ
94343
gezeichnet fur R T 58
DRAWN FOR RT 58
o- 107. 197. 077
K.Ksto. L.B. I, QC
340/2a RT
e The three-piece scraper ring and the three-piece sealing ring with locating bracket and garter
springs for the upper gl a d group of the pi stan rod (marked wi th arrows on Fi g. I BI) must not yet
be fitted. The same applies to the gland groups of the piston cooling pipes (marked with arrows on
I~'
Fig. Ie') •
• Re ave the stand pipes of the piston cooling box if this has not already been done (see Sheet 300/1).
eSolt the guide cone 94343 onto the piston rod end (there must be no axial clearance between pisto
rod and cone).
Under no circumstances may there be any grooves or dents on the tapered surface of this cone since
these would damage the edges of the piston rod gland scraper rings.
eThe centering part on the lower end of the piston rod must be undamaged and coated with oil.
Check the mating faces of the piston rod and crosshead before fitting. These must also be clean and
have a grooves or other damage.
0
eTurn the crank of the cylinder concErned through about 90 to the fuel pump side.
• Place the inserting cone 94342 onto the cylinder liner (Fig. 'A'). Its bore must not have any burrs
or suchlike and must be liberally coated with oil.
eThe internal thread in the end of the piston rod has to be lightly smeared with Molykote paste.
, '-.-/
Fit tin g of a Piston
After carrying out the preparations described previously, the piston can be fitted as follows:
- Place the piston over the cylinder liner and slowly lower it. Check to ensure that the guide cone
94343 can be inserted into the piston rod glands without restriction.
- Once the piston has been lowered until the bottom piston ring is at the height of the inserting cone,
0
turn the piston rings until their gaps are staggered at 180 to each other in the engine longitudinal
di recti on.
Slowly lower the piston further until its telescopic pipes are very slightly above the pi ston cooling
pipe glands. One man must carefully watch this phase of fitting and tell another one, who is on top
of the engine, in which direction he has to turn the piston so that the telescopic pipes can enter
the glands without touching.
Attention: The piston must only be turned using the suspension device. Never use the telescopic pipes
for this purpose.
- Remove the guide cone 94343 as soon as the lower end of the piston rod has passed the piston rod
gland.
Finally, lower the piston until the piston rod rests on the crosshead, making sure that the center ~
ing pin on the crosshead enters correctly into the piston rod,
- Ease the load on the crane wire a little.
Lightly smear the contact surfaces of the piston rod bolt with Molykote paste. By using the lifting
device 94344 which has been placed centrally under the bolt head, raise the bolt with the aid of a
lever. At the same time turn the piston rod bolt head and then screw it in by hand (see Fig. 'E'l.
- Turn piston to T.o.C., remove piston suspension device and turn pistan to 8,D.C, for tightening of
tne piston rod bolt (see sheet 340/3).
- Fit stand pipes into the piston cooling box and secure them (see sheet 360/1).
- Complete assembly of glands for piston rod and piston cooling pipes.
- Remove all gear and tools, etc. from the engine and fit cylinder head.
Remark! Should the necessity arise of having to fit a working piston while the ship has a bad list or
during heavy seas, it is advisable additionally to instal the clamping device 94339, which in
t is instance has the duty of guiding the piston rod safely through the centre of the piston
rod gland. The device is then to be removed.
K.Kstg. 1.B. 4.86

J40/2b RT
2 -107.157. 721
K.Kstg. L.B. 2.84

SULZER
HORKING PISTON Group: 3QO
RT76 Loosening and Tightening of Piston Rod Sheet: 3
and Piston Rod Scre'" Respectively

Tightening device complete 94356 1Pi ston rod 10Check valve on the HP pump
HP-Oi 1 Pump 94931 2Piston rod nut 11Hydr. HP oil pump
Pressure gauge 94932 2a
Pi ston rod screw 12HP hose
HP Ho se 94935 3Cross head 13Pressure gauge
Hydr. Jack 94937 5Holder for jack L Empl acement for holder
Round bar 94115 6Hydr. jack 5 when loosening
Feeler gauge 94122 7Special spanner F Emplacement for holder
8 Spanner holding pin 5 when Tightening
<, T Kufbel 22° iiber U. T. P schalten

TURN CRANK 22° ABOVE B. D. C.
_ L_---t--+ir- 1
I,
5 i
(9Io3$Q}U
2a 8 2
(9~356c)
(9~932) I-I
Remarks:
13
The ill ustrations shows the tightening device
(94931) (9~935) 94356 when tightening the piston rod nut 2 or
11 12 the piston rod screw 2a respectively. For the
latter alternative execution (with short piston
rod) please place in the text below the piston
10 ---:'=1 _==> rod screw 2a wherever the piston rod nut is men
1
tioned.
II-II
~/+-/~=~:···~~
For either tightening the piston rod fastening,
or for loosening it, always use the tightening
J,' device 94356, which consists mainly of special
spanner 7, spanner holding pin 8, jack 6, hol-
der for jack 5 and the HP oil pump.
Mount a platform of boards in the crank case,
permitting safe_ standing for the work process.
Fasten the jack holder 5 onto the resgective
engine column. Rotate the crank to 22 after
B.D.C ••
Iv. 1-107.197.395
100 I.
340/3a RT76
Working Procedure for Loosening

- Loosen the locking screws of the piston rod nut 2 and remove them with the locking segment.
- Connect the hydraulic jack 6 to the HP oil pump 11 with the KP hose and place it into the holder
5 (jack piston pressed completely to initial position).
- Place the special spanner 7 on the nut 2 in such a way, that it stands nearest possible to the
piston of the jack 6, fasten the spanner in this position with the spanner holding pin 8.
- Actuate the HP oil pump 11 and act upon the spanner 7 with the hydro jack 6, till the screwed
fastening is loose. (It might be necessary to re-grip, i.e. release the pressure, push the jack
piston back to initial position and reset the spanner until the nut is sufficiently loose to per-
mit turning it loose manually with the round bar).
To preserve the tool, never use the full stroke of jack.
Working procedure for Tightening:

- Clean the thread of the piston rod and the seating surface of the nut and coat them with molykote
paste G.
- Fit the nut 2, turn it with the round bar till it is seated and tighten it with the special
spanner 7 by a strong jerk (check with the feeler gauge whether the nut is actually fully seated).
- Mark the position of the toothed nut 2 to the crosshead 3 with an inking pen or similar.
- Fix the holder 5 on the left near the nut 2 and place the jack 6 which is connected to the HP oil
pump, into the holder.
- Place the special spanner 7 on the nut 2, so that it stands as near as possible to the piston of
the jack 6, and fasten it with the holding pin 8 in this position.
- Actuate the pump to act on the spanner with the jack until:
0
the nut 2 on engine with 'long piston rod' turned by 6 teeth (~ angle 10(' 30 )
the screw 2a on engine with 'short piston rod' turned by 11 teeth (~ angle
0
'0<' 55 )
- Remove the tightening device and lock the piston rod nut 2 with the toothed segment and two screws
The screws themselves to be locked with locking plates.
- Remove all tools and working accessories from the engine and store.
Loosening and Tightening with Spanner and Hammer

Should the hydraulic devices not be available, a heavy hammer can be used in place of the hydraulic
jack, with which the spanner is hit.
The preparations concerning cleaning, use of molycote paste G as well as tightening angle 'CX:'
remain unchanged.
1984
SULZER Working piston Group: 340
RT76 Checking the piston crown
Sheet: 4
Too 1s:
1 Template 94366
The shape of the piston crown is to be checked with the template 94366
and feeler gauge 94122 (provided in the tool kit) whenever the piston
is removed. The template is to be mounted on the upper piston ring and
turned about the piston axis.
In cases where only light burnt-off positions are established, it is quite
enough to grind or file them down and to smooth out the sharp edged marginal
zones with emery cloth.
Should the burning off prove to be more serious, i.e. to a depth of in
excess of X = 9 mm, the original wall thickness is to be restored by
means of build-up welding, for which the top part of the piston is to
be di smantl ed.
Special welding instructions, which contain all the necessary detailed in-
formation, can be obtained from the manufacturer for such repairs.
Before the engine is started up again, efforts should be made to establish
the cause of such burning and to remedy same.
The burning maY'be attributable to:
- poor combustion, poor quality nozzles, heavy local
coking on the piston crown.
94366
Kolbenring
PISTON RING
4 -107.240.226
5.87
SULZER
ltJORKING PI STON Group: 340
RT Dismantling and Assembling
Sheet: 5
Tool s: Key to Drawi ngs

1 Spanner 94329 1 Piston crown 21 Round nut
1 Piston storage stand 94336 2 Pi stan rings 22 80 It
1 Clamping device 94339 3 Pi stan ski rt 23 Locki ng di sc
1 Suspension device 94341 4 Waisted bolts 24 10' ring
1 Suspension bol t 94345 5 Rubbing rings 25 Backing flange
2 Jacking bolts 94363 6a "Short piston rod" 25a Connecting piece
2 Bo lts 94364 6b "Long piston rod" (water i nl et)
1 Eye bolt (R) M42 (onl y for RT58) 7 Nut 25b Connecting piece
1 Spanner, type 330 8 Dowel pi n (water outlet)
9 Locking plate 26 '0' rings
10 Bolt AL 1 Threaded holes for
11 Pi stan rod nut jacking bolts
12 Piston rod bolt AL2 Threaded hole for
13 Locking screw jacking bol ts
'---'
14 '0' ring G Thread also for eye bolt
15 Locking screw H Wooden underl ay
16 Locking plate R Eye bolt (only for RT58)
17 Bolt WE Water inlet
18 '0' rings WA Water outlet
19 Telescopic pipe
20 Bolt
0 94341
94339'------......id:J
Kurze Kolbenstange Lange Kolbenstange

SHORT PISTON ROD LONG PIS TON ROD
94345
R (only for RT58)
0-107.197.009
T • R. 5.84
'I ~ • • I~
@ R (only forRT58)
94345
/94345
1// 6b
/6a .-
/'94339 '-',
~; 19
/
! \
Kurze Kolbenstonge Lange Kolbenstonge
SHORT PISTON ROD LONG PISTON ROD
/6b
/
3 25a(b)
4"
51
Xl
p- Fig. 0) Fig. b) Fig. c) Fig. d)
( ( ( ( "
340/5b RT
I-I
G
11 12
©
gezeichnet fur R T 58
DRAWN FOR RT 58 G
B
6a
ALI ~-y
17
16
15
'~
l',
13 1
C'I
~ 20
25a
N-N 21 WE
---M,~~- --J,,-~-1- I
WA
10
9
25b
22 23 ALI 9-107.195.547
L.B. 2.84
340/5c RT
A) Dismantling (see also vari2i'1t according to section C)

Shou1 d it be necessary to di smant1 e a pi stan
(cleaning of cooling spaces, re-machining of the
@ ring grooves, etc.), it must first be inverted as ~
shown on Fig. lA' and placed on a solid wooden un-
derlay with the piston crown facing downwards. The
telescopic pipes have to be fixed with the device
94339 to protect them against bending.
Fig. a) Piston in dismantling position.
94363 Fig. b) Lifting of piston rod together with piston

skirt from piston crown.
Fig. c) Piston skirt in position for separation
from pi stan rod.
Fig. d) Removal of piston rod from piston skirt.
6b(a)
Procedure for Dismantling a Piston
Place the piston onto an even surface according to
Fig. 'a' of illustration IB'. An underlay has to
3 be placed below the piston to protect it.
a) Separating Piston Head from Piston Skirt
1
- Remove 1ocki ng e1 ements 15, 16 and 17 from
all nuts 7 (Fig. 'C').
Slacken off and remove all the nuts 7 using
the special spanner, type 330, and sledge
hammer.
- Using the crane, lift the piston rod approx.
4 to 5 cm from the floor.
- Screw both the jacking bolts 94363 into the
threaded holes ALl (see Fig. 'C', section
II-II) until they contact the piston crown.
The piston crown 3 can then be separated
® from the piston skirt by screwing the bolts

down either alternately or simultaneously
(Fig. '0').
Now unscrew both the jacking bo1 ts until they
:y:
no longer protrude from the bottom of the
pi ston rod.
b) Separating the Piston Rod from the Piston Skirt
94363 - Lift piston rod together with piston skirt
and, from below, screw both bolts 94364 into
the threaded holes above the ones into which
the two jacking bolts in the piston rod are
screwed (Fig. 'EI).
- Using a spanner, 1 a 0 sen both bolts
20 (Fig. 'C', section III-III) with which
pi stan rod 6b (a) and pi stan ski rt 3 are bol-
ted together but.
do not remove them yet.
~ 94364 - Place piston rod with piston skirt onto three
wooden blocks 'HI (see Fig. IC', illustra-
tion IB').
2 -107.197.014
12.84
L.B.
340/5d RT
- Unscrew both the previously slackened off bolts 20 by hand and lift the piston rod and piston
skirt approx. 3 to 4 cm off the wooden blocks.
'-/ - Evenly screw down both jacking bolts 94363, thus separating the piston skirt from the piston rod.
The latter can then be lifted out and also be placed onto three wooden blocks.
- Remove jacking bolts 94363 and bolts 94364.
- Should the telescopic pipes for the piston cooling have to be removed as well, see instructions
on Sheet 340/8.
c) Removal of the Connecting Pieces (water inlet and outlet) from the Piston Rod Flanges (Fig. 'C')
- In order to remove the connecting pieces 25a and 25b, the piston rod and piston skirt have to be
separated. The two toothed nuts 21 which have to be slackened off with impact spanner 94329 are
accessible after removing the bolt 22 with the locking disc 23.
- Slacken off the nuts with heavy blows of a sledge hammer on the impact spanner 94329 and remove
them.
Push the connecting pieces out of their holes or, if necessary, press them out with jacking bolts.
d) Removal of Pi ston Studs (Fi g. Ie')

The waisted studs 4 can only be removed after the piston crown and skirt have been separated from
~) each other and the locking screws 13 have been unscrewed.
Attention! To ascertain that the waisted studa are later fitted in the same places, marke them
and their position in the piston crown.
B) Piston Assembly
Preparations
For assembly of a piston, the following points must be observed:
1. If possible, always use new rubber rings which correspond to our specifications with regard
to dimensions and quality (see Table). The round rubber ring 14 of the piston skirt must be made
0
of silicon rubber (heat resistant to 150 C).
2. All cylindrical guide sections. rubber rings. contact surfaces of nuts and bolt threads must be
coated with Molykote paste before assembly.
3. If the waisted studs 4 have been removed, their threads as well as those in the piston crown
must be thoroughly degreased and coated with LOeTITE HV 77 before fitting. Afterwards, the studs
are to be screwed in until they fully bottom.
Where new studs are being used, these must be drilled in this position to enable the locking
screws 13 to be screwed in. The threads of these screws must also be degreased and treated with
LOCT ITE HV 77.
a) Fitting the Connecting Pieces into the Piston Rod Flange (Fig. 'C')
- Smear the shafts and threads of each connecting piece 25a and 25b with Molykote and insert them
intp the throughly cleaned holes.
- Thread-on the nuts 21 and tighten them with the impact wrench 94329 and a heavy hammer with
stroRg blows. Fit the locking disc 23 (which locks both nuts 21 simultaneously) and fasten
ist with the screw 22.
b) Assembly of Piston Rod and Piston Skirt

- Place the piston skirt 3 onto three wooden blocks, approx. 120 to 140 mm high, making sure
that the threaded hole for the bolts 20 are accessible from below (see Fig. 'd' of illustra-
tion 'B').
Insert piston rod 6b (a) into the piston skirt and, from below, screw in by hand both bolts 20
until they are fully home.
L.B. 11 .84
340/5e RT58
Lift both piston rod and piston skirt with the crane. From below, push a piece of pipe through
one of the eight holes for the waisted studs 4 and with it, turn the piston skirt around on its
own axis until its holes for the waisted studs line up with those in the piston rod flange.
- After lining up the bolts 20 can be firmly tightened with a spanner.
c) Bolting Together Piston Skirt and Piston Crown and Tightening the Piston Studs
- Have piston crown ready on an even base (see Fig. Ib', illustration 'B').
- Check that all waisted studs 4 are locked with locking screws 13 (see Fig. rc,),
- Fit round a-ring 14 (see points 1 and 2 of the preparations on Sheet 340/5d).
- Lower piston rod 6b (a) complete with piston 'skirt 3 over piston studs 4 making sure that the
part of the connecting pieces with the 'a· rings 26 slips into the corresponding bores of the
pi ston crown.
- After joining the two piston parts, a gap IS' of 2.0 mm remains at the joint faces.
Screw on all nuts 7 by hand until they make firm metal-to-metal contact.
- Nip up all the nuts with a spanner and light hammer. Mark the position of the nuts relative to the ~
piston rod flange with a felt-tip pen or similar.
Motor
. -Tighten the nuts diagonally, in turns, and in serveral steps using the spanner type ~
330 and ~he sl edge hammer, until the nuts Itavt! been ti ghtened by an angl e oC (as Engine
per inset on the side) from the starting position marked with the marking pen. RT 58 00°
RT 68
- Secure all the nuts 7 with locking disc 15, locking plates 16 and bolts 17 (Fig. IC!).
RT 76 60 0
RT 84
C) Dismantling
Where there is restricted dismantling height available, the piston can also be dismantled without
having to turn it upside down. In this case the piston storage stand 94336 (Fig. IF') is bolted to
the platform girder instead of the two supports 94350 (see Group 340/1, positioning piston). The
piston can then be lowered onto this stand the same way up as when it was removed. The only diffe-
rence in the dismantling procedure as described for variant 'A' is that the p;ston rod remains on
the stand and the piston crown and piston skirt are lifted by the crane. The tools are used in the
same way.
® 3
2 -107.197. 691
6a(b)
3.87
34015f RT
®
Ausfiihrung mit Kolbenunterteil in zwei Teilen
EXECUTION WITH PISTON SKIRT IN TWO PARTS
.,
i '-'
27
(jezeichnet fiir RTA68

DRAWN FOR RTA68
II-II
......... - :.--. .. ...: ..

~._.~
~
,./"'.
.•. _._.
4 - 107. 240.J,73
Depending on there execution, working pistons may be equipped with so called one - or two part piston skirts
see Fig. 'C' respectively 'G'.
The working piston has to be dismantled prior to the removal of a sealing plate 27 (Illustr. 'G'). The dismant-
ling and assembling sequence is for both executions the same. '
If on a two part riston skirt the sealing plate 27 has to be removed, in such a case screw plug 28 must first be
taken off. The sealing plate can be lifted from the piston rod with the aid of two eye bolts, after the removal of
allen screw 29. '
For fitting the sealing plate 27, LOCTITE type 'A' has to be applied to the threads of the allen screw 29 and
the screw plug 28 as well as a new Cu-sealing to be used for the sealing plug. The allen screw has to be
tightened with an angle.. of 40 0 •
L.B. 1.92
SULZER
WORKING PISTON Group: 340
RT Sheet: 6
'--") Pressure test of Cooling Space
(Leak Tightness test)

Pressure testing device 94331 1 Vent valve 5 O-ring
Assorted spanners 2 Brazing ring 6 Connecti ng pi ece
3 Pressure flange for 7 Shut-off cock
the telescopic pipes 8 Hand pump
4 Pressure test nipple ~I Pressure gauge
When a working piston has been dis-

mantled and re-assembled, a pres-
sure test must be carried out to
ensure the tightness of the cooling
space and the pipe connections.
The pressure testing device 94331

contained in the engine tool set is
connected to the connecting piece 6
While filling the cooling spaces

with water keep the vent valve 1
open unti 1 wi th the fi rst pump
strokes and the issuing water all
the air has escaped.
Test the cooling space during 15

minutes at a pressure of 4 to 7 ba~
Should the piston leak dismantle

the piston again and remedy the
cause of the leak.
4 i-7bar
~
94331
6
fvf
7
8
2 -107198.405
l; 0 I,
SULZER
WORKING PISTON Group: 342
RT Changing of Piston Cooling Sheet: 1
Telescopic Pipes

Checking gauge 94330 3 Pi ston ski rt 25 Backing flange
Clamping device 94339 6a(b)Piston rod 25a Connecting piece
Suspension bolt 94345 9 Locking plate (water inlet)
Hand 1amp 10 Bolts 25b Connecting piece
19 Telescopic pipe (water out1 et)
24 '0' ring A Eye
L Lamp
R Eye bo lt
o
19
19
DRAWN FOR RT 58
25
25a(b)
25 3
9
25b 4-101.191.01.0
L.B. 2.84
342/1a RT
In the event that telescopic pipes have to be replaced, it is recommended that this be done after
removing the piston from the engine.
Always handle the telescopic pipes wit h car e a s it depends, to a large extent, on their '-"
condition whether or not the glands for the piston cooling stay tight during service. To avoid possible
bending of the telescopic pipes, it is advisable always to use the clamping device 94339 during trans-
port of a piston and to keep it there until the piston is being fitted.
When fitting and removing telescopic pipes, it is best to do so with the piston rod turned upside
down, as positioned during dismantling (see Group 340, Sheet 5l.
When, however, the piston will not be dismantled, a change can be made with the piston suspended or
hung on the platform support (Group 340, Sheet 1 J.
Removal of the Telescopic Pipes

- Bend back the locking plate 9, slacken off the bolts 10 and remove them together with flange 25.
- The telescopic pipes 19 can now be pulled out of their sockets by hand.
Attention: Where the telescopic pipes are being removed from a suspended piston they must be preven-
ted from dropping before the bolts 10 are slackened off and removed.
Fitting of the Telescopic Pipes

The bores and contact surfaces to take the telescopic pipes must be thoroughly cleaned. Any uneveness
of the contact surfaces must be carefully removed to prevent the pipes taking up a slope.
Insert new '0' rings 24 in the grooves at the foot of the telescopic pipes and smear thew with MOLY-
KaTE paste.
Insert the telescopic pipes in the connecting pieces 25a and 25b for the water inlet and outlet res-
pectively and carefully tighten them with a backing flange 25 and bolt 10 each. Secure the latter
with a locking plate 9.
The parallelism of the telescopic pipes has to be

checked with the piston rod standing vertically (see
R ® Fig. 'B'), whereby either method shown on Fig. 'a' or

Ib' can be used.
Method according to Fig. 'at:

6b
The ga~ge 94330 must be lightly and continuously
19 pressed against the piston rod and pushed along the
telescopic pipes from top to bottom. If the pipes are
in good alignment, the sliding gauge will not jam any
where.
Method according to Fig. t~l:
By means of a lamp held behind the piston rod, or a

light sheet of paper, it is possible to check visuall
from the front whether the visible contour of the te-
lescopic pipes runs parallel to the outer line of
the piston rod.
Maximum permissible parallelism deviation is 1.5 mm

When parallelism is found to be in order, the clamp-
ing device 94339 can then be fitted. These provide
sufficient protection when turning or during tansport
of the piston. They have to be removed shortly before
Fig. a Fig.b the piston is lowered into the cylinder liner.
L
$-94330 2 -101.197.U12
A
L.B. 5.84
SULZER
Piston Rings 342
RT76 Checking the Ring Wear
2
Tools:
Feel er gauge 94122
Piston ring expander 94338
Outside micrometer (0 - 25 mm)
1 Steel wi re brush
Various cleaning materials
On the occasion of every piston overhaul, carry out the following tasks:
- Removing Piston Rings:
For piston ring removal, (and fitting) the expander 94338 must be used. Expand the rings only suffi-
cientely to ease them over the piston.
- Thorough Cleaning of Piston Rings and Piston Ring Grooves:
Clear carbon and lacquer deposits with a steel wire brush, then clean all parts with a rag soaked in a
suitable cleaning agent.
- Measuring Piston Rings and Piston:
Check all dimensions, record them and compare with clearance table (sheet 012/7), The records are im-
portant for later judgeing the running gear, they shall therefore contain all dimensions, date of over-
haul, number of operating hours of every component as well as the engine operating hours.
- Piston Rings:
Measure the piston rings with the outside micrometer at the points A,B and C (see sheet 012/7).
- Piston Ring Grooves:
Measure the clearance in the piston axis j, and k respectively with the feeler gauge 94122, with pis-
l
ton ring fitted and pressed, at the measurlng point, fully into the groove.
- Re-using Piston Rings:
On new engines it is recommended to remove one of the pistons after about 2000 operating hours, to
establ ; sh the wear rate of cyl i nder 1i ner and pi ston ri ngs.
With the help of the diagram on sheet 012/7 the approximate service life of a piston ring can be esti-
mated, i. e. when it is probabl y due for repl acement.
Examples: (Pl.refer also to the diagram)

Case one: New cylinder liner, new piston rings.
Piston removal after 2'000 operating hours. The following wear has been measured:
Cy1. liner 0.14 mm = 0.07 mm /1'000 Hrs. Point 1
Piston ring 1.00 mm = 0.50 mm /1'000 Hrs. Point 1
Provided all piston rings are in good condition, they can again be fitted. Pl. note however,
that re-fitted piston rings must only be used till the limiting line 1 min.
Q P.7
Case two: First piston overhaul after 7'000 operating hours:
Wear of cyl. liner 0.49 mm = 0.07 mm /1'000 hrs. point 2
Wear of piston ring 3.50 mm 0.50 mm /1 1 000 hrs. point 2
c
Point 2 lies above the line 1 min. Re-fitting of the piston ring is not recommended,
as its continued service time is 1imited by the 1ine 1 min.
Case three: Second piston overhaul after, total, 13'000 operating hrs. of the engine:
Wear of cyl. liner 0.42 mm since the first overhaul point 4
Wear of piston ring 3.00 mm since the first overhaul point 4
Point 4 lies above the line 1 min. It is not worth while to re-fit the piston ring.
Remark: Line 1 min. for re-utilized piston rings

Line 1 min.N • for new piston rings
1. When fitting piston rings, pay attention, as to whether they are userl ones or new ones.
2. In order to ascertain the good sealing effect of the complete piston ring set in operation, study the
diagram without fail. With badly worn piston rings an optimal sea)ing of the ring set is no longer
ascertai ned.
3. Experience has shown, that used, re-utilized piston rings seal less well in operation as newly fitted
rings. For this reason the limit for total wear of old rc-utilized piston rings (1 min.) has been pla-
ced somewhat higher than for new piston rings (1 min. N).
Fitting of used Piston Rings:

When re-utilizing old used piston rings, make sure that only such rings are fitted which are undamaged
and in good condition. The piston rings must be fitted with the note DTopn on top.
Sharp edges of re-utilized rings must be rounded off with radii as per illustr. nan.
The edges of the ring lock must be rounded with 0.5 mm radius.
Re-utilized piston rings must be again fitted in the same ring grooves and in the same position (nTopn)
where they were removed from.
Fitting of new Piston Rings:

The ring set composition has been depicted on illustr. naD. The note nTopn stamped into the piston ring
must without fail come to be on top.
Newly fitted piston rings must be run-in in accordance with the instructions in the operating manual.
Re-conditioning of worn Piston Ring Grooves

If during an overhaul heavy wear of the chrome layer is noticed, we strongly recommend re-chroming the
ring grooves in question. If this is not done in time, the wear increases to an extent where the chrome
layer Cr of the new condition (layer thickn. on new r.groOVQS 0.4 - 0.45mm)is completely gone, when expen-
sive re-conditioning of the ring grooves become necessary.
Re-conditioning instructions for ring grooves can be requested from the engine suppliers.
9.87
J42/2b RT 76
Ring-Ausruestung
RING ARRANGEMENT
TOP
r 3.2
a = 'KNP'
r 2.0
TOP
r 2.0
b = 'KN'
r 2.0
c = 'KN'
d = 'KN'
Cr=l==~~"'''r(
6=~::;=*===I= k1
e = 'KN'
Cr.I=I==~~""<
87.7019
Cr = 0.4 + 0.45mm
Original Ringbreite = 24.0 mm

ORIGINAL RING WIDTH = 24.0 mm
I [mm] 24
23
.m 3
22
21
20
19
760 761 762 763 764 765 766 [mm]
Max. Zyl. Abnuetzung = 765.32 mm
MAX. LINER WEAR = 765.32 mm
7.87
SULZER PISTON COOLING
Group: 360
RT Checking the Stand Pipes Sheet: 1

1 Extracting screw 94381 1 10' ri ng 7 Inlet nozzle
2 Fork spanners 2 Pi ston cool ing chest 8 Guide bushes (narrow)
3 Stand pi pe (i nl et) 9 Outl et nozzl e
Round bar for Nozzle 9
3a Stand pipe I:outl et) 10 Distance pipe
of the water outlet
4 10' ring 11 Locki ng screw (onl y RT 76/84)
stand pipes
5* Locating screw 12 Locki ng pl ate
6 Backing screw * Secure with pop mark
During every piston overhaul or whenever increasingly

strong cooling water leakages have been noticed, the stand
pipes must be removed and equipped with new guide bushes.
After unscrewing backing screws 6 a little, use extracting
screw 94381 to remove the stand pipes (see Fig. on the
right).
1
Note: A little water normally drips out during removal of
the stand pipes. Every care should be taken to prevent
it from running into the lubricating oil. 3
The individual plastic guide bushes of both stand pipes be-
longing to one cylinder have the same diameter and height.
An increased quantity of leakage cooling water indicates
wear of the guide bushes during service (can be seen on the
check connections of the leakage water piping).
As already mentioned above, the guide bushes have to be re-
placed during every piston overhaul. Original and maximum
clearances are indicated in the table on the reverse of this
sheet. 6
When dismantling the stand pipes, first bend back the locking
plate 12, until it is at right angles to the stand pipe. Now
slacken off the nozzle 7 from the inlet stand pipe 3 with fork
spanner and unscrew it. The nozzle 9 is unscrewed from the -1----94381
outlet stand pipe 3a with a tommy bar after which the guide
4-107.195.527
bushes 8 and the distance pipes 10 can be removed. (Sheet
360rlbor Ic)
Attention! Do not bend the stand pipes and do not fit bend pipes
When assembl i nq" the new gui de bushes 8 and 11 and the
distance pipes 10 are to be fitted in the sequence shown
in the Figures of Sheet 360/1b or lc are showing.
Before fitting, if not already there, a 6 x 2 mm slot has
to be cut in the spacer tube of the inlet stand pipe and ~c ~~
lower guide bush 8 of the outlet stand pipe. This is to
ensure that they do not lie on the bend position of the
locking plate 12 (see adjoining figure).
The locking plate (bent at right angles) is inserted in
the relevant groove of the nozzle before screwing the noz~
~
le and stand pipe together.
-r
l.."'"
6L~
I
L. B. 1 Q"
360/1a RT
The nozzle 7 and 9 respectively is tightened onto the stand pipe until metal-to-metal contact is
obtained, Le. until locking plate 12 coincides with the slot on the stand pipe. After this the
locking plate is carefully bent back. Attention (on no account may the locking plate protrude). As
a security precaution, the diameter of the fitted guide bushes 8 must be checked (not necessary for ~
11 as their diameter is smaller. For this purpose it is best to slide a gauge ring with a width of
approximately 30-40 mm and a bore of 0 mm over the guide bushes. If necessary, slightly reduce the
outer diameter with emery cloth.
Motor
RT 56 RT 66 RT 76 Rl 04
Engine
30 -0,05 30 -0,05 39 -0,05 3 -0,05
0
-0,25 -0,25 -0,30 9 -0 I 30
In order to check that the guide bushes will not jam, the stand pipes con be inserted into the tele-
scopic pipes of a piston, where they should slide easily.
When fitting the stand pipes into the piston cooling chest, make sure that the arrow mark at the lower
end corresponds with the arrow on the cooling chest pointing in the same direction. (Viewed from the
fuel pump side, the inlet is on the left-hand side and the outlet on the right-hand side). The '0'
rings 1 and 4 and the guide in the piston cooling chest must be well coated with tallow or Molykote
paste before fitting.
Attention! The stand pipes may'first be fitted after the piston has
been installed in the cylinder
After fitting, the stand pipes are to .be lo~ked with the backing screws 6 and secured with locking
wire.
Running Guide bushes

Motor max. peril""b'
SSl -
pipe
Original dimensin le running elea
Running rance for re-
Eng Ine Inner 0 Outer 0 clearance fitting
RT 56 30 + 0,1 30 - 0,05 0,05.T 0,35 0,50

0 - _{)~25
...
RT 68 30 + 0,1 30 - 0,05 0,05 T 0,35 0,50

0 - 0,25
RT 76 3 + 0,1 39 - 0,05 0,05 or 0,40 0,50

9 0 - 0.3
+ 0,1 39 - 0,05
RT 84 39 0 _ 0,3 0,05 • 0,40 0,50
(see also Table of Clearance 012/8)
L.B.
1.85
360/1b RT 76/84
Wasser - Eintritt
I-I WATER -INLET
Nute in Distanzrohr var dem

Zusammenbau einfeilen
GROOVE IN THE DISTANCE TUBE
ALED PRIOR TO ASSEMBLING
III
I
III
Mit Korner gesichert

CORNER SECURED BY CENTER
PUNCHING II
I I
DRAWN FOR RT 76
1- 107. 199.663
1.85
360/1c RT 75/84
1-1 ,---
Wasser - Austritt
WATER - OUTLET
8
Nute in Fiihrungsbiichse vor dem
Zusammenbau einfeilen _
GROOVE IN THE GUIDE BUSH TO BE
FILED PRIOR TO ASSEMBLING
111
I 8
111
3a
11
1 1 gezeichnet fUr RT 76
DRAWN FOR RT 76
1-107.199.660
1.85
SULZER PISTON COOLING Group: 362
Maintenance of Clands for the
RT Sheet: 1
Telescopic Pipes
Key to Drawings
Scraper ring 6a O-ring 10 Sealing ring (3-piece)
(3-piece) 6b Slide ring 11 Keep
2 Garter spri ng 6c O-ring 12 Bo 1t
3 Garter spri ng 6d Seal ring 13 Locking plate
4 Guide ring 7 Ring holder 14 Cylinder jacket
5 Ring carrier 8 Tel escopi c pi pe
6 Scraper ring 9 O-ring
I-I II-II
IIIL
7---_..1J
8--_--l1J:&:
1~
III - III
13-----t--_...~G
DRAWN FOR RT 58
1 c-----r-::::--~~~
0-107. 215. 279

~~~~~~ -_.J
362/1a RT
To allow cleaning of the glands and checking them for wear - in particular their scraper and sealing
rings -, it is necessary to dismantle them.
The most suitable opportunity for doing so would be during a piston overhaul with the piston removed.
If necessary, however, dismantling is also possible with the piston fitted.
Parts 1, 4 and 10 of the upper gland group and scraper ring 6 of the lower gland group must be exami-
ned and measured for wear. Any parts which are not longer in perfect condition must be replaced by
new ones (for maximum permissible wear, see Table of Clearances 012/8).
The glands of the inlet and outlet pipes are identical.
Rem 0 val of Glands
- Open hinged door to gland space (on fuel pump side).

- Remove stand pipes from piston cooling chest (see Sheet 360/1).
- Withdraw piston of corresponding cylinder.
- Bend back locking plates 13 and remove bolts 12.
- Lift up ring carrier 5 together with the upper gland group and remove it.
- Remove scraper ring 6 which rests on the ring holder.
- Also pull ring holder 7 out of its guide in the cylinder jacket 14.
~: If only parts 1 or 10 of the upper gland group need to be replaced during a service interval,
this can be done without removing the whole gland, as these parts are in three pieces and are
only held together by garter springs 2 and 3 as well as locating brackets 11.
For maximum permissible wear of wear parts, see Table of Clearances 012/8.
Fit tin q 0 f G1 an ds
For fitting, the same procedure is followed, only in reverse order. The parts of the upper gland group,
i.e. the sealing rings 10, the scraper ring 1 and the keeps 11 with garter springs 2 and 5 must not be
fitted Yet. Completing of assembly of the gland groups may only be done aft e r the working pisto
is fitted to its place.
After tightening bolts 12, these must be secured with locking plates 13.
L. B. 4.85
SULZER Camshaft Drive Wheels Group: 410
Checking the Running and Backlash Clearances
RT as well as Condition of the Teeth Sheet: 1
Tools:
or
1 Dial gauge
or
1 Lead wi re
1 Tore h
The gearwheels pf new engines have to be visually examined during the running-in period after a few
hours in service (1-2 running hours). This also applies to old engines which have to be removed to do so
Turn the engine with the turning gear until all the teeth have been checked. Afterwards a check can be
made with the lubricating oil pump in service that oil flows from all the spray nozzles. In addition to
this, check that all bolts are still correctly secured or for any other irregularities. After the run-
ning period we recommend that the gearwheels be inspected as described above every three months. Should
any abnormalities be detected within this time, in certain cases they can be put right by an experienced
engineer.
Should unusual noises be heard coming from around the gearwheels the reason must be investigated as soon
as possible and corrected. Defection gearwheels should be replaced at the earliest opportunity in order
to avoid da~aging the neighbouring gearwheels.
When the gearwheel s have run well for the ini tial running hours (6-8000 h) the above-mentioned inspec-
tion may be carried out annually.
Checking the Gear Tooth Backlash

The information concerning the correct gear tooth backlash values can be found in the Table of Clearan-
ces (RT 38/48, see Sheet 012/8, RT 58~84, see Sheet 012/9~. The backlash can be determined in several
ways. Depending on the possibilities, the following methods of measurement can be used:
- With feeler gauge 94122
The gap between the teeth flanks can be measured by using the different thicknesses of feelers in the
feeler gauge. Measuring is to be carried out at several points around the gearwheel circumference.
- With dial gauge
Mount the dial gauge in such a way that the turning movement can be read off in mm. The gearwheel is
then turned so that the tooth profile of one tooth moves from one side to the other. When using this
method of measurnig great care must be taken since the drive wheel must not be allowed to turn.
- With 1ead wi re
A lead wire of diameter 1-2 mm is laid on the drive wheel. Using the turning gear so that the wire is
fed through the gearwheels. The gear tooth backlash can now ~e measured using a slide gauge to deter-
mine the thinnest part of the wire.
Should large deviations from the desired value be measured, it will also be necessary to check the
bearings of the intermediate wheels.
SULZER
CAMSHAFT DRIVING WHEELS Group: 410
RT Removing and Fitting the Sheet: 2
Intermediate ~heel

2 Setting devices 94410 2-piece gearwheel 16 Casing hood
Various lifting
devices and wire 2 Intermediate wheel 18Gearing double frame
ropes 3 Gearwheel on camshaft 19Wheel hub
Various spanners 20Gear rim
Feeler gauge 94122 5 Bearing journal 21Fitted bolt
6/6a Bearing pair 22Special castellated nut
7 Locating screw with AMarking DRIVING END
locking plate MMarki ng
8 Waisted bolts UVertical outside edge
9 Oil space cl osi ng cover WPosition of key for the
10 Taper pin 2-piece gearwheel
11 Locking wire X}Liftin g device
12 Oil spray nozzles y Sus~ension points
13 Inspection cover Z Axes spacing
14 Casing cover according to Table
15 Casing cover of Clearances 012/9
o 3 y
~I
6/60
2
1
v. 2-1t17.156.156
L.B.
410/2a RT
8
9
7 t
Del III-III
~
Oil
Huile
Aceite
gezeichnet fur RT 58 2- 10
DRAWN FOR RT 58 0-107. 197.091
LoB. 2.8.1
410/2b RT
The following procedure has to be used if it is necessary to remove the intermediate wheel:
(see also Figs. 'A', 'B' and leI).
Removal and fitting of the intermediate wheel (hereinafter referred to as wheel) is done from the
exhaust side of the engine.
Removal
Put in the turning gear and bring the crank of No. cylinder to approximately the horizontal posi-
tion.
- Remove the fuses from the turning gear starter box so that it will not be possible to put the run-
ning gear in motion whilst carrying out the following dismantling work.
- Remove casing covers 14 and 15 (one each on fuel pump and exhaust side) as well as inspection cover
13.
- Fit a lifting tackle each at points 'X' and 'Y' respectively in the gear column, attaching steel
rope 'a' and Ib' (see Fig. 'All Pull the steel ropes through the holes foreseen in the gear wheel
hub of the intermediate gear 2 and hook them into the lifting tackle (as for example shown in
Fig. 'A'), pull the steel ropes slightly taut with the lifting tackle.
- Now release the engine side bearing from its location from the crankchamber of cylinder No.1.
- To do this, remove the locking wires 11 from all waisted bolts 8. Slacken off all the waisted bolts
and remove them together with the oil space closing cover.
- Pull off both taper dowels 10, which locate the bearing, from the gear double column 18 (use the
pullers according to tools list sheet 940-6).
Release the drive side bearing 6 in the same way, whereby here the waisted bolts and taper pins are
accessible from the outside.
Lift the intermediate gear wheel including the bearing pair 6/6a with the lifting tackle, installed
before, until it is raised by about hand width out of engagement with the teeth of the split gear
wheel 1 on the crankshaft.
Take over the wheel with the lifting device hung at point 'Y' and pass it on with a further wire
rope I c' (outsi de the engi ne) to the crane.
The bearings 6 and 6a can be pulled off the bearing journals 5 after removing the locating screws
7 and locking plates.
Neither the position of the crankshaft nor of the camshaft should be altered as long as the inter-
mediate wheel is removed unless absolutely necessary.
Fitting
The fitting of the intermediate wheel 2 follows in the same way as removal but in reverse order. Pay
particular attention to the following points:
- Fit both bearings onto the journals after these have been liberally smeared with oil. In principle,
both bearings are identical but must still be put back in the original position. This is because
their positions were precisely fixed during initial assembly with taper pins (note numbering of
the parts).
- The intermediate wheel must be so installed that the marking "DRIVING END" can be seen when lookin
from the driving end. The 'inscription is stamped on the edge of the gear rim, see ~on Fig. 'BI.
- Where neither the crankshaft nor the camshaft have been turned during the time that the interme-
diate wheel was removed, it can be replaced in any tooth position. Should, however, the position
of either have been altered it will first be necessary to put it back into its correct installed
position. The correct installed position is obtained when the following points have been achieved:
a) The crankshaft position must be so that the crank of cylinder No.1 is in T.D.C. (Cylinder No.
1 = fi rst cyl i nder by the fl ywheel )
b) The marks 'I~' on gearwheel 3 of the camshaft must 1i ne up wi th the verti cal outsi de edge 'u'
of its bearing housing (hood 16 is removed).
I R
410/2c RT
Note: The position of the key for the 2-piece gearwheel on the thrust bearing collar is dependant
ant hen umb8 r afey 1i nd8 n 0 f the eng i nee aile ern ed• 1he an 91e ,0( I h g. I C' go es back the
following from T.D.C.:
,
Anqle cf.
I
No. of Cyl i nders RT58 RT58 RT75 RT84

0 0 0
4 40° 40 40 40
0 0 0 0
5,5,7 0 0 0 0
0 0 0 0
8 0 40 0 40
0 0
9,10,12 - - 0 0
- Bring the intermediate wheel (complete with bearings) back to its original place with the 1ifting
devices and provisionally locate both bearings in the end frames 18. When doing so, only tighten
the bolts so much that the bearing can still move a little as the taper pins are pushed in.
Carefully knock in the taper pins 10 into both bearings, using a copper drift; under no circum-
stances may they lie proud of the sealing faces of the oil space closing cover 9.
- Now remove the two provisionally fitted bolts from both sides again. Apply a sealing compound to
the sealing faces between the oil space closing cover and the. gearing double frame. Put on both
cover 9 with their waisted bolts and tighten the latter evenly by hand with a spanner.
Mark the wai sted bo 1ts wi th a dash at thi s posi tion and then ti ghten them further crosswi se and in
a
stages through an angle of 45 •
- As a precaution now check the tooth backlash between the gearwheels (see Table of Clearances 012/9)
- Secure all waisted bolts in the 2nd group with wire.
Note: Should it be necessary to replace a bearing, the opposing bearing must also be replaced since
new bearings are manufactured in pairs. When fitting them, the intermediate wheel must be pre-
cisely set; the same applies to the replacement camshaft drive wheels. Use the setting device,
tool No. 94410 when doing so.
See Table of Clearances 012/9 with regard to gear tooth backlash and axial spacing. The gear
tooth contact pattern should also be checked and evaluated with engineers marking blue.
Where it is necessary to re-pin the bearing, e.g. after fitting a ~ gearwheel set, etc.,
use the pin holes already pre-drilled in the frames.
This work is best done by an experienced fitter who posseses the necessary instructions from
the engine builder.
L. B.
11.84
410/2d RT
Remarks for the Repl acement of a spl it Oesi gn Gear Wheelan the Camshaft (Ill ustr. '0')
~ - The removing and fitting is carried out as described above.

_ The replacement of a damaged split design gear wheelan the camshaft may only be done in exchange for
complete gear wheel i.e. the geared rim must be screw fastened to the hub and the bearing journal fit-
ted. This is necessary as the final machining of the gear teeth has been carried out in this mounted
condition at the makers works and guarantees the required perfect true running of the complete gear
wheel. Fot this reason a split design gear wheel may only be installed if the final machining of the
teeth had been carried out with assembled hub/toothed gear rim.
- After the final machining of the teeth the rim may not be separated from the hub.
- Should the damage be limited to the toothing (gear rim), then the hub may be re-used, provided a new
rim, on which the teeth are not finishmachined is fitted to the hub, screw-fastened and dowelled to
which its teeth can be finished.
_ After fitting a spare gear wheel it is strictly recommended to place an order for another spare.
I-I
@
c
<: 18 II
Lu
~
<: 8 8
:;: 9
-
Q::
c I~
9 8
70
"-
eli
:t::
ell
II)
.Q t I
....
ell 5 6 7 7 Del
6a III-III
.b
~.
c: IiI
Oil
~ '"11
II
\
Huile ., . ....,...........
Aceite
19 10
21
22
A 0-107.197.092
20
DRAWN FOR RT58
L.8.
SULZER
Group:
CAMSHAFT DRIVE WHEELS 410
RT Replacing the 2-Piece Gearwheel Sheet:
on the Crankshaft 3

2 Eye bolts M24 Upper gearwheel KKey way
1 Hydr. tightening 94412 half MMarking "DRIVING END"
device, 2 Lo we r gearwheel R Threaded holes for eye bolts
comprising: half SThreaded holes for locating
1 Socket spanner 94412a 3 Waisted bolt screws
1 Spanner 94412b 3a Castellated nut T Blind holes for inserting the
1 Plate with pins 94412c 4 Locating screw tightening and loosening device
1 Hydraulic pump 94931 5 Locking plate W Drilling for fixing the tool
1 Jack 94938/a 6 Dowel pin during removal of thrust bearing
1 High~pressure hose 94435 7 Bedplate segmen ts
1 Gauge or outside
mircometer
Engineers
marking blue
I-I
o
t i
~I i
I 1 ,~~
x
I
I
~~ ~~
~ ~~" ~
I s
l---------j. 0-107.159.099
4 5
410/3a RT
Should it be necessary to replace the split gearwheel on the crankshaft coupling flange pair or the
thrust bearing collar (hereafter referred to as gearwheel on crankshaft), the spare gearwheel has to
be fitted. We strongly recommend that a new gearwheel be ordered immediately, giving exact details
as to engine type and number. Thi s information is essential since the precei se diameters "Fl" and
"F2" as well as total width "C" on the crankshaft are registered by the engine builder and the spare
gearwheel will be manufactured to these dimensions.
Under no circumstances may the "0 Fl" and 0 F2" be altered by filing or otherwise cutting back at the
circumferential contact faces (see Fig. 1BI).
Work Procedure
Removing the Gearwheel
- Engage the turning gear and bring the crank of the first cylinder approximately to top dead centre
(T.D.C.).
- Remove the intermediate wheel (see Sheet 410/2).
- Remove the stopper bridge for the thrust bearing segments (see Sheet 120/2).
- Turn the gearwheel on the crankshaft to a position such that the nuts 3a of the four waisted bolts
3 can be loosened from above (wheel separation horizontal).
Now position the tightening and loosening device 94412 with its pins inserted in the blind holes ~
IT' available for this purpose and together with the socket spanner 94412a on are of the castella
ted nuts.
- Turn the spanner using hydro pump 94931 and jack 94938/a,pressing back the extended piston and
bringing the spanner back to a better position as necessary.
- Remove all the nuts 3a from the waisted bolts 3 and knock the bolts out.
Attention! The locating screws 4 remain in place for the time being.
- Screw two eye bolts into the threaded holes R and make the upper gearwheel half fast with a rope
to a lifting device.
Remove the four locating Screws 4 from the upper gearwheel half, raise it and remove it from the
crankcase.
0
- Turn the crankshaft through 180 and remove the second gearwheel half in the same way.
94412b
~-94412c
94412c
94438
1
944120 94935
30
""---94412b
2-107. 133.588
T .R .
410/3b RT
Preparations for Fitting the New Gearwheel

Please pay particular attention to the following points:
- The shafting part on the crankshaft, as well as the bore, shoulders and butting faces of the gear
wheel must be clean, undamaged and ~ The same applies to key and key way.
- With the aid of jacking screws, remove the key and slide it into the key way of the new gearwheel
as a check (the key must fit exactly at the sides, but must not jam).
- The fitting of a new gear rim must be carried out with utmost care and accuracy as even relatively
small errors can have a negative influence on the running behaviour of all gearwheels of the cam
shaft dri ve.
Fitting the New Gearwheel

Before finally fitting the gearwheel, it should be fitted provisionally as described below in order
to check that the wheel sits perfectlj on the crankshaft.
1. Turn the crankshaft until the key set into the shaft is at top centre. In this position, smear the
seating part on the shaft for the upper gearwheel half as well as the back of the key with marking
blue.
2. Place the gearwheel half 1 (with key way) onto the crankshaft. Using feeler ga~ge 94122, check tha
the key does not touch the bottom of the key way but also that the clearance does not exceed 0.2 mm
Attention: The marking nDRIVING ENDn to be found on one side of the gearwheel must be situated on
the side facing the flywheel.
3. Screw four locating screws 4 into the holes'S' until the screw heads make contact with the gear
wheel ha If.
4. Disconnect lifting device from gearwheel half and remove the eye bolts.
5. Turn crankshaft through 180 and now also coat this part of the seating surface with marking blue
and fi t the gearwheel half.
6. Screw four locating screws 4 into holes IS' of this gearwheel half until the screw heads make
con tact.
7. Fit the four waisted bolts 3 from top to bottom and tighten evenlY,i.e. the gap separating the two
wheel halves should always be,approximately the same on both sides during tightening of bolts 3 so
that the two dowel pins 6 enter the holes of the other gearwheel half without being forced.
8. Turn the crankshaft so that the nuts of the waisted bolts are accessible from above.
9. Using a spanner and hammer, evenly tighten the nuts of the waisted bolts 3 crosswise, taking care
that the gap between the wheel halves remains egual on both sides. (Counter-hold bolt beads!).
10. Loosen the nuts of the waisted bolts 3 again and remove the bolts. Thereafter, the two gearwheel
halves are rem 0 v e don cern 0 r e (see section IIDismantling ll l.
Check that the contact surfaces of both gearwheel halves and of the contact surfaces are in order and
that there are nod dents.No marking blue may be visible at the bottom of the key way. If the contact
surfaces are found to be in order, the wheel halves are refitted according to points 1 to 8 and the
nuts tightened as described below.
1.10/3c RT
Final tightening of waisted Bolts Grar: (leu nal'0; tittea, Lolts ur:
tensioned (only tightened by
hand IIi th spanner)
® © ><
tl
EE
·S
.
Messbereich Messbereich
fur Fig. E fur Fig. E
MEASURING RANGE MEASURING RANGE
FOR FIG. E FOR FIG. E

.... t-- .... t-
Grap: Between the spl it faces in the
Messbereich C"') measuring range for fig. C"')
Cl , 0 I (a cc. Fig.' BI) Bo 1t s Cl,
fur Fig. 0 a-
MEASURING RANGE
FOR FIG. 0
~
@
II fully tighte ed ';
>(
tl
E
-t- - -I-.
- -+---+-- ~
'+
I I Grap: In the measuring range for fig.
, [ I (a cc. Fig.' BI) (801 t stu 11Y
tightened) C)
Cl
I'
+) Thre ads and nut seating smeared with Molycote paste G.n
RT 62
Engine RT 38 RT 48 RT 58 RT 68 RT 76 RT 84
Tolerance AF ..
( )
...(),07
...() , 11
-0,09
...() , 13
...(),13
-0,17
...(),15
...(),19
...(),18
...(),22
...(),20
...(),24
lin.
Cl earance j
.ax.
( ) .. 0,19
0,31
0,28
0,41 °,4!
0,5
0,47
0,60
0,57
0,69
0,63
0,75
Bolt elongation AL (II) 0, 6O:fO ,05 °,85:fO ,05 ~,75:fO,05 1,0:fO ,05 1,JS:fO,OS 1,05:fO ,05
+
Tightening torque Nm ) 1800 2800 3400 5100 6300 8500
Attention! The two bores of the gear wheel '0 1 ' and '0 2 ' (see Fig,'BI) are smaller by L::. F than the cor
responding check lIIeasurelllents '0F l ' and '0F 2 ' on the crankshaft. (During machining the aVerJ
ge tolerance is aiAled at.)
Working Seguence
- After fitting the two gear wheel halves as per po ints 1 to 7, the total le ngth ILl (see Fig. 'AI) of
the waisted bolts must be I€ a sured with a V ernier call iper or a horseshoe lI1icrometer and rec orded
(Note the bolt nUllbersl.
o Tighten the two bolts of one of the split faces with a spanner by hand (without the use of a hJmmer)
until the gap on that split face is zero.
o Tighten the opposite two bolts in the salle lanner, whereby a gap jilin or j lax reAlains. (see I iy.'C ' ). '--../
- Should the gap be 1arger than j lax, the bores a f the gear wheel must be enl arged by an extremely sm.111
amount. Ihis can be done by careful scraping or grinding with elD~ry cloth arid J suitJlde piHe of
\lood,
9.85
410/3d RT
When the described initial position according to Fig. Ie' is reached in the measuring range for Fig.
'0' (Gap = 0 and j rain. ~j ~ j max.)loosen the two waisted bolts of that gear wheel separating face si
de havtng 0 _ clearance and tghten instead the waisted bolts of the gear wheel separating face side
1
having j clearance correspondingly more, so that finally in the measuring range for Fig. 10 (see Fig.
"--' 'BI) i.e. in the teeth region the clearance on both sides is equal.
_ Tighten the waisted bolts crosswise with tightening device 94412 equally till their total length (see
Fig. 'A') has increased by at least.o. L.
_ In this condition between the teeth (in the measuring range for Fig. 10' in Fig. 'B' should the clea
rance between the two separating faces by maximum 0.03 mm (Fig. '0').
_ In the measuring range for Fig. IE', Fig. 'B' i.e. on the outer edges between the shoulders the clea
rance:should be practically zero. (Fig. IE').
1985
SULZER Group: 420
CAMSHAFT
RT Removing and Fitting a Camshaft Section Sheet: 2

1 Holding strap 94416 Actuating gear housing 6 Inner beari ng shell
1 Lifting device 94417 of the fuel and actua 6a Bearing saddle
2 Pi ns 94417 a tor pump 7 Bearing ring
1 Support 94418 2 Camshaft (section) B Bolts
1 Clampng bolt 94419 3 Coupling 9 '0' rings
2 Holding straps 94422 4 Reversing servomotor 10 '0' rings
2 Supports 94423 5 Oil connecti ons 11 Feed shaft nut
2 Special nuts 94423a
1 Set tools for cutting out an 94430
actuati ng pump
Various spanners
The complete camshaft comprlslng several sections should never be fitted or removed in one piece.
The arrangement and use of the devices and tools for each individual section is the same as is shown on
illustration 'A'.
Valid only for engines with balancer

Attention: The presence of a balancer (driven by the camshaft) must always be considered when fitting or
removing a central or the last camshaft section at the free end of the engine. It is, therefore, absolu
tely essential to follow the instructions in the supplement to Group 770/1 (there is otherwise the risk
f an accident occurring).
gezeichnet fur RT 58 1-107.197.0t.8

DRAWN FOR RT 58
, 1 0 I
420/20
Removal of a Camshaft Section

_ Remove the front and side casings from the fuel pump actuating gear housing.
_ furn the engine with the turning gear and simultaneously raise the rollers together with their guides
of III the fuel and actuator pumps from their cams. Refer to Group 551-26 of the Service instructions
Manual for thi s.
Make ready the cut-out devices for cutting out the actuator pumps (one tool 94430 for each actuator
pump) •
Slacken off and remove the tie rods with distance tubes which Jie vertically in front of the camshaft
bearings to reinforce the fuel pump actuating gear housing.
_ Release the shaft couplings which connect the camshaft section to be removed from its neighbouring
units according to the instructions given on sheet 421/1g. The markings on the shafts and couplings
make it possible to precisely reposition a~l the components during later re-assembly.
_ Now slide the released couplings onto the camshaft sections which will not be removed
_ Unscrew bolts 8 and pull down the oil connections 5 until there is no longer any connection between
them and the bearing ring 7 of the reversing servomotor 4 (see Figs. 'A' and 'B').
_ As shown in Fig. 'A' attach a holding strap 94422 each on the front face of the drive housing; fhese
prevent the camshaft accidentally slipping out of its bearings, while the bearing covers are being loo
sened and removed.
_ Slacken off both bearing caps and remove them. Replace them with the supports 94423 with the related
special nuts 94423a on the now accessible bearing saddle 6a.
_ Remove both the holding straps 94422 and rollout the camshaft section onto the supports 94423. Lift
the unit from there with the aid of a crane.
When removal will be carried out using the procedure whereby the cams will be pulled off the camshaft
section, this can be prepared with the tool set according to Fig. 'e' and carried out there and then.
Where the fuel cams, e.g. to the right of the reversing servomotor will be pulled off the shaft then
the holding clamp 94416 has to be mounted on the left of the drive housing. Fit support 94418 at the
same time.
Lay the lifting device 94417 on the supp~rt 94418 and position this at the same time with the two pins
94417a which have to be inserted up in the drive housing.
_ Clamp the bearing ring 7 of the reversing servomotor 4 with clamping bolt 94419 (see detail Section
I I-Ill.
_ Use a screwdriver on the feed shaft
nut 11 and thereby raise the camshaft
® section enough to unload a support

94423 which can then be removed.
For further procedure, particularly
for pulling off and on of a fuel and
actuating cam, seee information in
Group 421.
10
1
5
~. B. 11 .84
420/2b RT
@ c§l51~
=~ ~
J ~=. _.....
I
-t·
I
I
I
-1
111-111
9~419 (RT 62)
Gezeichnet fur Nocken

demontage rechts
DRAWN FOR DISMOUNTING
THE CAMS ON THE RIGHT
HAND SIDE OF THE REVER
SING SERVO MOTOR
9~~23
0-107. 217. 136
1985
420/2.c RT
Fitting a Camshaft Section

Fitting follows in the reverse order or removal. Please not the follolling points:
- The numbering of the individual parts IIhich belong together must concur.
- The contact surfaces of the supports onto IIhich the camshaft section to be fitted lIill be placed
must be clean. The same applies to the camshaft bearing journal s and bearings.
- Shortly before rolling the shaft into its bearings lubricate the bearing surfaces liberally lIith
clean oil.
When fitting the camshaft bearing shells particular care has to be taken to ensure that the pin in
the bearing cap engages properly in the hole on the back of the outer bearing sh~ll half.
Furthermore, the inner bearing shell must be so placed in the axial direction that both its pins,
IIhich are in the butting faces, can engage properly in the relevant holes in the outer bearing
shell IIhen fitting the bearing cap.
The best thing is to put the bearing together provisionally before fitting the shaft, so long as
the inner bearing shells can still be slid sidellays.
Attention!
- The clamping bolt 94419 must be removed from the reversing servomotor and the three oil connec
tions 5 pulled up and led into the bearing ring 7 before the couplings 3 are pressed into the
shaft connections.
- When sliding on and positioning the couplings, check that the locating marks on the shaft ends to
be connected concur. With regard to pressing on the shaft coupling lIith hydraulic fitting tools,
see Sheet 421/2 and 421/3.
Tightening the Studs of the Camshaft Bearings
Once the camshaft is in its bearings and their bearing caps are fitted, tighten down both the nuts
evenly lIith a spanner by hand until meta1-to-metal contact is obtained.
NOli tighten the nuts equally in little steps alternately, using the ring spanner and hammer.
Where a final check shows that the vertical bearing clearance of the camshaft bearings (see Table of
Clearances 012/10) is in order, the nuts can be secured with the locking plates.
I 0
" 0 I
SULZER
Steuer~elle/Camshaft
Demontage u. Montage der hydro Pressverbande

Gruppe: 421
RT Dismantling and Assembling of Hydraulically Blatt: l:)
Fitted Components
Steuerwel1enkupplung, Hubgebernocken und Brennstoff Coupling for camshaft, actuator cam and fuel cam are
nocken werden mittels Hydraul ikwerkzeug montiert, fixed with the oil injection method. They are mounted,
ausgerichtet (eingestellt) und demontiert. adjusted and taken off with separate hydraulic tool.
(Details siehe 421/1 + 3) (For details see 421/1 + 3)
DemontagejDlsmantling
Motor schalten und Rol len abheben. Turn engine and lift rollers.
Hydr. Werkzeug auf Kupplung montieren. Hydraulic tool to be fixed to couplings.
Kupplung lasen und diese axial wegschieben. Coupl ings to be s1 id in axial direction.
Lagerdeckel entfernen und Umsteueralanschlusse ab Bearing covers to be taken off and connections for
senken. regulating oil to be lowered.
-
Hydr. Werkzeug
HYDR. TOOL
Steuerwelle aus dem Gehause rollen. Camshaft section to be rolled out of housing
Hydr. Werkzeug auf Hubgebernocken montieren. Hydraulic tool to be fixed to actuator cam.
Hydr. Werkzeug
HYDR. TOOL
Hubgebernocken entfernen und hydro Werkzeug auf Actuator cam to be taken off.
~rennstoffnocken montieren Hydraulic tool to be fixed to fuel cam.
--
Hydr. Werkzeug
HYDR. TOOL
BrennstotfnocKen entfernen. Fue1 cam to be taken off.
Montage: Gleich wie Demontage, in umgekehrter Reihenfolge Assembling: Same as dismantling but in reverse order
L.B. 1984
SULZER
CAMSHAFT
Group: 421
RT Removing the Fuel and Actuator Cams Sheet: 1
'-'"

1 Jacking tool 94424 1 Fuel cam E Vents
1 Connecting piece 94425 1a Actuator cam Q) Connection from oil pump
1 Connection 94426 2 Piston carrier 94942
1 Connection 94427 section G) Connection from oil pump
1 Centering disc 94428 3 Ring piece (2-part) 94931
1 Hose pipe 94429 4 Bolts @ Connection from oil pump
(1500 bar) 5 Pi ston (total 6 off) 94931 a
1 Suspension strap 94431 6 Camshaft R Eye bolts
1 Oi 1 pump 94931 7 Sl eeve
1 Oi 1 pump SKF 94931a 8 Liner
1 Oil pump 94942 8a Bush
1 High pressure 94935 9 Flange coupling
ho se 10 Guide plate
2 High pressure 94935a
hoses
'-.../
See Group 940/0a for tool detail s
Note: Three high pressure oil pumps of various designs are required when carrying out the work in
Group 421, Sheets l-li described below. Fill up both pumps (Tool No. 94942 and 94931) before
use with an oil of viscosity grade SAE 40.
The non-return valve 94939a inserted between oil pump and jacking tool 94424 serves a special purpo
se. When pumping, the non-return valve must always be closed. In this valve position oil can reach
the jacks but cannot escape back. The lowering of existing pressure in the jacking tool can be very
finely regulated by careful opening of the non-return valve.
Removing the Cams

Work Procedure:
~ Place the camshaft section in a clearly accessible and clean area.
- Slide tool 94424 over the shaft against the cam.
- Screw in and tighten connecting pieces 94426 and 94425 to connection 'HI in the threaded hole
M16 x 1.5 (with oil connection drilling 0 6 at the bottoml.
- Screw in all the bolts 4 for mounting the tool, on the sleeve 7 and on the actuator cam itself,
by hand but do not tighten them.
- Connect up the oil pump 94931 with high pressure hoses and appertaining fittings to connections
IWI and oil pump 94942 to connection 'H' as shown on the illustration.
- Open both vent scre~s 'EI on tool 94424 and operate the high pressure pump until the oil escapes
bubble-free. Shut the two vent screws.
- Extend the piston and evenly tighten all bolts 4.
- Oil may only be applied to connection 'HI after the oil pressure in the tool (connection 'WI) has
been set at 30 to 50 bar.
Pressure may only be built up at connection 'H' when the tool has been
correctly fitted and is under pressure. Accident risk!
- When oil appears around the full circumference of the jack seat, oil from the seam, the pressure
in the tool can be slowly reduced, whereby the cam is loosened.
- ATtach suspension strap to fuel injection- or actuating cam respectively as shown in illustration
on sheet 421/1i. Lift cams with the aid of a hoist from the sleeve 7 or the camshaft 6 respective
ly together with the bushes 8.
L. B. 1. 89
421/10 RT
Brennstoff- Nocken Hubgeb er - Nocken

CAM TO FUEL PUMP CAM TO ACTUA TOR PUMP '-"
I H
5
6
3 -107. 197. 653
L.B. 1.88
SULZER
Group:
CAMSHAFT 421
RT
~
Pressing on the Fuel Pump Cam Sheet: IB

See Sheet See Sheet 1
Connecti on E
according to
Sheet la
94424
,/
4 - 107. 197. 367
Connection
according to
Sheet 1a
- Clean all seating surfaces before fitting.

Slide the cam with liner onto the sleeve of the reversing servomotor. Ensure that the cam and liner
are flush with each other. Slide the jacking tool along to the cam, screw connecting piece 94426
into connection 'H' (note drilling 0 6), then tighten all mounting bolts 4 evenly by hand. Connect
pump 94931 to connections 'w' and pump 94942 to connection 'HI. --
- Open both vent screws' E' on tool 94424 and operate the hi gh pressure pump until the oil escapes
Apply pressure to the taper with connection 'H' until oil escapes on both sides between reversing
servomotor sleeve 7 and liner 8 around the full circumference.
- By slowly increasing the oil pressure in the tool the cam will move slowly axially. The pressure
at connection 'H' will rise continuously to about 550 bar. Oil must flow from both sides of the
cam during the whole tightening procedure.
- When the end position is reached, i.e. the cam and liner are at the limit stop, first release the
oil pressure in connection 'HI and then, after about 30 seconds, the pressure in the tool.
- Dismantle tool.
L.B. 1.89
SULZER
CAMSHAFT
Group: 421
RT
Pressing on the Actuator Cam Sheet: Ie
See Sheet See Sheet 1
Connection according
to Sheet 1a
4 - 107. 197. 368
L
@) Connecting according
to Sheet 1a

- Slide the cam and liner onto camshaft and position (note recess). Bolt on jacking tool whereby all
the bolts 4 must be tightened evenly by hand. Connect pump 94931 to connections 'w' and pump 94942
to connection 'H'.
- Open both vent screws 'E' on tool 94424 and operate the high pressure pump until the oil escapes
bubble-free. Shut the two vent'screws.
- Apply pressure to the taper with connection 'HI until oil escapes on both sides around the full
circumference.
- By slowly increasing the oil pressure in the tool the cam will move slowly axially. The pressure
at connection 'HI will rise continuously to about 800 bar. Oil must flow from both sides of the
cam during the whole tightening procedure.
When the end position is reached, i.e. cam is flush with the liner, first release the oil pressure
in connection 'HI and then, after about 30 seconds, the pressure in the tool.
- Dismantle tool.
- Attach suspension strap to fuel injection- or actuating cam respectively as shown in illustration
on sheet 421/1i. Lift cams with the aid of a hoist from the sleeve 7 or the camshaft 6 respectively
together with the bushes 8.
Remark: When replacing an actuator cam la, its bush 8a must be replaced at the same time. Both
parts form one unit and must not be interchanged. For spares orders bush and cam are always
supplied together.
L.B. 1.89
SULZER
CAMSHAFT Group: 421
RT Adjusting the Fuel and Actuator Cams Sheet: 1D

Gauge for setting cams 94432 See Sheet 1
High pressure oil pump 94942
Connecting piece 94427
Hose pipe (1500 bar) 94429
. ~--+-M22 X 7.5
M22xl,5
• 10
0
I
..
I
I
I
I
I
rr: 9"32
..
, - 107. 197. 378

la 1
Important Notes:
- Before shifting cams, rollers with roller guides of a respective fuel injection pump group must
be lifted above their cams.
To adjust (move) the cams, the pump 94942 must be connected to connection 'HI.
- Approximate pressure necessary to move cams:
Fuel cams 600 bar
Actuator cams 800 bar
- Attention! Before applying pressure 10 the fuel cams ensure that the guide plates 10 (2 off) are
bolted onto the side of the sleeve. These prevent the fuel cam from sliding sideways when adjust.
ing it and it is therfore essential that they be in place.
L.B. 2.84
SULZER
CAMSHAFT Group: 421
RT Removing and Fitting the Flange CouDling Sheet: IE

See Sheet 2 Piston carrier plate E Vents
3 Ring piece (2-piece) Q) Connecti on from
4 Bolts pump 94942
5 Pi ston (total 6 off) G) Connection from
6 Camshaft pump 94931
9 Coupling flange R Eye bo It
Removing the Flange Coupling
to Sheet 1a
E R E
4 - 707. 797. 379
to Sheet 1a
- Place the centering disc 94428 on the camshaft end.
- Bolt the jacking tool onto the coupling flange with bolts 4, only slightly tightening them by hand.
- Connect pump 94942 to connection 'H'.
- Open both vent screws IE' on tool 94424 and operate the high pressure pump until the oil escapes

- Extend the piston and evenly tighten all bolts.
Oil pressure may onl y be applied to connection 'HI after the oil pressure in the tool (connection
'W') has been set to about 100 bar.
Pressure may only be built up at connection 'H' when the tool has been
Once oil appears around the full circumference of the seam, the pressure in the tool can be slowly
reduced, whereby the flange coupling is loosened.
- Dismantle tool. Remove centering disc.
L. B. 2.84
421/1f RT
Fitting the Flange Coupling
to Sheet la
3 2 E\ R
---~ \
\
94425
.~~
"'-MI6xl,5
4 - 107. 197. 380
to Sheet 1a
- Position the flange with liner on the camshaft. Note marks on liner, flange and camshaft.
- Bolt on the jacking tool, whereby all bolts must be tightened evenly by hand. Connect pump 94931
to connecti ons I WI and pump,94942 to connecti on I HI.

- Open both vent screws 'E' on tool 94424 and operate the high pressure pump until the oil escapes
- Applly pressure to the taper with connection 'HI until oil escapes on both sides around the full
ci rcumference.
- By slowly increasing the oil pressure in the tool, the flange will move slowly axially. The pres
sure at connection 'HI will ri se continuously to about 1000 bar. Oil must flow from both sides of
the flange during the whole tightening procedure.
When the end position is reached, i.e. flange flush with liner, first release the oil pressure in
connection 'HI and then, after about 30 seconds, the pressure in the tool.
- Dismantle tool.
L. B. 2.84
SULZER
CAMSHAFr Group: 421
RT Removing and Fitting the
Sheet: 1G
Camshaft Coupling
Removing the Camshaft Coupling
9~931a
/
E R E
5
to Sheet 1a
- Bolt on the tool 1i ghtl y with bolts 4. Connect pump 94931 to connections' W' and pump 94931 a to con
nection'S'.
- Open both vent screws IE' on tool 94424 and operate the high pressure pump until the oil escapes
- Extend piston and evenly tighten all bolts.
- Set the pressure in the tool to 300 bar and then apply pressure at connection'S'.
Pressure may onl y be bui lt up at connecti on IS' when the tool has been
When oil appears around the full circumference of the seam, the pressure in the tool can be slowly
reduced, whereby the outer sleeve will slide slowly off the liner.
- Dismantle tool.
L. B. 2.84
421/1h RT
Fitting the Camshaft Coupling
949310
I
/
i
'" -107. 197. 383
to Sheet la

- After mounting the shafts the axial gap between them may not exceed 1 mm. The two shaft ends must be
exactly aligned. Check: Roller of fuel cams must be aligned.
- Push coupling over the camshaft and place in correct position, dimension A.
- The marks on the shaft ends must correspond. Position the coupling as illustrated. Bolt on the
jacking tool, whereby all bolts must be tightened ~ by hand. Connect pump 94931 to connections
'II" and pump 94931a to connection'S'.
- Open both v~nt screws 'E' on tool 94424 and operate the high pressure pump until the oil escapes
bubble-frQe. Shut the two vent screws.
Apply pressure to the taper with connection'S' until oil escapes on both sides around the full cir
cumference.
By slowly increasing the oil pressure in the jacking tool, the outer sleeve will slowly slide onto
the inner sleeve. Oil must flow from both sides of the coupling during the whole tightening proce
dure.
- When the end position is reached, outer and inner sleeves are flush, first release the oil pressure
in connection IS' and then, after about 30 seconds, the pressure in the tool.
- Dismantle tool.
L. B. 2.87
421/1; RT
Aufhangelasche fur Brennstoff-und Hubgebernocken -Transport
LIFTING LUG FOR FUEL AND EXHAUST CAM TRANSPORT
94431
Brennstoff - Nocken
FUEL CAM
geze;chnet fur RT 58
DRAWN FOR RT 58
4-107. 240.075
L. B. 1986
SULZER
CAMSHAFT Group: 421
RT Removing and Fitting of Sheet: 3
SKF Shaft Coupling

Hydr. hand pump 94931 1 Cam sha ft 8 Nut
Hand oi 1 pump SKF 94931 a 2 Inner sleeve 9 Seal ring
Pressure gauge 94932 3 Outer sleeve 10 Threaded pin
High pressure hose 94935 4 Pressure oil pipe P Fi tti ng cl earance
5 Valve screw R Ring space
6 Refl ux val ve "HPC" HIGH PRESSURE CONNECTION
7 Name plate "LPC" LOW PRESSURE CONNECTION
o Achtung !
ATTENTION! MAX. OIL PRESSURE 25MPa (250barJ
94932
Anschluss
LPC-----J
CONNECTION
Anschluss HPC ----.J

,Entliiftungsbohrung
CONNECTION VENT HOLE
L. B. 1985
421/3a RT
Removi nq an SKF Shaft Coupl i nq

Working Sequence
Connect pressure oil apparatur, consisting of hand pumps 94931 and 94931a and pressure oil pipe 4, to
the coupling as shown on Fig. IA'. Bring oil pressure in the ring space at LPC with hand pump 94921 to
about 200 bar (20 MPa) and keep this pressure constant. The pressure in this ring space may under nJW
circumstance exceed 250 bar (25 MPa); the caption on the name plate 7 is meant to draw attention to
t his!
- With hand oil pump (SKF 94931a press oil at "HPC" into the fitting clearance 'pI till it issues along
the whole circumference between the sleeves. On bigger cJup1ings thi~ ~ay take ~~veral minutes.
- If the coupling is very cold and the oil from this pump only manageable with difficulty the heat the
coupling up a little. Recommended temperature 20 - 30 0 C.
®
1
Open reflux valve 6 on the pump 94931 connected to ring space 'RI till the outer sleeve 3 slowly slides
off the inner sleeve 2. Should the outer sleeve not get loose, press some more oil into the gap clearan
ce 'pi between the sleeves with pump 94931a. Slight tapping on the inner sleeve can also assist the loo
sening of the outer sleeve.
- Clean the shafts on both ends of the coupling, shut connection bore "LPC" and the vent hole, whereby
the shifting force is only transmitted by the oil enclosed in the ring space, thereby preventing a jamm
ing of the seal ring 9. Now push the coupling fully onto one shaft end.
I P
421 3b RT
Fitting an SKF - Shaft Coupling

Working Sequence
Clean coupling seats and bores of the inner sleeve. Smear coupling seats slightly with thin oil.
- Push shaft coupling onto camshaft.
When joining the two shaft pieces the axial gap between them must be maximum 1 mmj the shaft ends there
fore have to be very accurately aligned.
- The marks on the shaft ends must correspond (Fig. '0'). Place shaft coupling according to Fig. 'cr.
Rl/l,"
RT 58 RT68 RT76 RT81, RT 62
,R3/l," 13{5 149 161, 177 140
A
ill
Connect the pressure oil pipe 4 of oil hand pump 94931 to "LPC" for the ring space of the outer sleeve
and open the vent hole nearby. Screw hand oil pump 94931a firmly into the connection bore G 3/4" of the
outer sleeve and press oil (SAE 30) into the clearance gap 'pi until it flows out at the thicker end of
the inner sleeve. With pump 94931 feed oil into the ring space until it flows from the vent hal e with
out bubbling. Shut vent hole and by continual oil feeding drive the outer sleeve onto the inner sleeve,
taking care that the pressure indicated on the pressure gauge never exceeds 250 bar (25'MPa). Continue
pumping oil into the fitting clearance to maintain the oil film. The press fit is completed when the in
ner sleeve protrudes by 10 mm. (Fig. '0').
Marken MARKS
Atteorl:i on!
- Open the valve screw 5 of the oil pump 94931a to allow the oil from the fitting clearance 'pi to return
to the oil container. Loosen the pressure oil pipe from "LPC" and remove with oil pump 94931. Shut the
connection bore -LPC" with the corresponding threaded plug. The remaining oil is not drained from the
ring space.
L.B. ? P7
421/3c RT
After the first fitting, the nut 8 must be re-tightened; Loosen locking set screw and threaded pin 10
(Fig. lEI) to unlock the nut, tighten the nut 8, then lock the nut again by hard tightening threaded pin
10, lock threaded pin with set screw.
® 10
8 9
1 n. R~
I. B.
SULZER
CAMSHAFT Group: 421
RT Removing and Fitting the Gear 1 ,Theel
Sheet: 4
to the Camshaft

2 Holding straps 94420 1 Bearing housing 7 Platform beam
2 Supports 94421 2 Camshaft 8 Gearwheel for verti ca 1 dri ve
Var. spanners 3 Coupling 9 Distance ring
4 Gear rim S Bolt s
4a Gearwheel hub * Threaded holes for taking
5 Adjusting screw the bolts lSI when tool is
6 Inner bearing shell not being used
6a Beari ng saddl e
Valid only for engines with balancer

Attention: The presence of a balancer (driven by the camshaft) must always be considered
when fitting or removing the gearwheel on the camshaft. It is, therefore, absolutely es
sential to follow the instructions in the supplement to Group 770/1 (there if otherwise
the risk of an accident occurring).
o gezeichnef fur RT58

DRAWN FOR RT 58
94421
1- 107. 197, 047

•
Removal
Should it be necessary to remove the gearwheel on the camshaft, proceed as follows:
- Bring the crankshaft of the first cylinder to T.D.C. (first cylinder at flywheel is cyl. No.1).
Remove the casing hood above the gearwheel to be removed from bearing housing 1; the locating
marks 1M' on the gear rim must line up with the outer edge lUI of the bearing housing (see Group
410/2).
- For safety reasons take precautions to ensure that, while the work is being done, the turning gear
remains en a ed but cannot be turned.
L.B. 2.84
421/4a
Remove the 2-piece closing cover on the left and right side of tre bearing nousing as well as the
hood (front).
Release the shaft coupling 3 according to instructions on Sheet 42i/ 19
- Slide the now loosened coupling onto the neighbouring camshaft section.
- The transmitter for the overspeed safety cut-out must also be removed from the drive side wall of
the bearing housing.
- Fit two holding straps 94420, one off per bearing saddle, sideways as shown on Fig. 'A'. These pre
vent the gearwheel with its bearing journals from sliding out of its bearing by itself when the
bearing caps are being slackened off and removed.
- Slacken off and remove both the bearing caps and then bolt the supports 94421 onto the now acces
si bl e bearing saddl e 6a.
- Adjust the supports with the aid of the adjusting screws 5 so that they are solidly supported on
the platform beams 7.
- After removing both the holding straps 94420, the gearwheel, complete with camshaft 2, can be rolled
out onto the supports 94421 and from there be lifted away by crane.
- If the gear rim 4 with hub must be taken down for further dismantling of the camshaft, it is essen
tial to check before any dismantling work is started if the gearwheel is marked together with its
camshaft.
® Markierung/DRIVING END
9 9
DRAWN FOR RT58
3-107.197.339
L.B.
421 4b RT
Fitting
The gearwheel is fi tted to the camshaft in the reverse order or removal. Pl ease note the foll owi ng
points when doing so:
Note: During reassembly and later fitting of the gearwheel on the camshaft, ensure that gear rim 1 ap
pears with its marking ~DRIVING END~ when looking at it from that end. The locating marks 'M' on
the gear rim for the correct 'camshaft drive wheel position' are stamped on the same side (see
Fig. 'B'l.
- The identification numbers of the individual parts must correspond with each other.
- All parts must be cl ean, undamaged, and lightl y oil ed before assembl y.
- After the gearwheel on the camshaft has been rolled back into its bearings and both the holding straps
have been fitted to stop it from rolling out by itself, a check has to be make if:
1) The locating marks 'M' on the gear rim correspond with the vertical outside edge lUI of the housing.
2) The gearwheel 8 for the vertical drive (bolted onto gearwheel hub 4a) is correctly engaged with the
opposi ng gearwheel.
Evenly tighten the bolts of the camshaft bearings using a ring spanner and hammer. When a final check
shows that the vertical bearing clearance of the camshaft bearing (see Table of Clearances 012/10) is
in order, the bolts can be secured with the locking pl ates.
- When hydraulically tightening the shaft coupling 3, check that the marks on the shafts to be connected
concur.
With the oil pump running, check the oil supply to the bearings before finally fitting the hood.
Remarks for the Replacement of a split Design Gear Wheel on the Camshaft (Illustr. 'BI)
- The removing and fitting is carried out as described above.
- The replacement of a damaged split design gear wheel on the camshaft may only be done in exchange for
a complete gear wheel i.e. the geared rim must be screw fastened to the hub and the bearing journal
fitted. This is necessary as the final machining of the gear teeth has been carried out in this moun
ted condition in the makers works and guarantees the required perfect true running of the complete
gear wheel. For this reason a split design gear wheel may only be installed if the final machining of
the teeth had been carried out with assembled hub/toothed gear rim.
- After the final machining of the teeth the rim may not be separated from the hub.
- Should the damage be limited to the toothing (gear rim), then the hub may be re-usedj provided a new
rim on which the teeth are not finishmachined is fitted to the hub, screw-fastened and dowelled to
which its teeth can be finished.
- The gear wheels for the auxiliary drives can be transferred to the replaced gear wheel.
- After fitting a spare gear wheel it is strictly recommended to place an order for another spare.
L. B. 10.86
SULZER
Group: 430
RT Removing anj Fitting the Pilot Valv~s Sheet: 1

1 Extraction device 94451 Upper shaft of the 10 Large holding pin 17 Support
1 Feeler gauge 94122 vertical drive lOa Small holding pin 18 Bo It
2 Pilot valve sleeve 11 Cover 19 Locating pin
3 Pilot valve 11a Screws 20 I~ ut
4 Housing 12,12a Beari ng flange 21 Threaded studs
~ ~~}Beari ng bush
5 Starting timing cam 22 Extension pieces
6 Closing cover 23 Jacking screws
7 Pin for roller 14 Taper pin 24 Oval fl ange
8 Ro 11 er 15 Dowel pin 25 Nut
9 Tension spring 16 Taper pin S Clearance
SL Bearing clearance
We recommend that during each 4-year survey a random check be made by removing two pilot valves 3 with
sleeves 2 from housing 4 of the starting air control air distributor and to clean and examine them.
(For reasons of safety, close the shut-off valve of the starting air receiver when carrying out this
wo rk 1.
The condition of the pilot valves removed will determine whether the remainder may be left in position
or whether they all have to be removed. Should the pilot valves be very dirty, this means that the air
supplied is not being cleaned sufficiently (poor condition air filters, etc. on the compressor).
When pushed forward in their sleeves 2, the pilot valves 3 should move easily and be pulled back again
by their spring 9. Roller 8 should turn easily on pin 7. Spring 9 must pull pilot valve 3 back until
the latter rests against the large holding pin 10.
8 5
1~
19----,
110
11
3-------J
100 ---J
2-------J
'-107. 071. 730
2.84
430/1a RT
Application fa extracting device 94451 for removal of pilot valve sleeves
23
c 20
25
® 24
22
b a
.~. 1-107 073. 797
* When fitting the sleeve, place nut 20 under flange 24 if the

sleeve cannot be pushed in by hand.
L.B. 2.84
430/1b RT
Removal
- Loosen screws 11 a and remove cover 11.
- Bolt on device 94451 according to Fig. 'a' of I 11 us. 'B' and, by tightening nut 20, pull out sleeve
2 with the complete pilot valve 3 until it makes contact with the oval flange 24. It may then be
possible to remove sleeve 2 by hand, using jacking screw 23. If not, screw the two extension pieces
22 onto the threaded studs 21, refit flange 24 and pull the sleeve out completely by turning nut 20
(Illus. 'B', Fig. 'c').
- For further dismantling, push the large holding pin 10 out sideways, thus allowing the pilot valve
with spring 9, roller 8 and pin 7 to be removed.
- The parts removed must be thoroughly cleaned. If possible, do not use emery cloth or else take care
not to round off the edges of the sleeve and of the pilot valve.
- Damaged components are to be replaced by new ones.
- If spring 9 has to be replaced, the small holding pin lOa must be removed sideways by tapping it
with a drift.
Fitting
If spring 9 was removed, refit it into the pilot valve 3 and also fit the small holding pin lOa.
- Slide pilot valve 3, together with roller 8, pin 7 and spring 9 into sleeve 2 from the front.
- Pull back spring 9 with a small wire hook and hook onto the large holding pin 10.
- Carefully slide sleeve 2, with pilot valve 3 installed, into the bore of the housing (note numbering
of the parts).
During fitting, make sure that locating pin 19 is at the top and comes to lie in the groove situated
at the front of the housing bore.

- The sleeve can usually be inserted by hand if bore and sleeve 2 have been well cleaned.
- If this cannot be done easily, use device 94451 according to Fig. 'a' of Illus. 'B'. Nut 20 must,
however, be placed under the oval flange 24. By turning to the corresponding side, the sleeve is
pushed into the bore until it seats.
Attention! Never file or machine at the circumference of the sleeve for easier fitting as this might
cause air leakage from one groove to another which, in turn, might impair the starting
process.
- With the pilot valves fitted, there should be a clearance of approx. 1 mm between the top of the
starting pilot valve cam and each individual roller with n a air acting on the piston valve. This
can be checked by dismantling closing cover 6 and bearing flange 12.
- The total bearing clearance 'SL' should not exceed 0.3 mm.
L.B. 2.84
SULZER
Group: 432
RT STARTING AIR SHUT-OFF VALVE
Cleaning and Function Check Sheet: 1

Var. spanners 1 Control valve 9 Non-return valve seat 18 80 It
2 Control piston 10 Non-return valve body 19 Rod sealing ri ng
2aContra 1 valve body 11 Compression spring
3 10 1 ring 12 10 1 ring 20 Scraper ring
4 Cover 13 Allen screw 21 Spildle
5 Guide bush 14 Non-return valve 22 Flange
6 Shut-off valve body guide housing 23 80 It
7 Shut-off val ve 15 Threaded bush 24 80 It
housing 16 Piston sealing ri ng s 25 Locking latch

8 Shut-off valve seat 26 Handwheel
A Inner space
8 Annular space
AV
C Stop
D Equalizing hole
E Drain valve
14 K Check &water draining
13 va1ve
L Starting air distribution
12 pipe
11 AV Air to the starting air
10 valves
9 M. Ml Pressure gauge
>.,.,c===l-I-I---t~.- . ----., S Clearance (approx. 2 mm)
A I
B i
D •
6
~;;+;;;;;~':#=~~=+S
-~--------
,VAF',,~ 15
15 1~~~"J=-16
4 17
r 3
C
gezeichnet fur RT58
,, DRAWN FOR RT58
,,
18 I
I
I
2~. r
von Hand geschlossen 25

CLOSED BY HAND \.~--===---I-"*=f---
Automat \... \-~===4 26 ,
AUTOMATIC
__
von Hand geoffnet /'*=--~--iI=:±:..::r--.. --=7
OPENED BY HAND 0-107.197.033
r p
432/1a RT
The starting air shut-off valve r,as to be dismantled periodically for cleaning and inspection. When
necessary,regrind the valve seats of the non-return and shut-off valve. The threaded bush must first
be unscrewed if the shut-off valve body 6 is to be released from the spindle 21 to do this. Prior to
~
reassembly of the spindle, thoroughly degrease the thread in the shut-off valve body as well as that
~
in the threaded bush and smear them with LOCTITE HV 77. Insert the spindle and fully tighten down the
threaded bush.
Corroded springs have to be replaced.
During assembly, other parts have to be liberally coated with molybdinium sulphide.
A function check has to be made after assembly and following safety precautions have to be taken:
- The engine must be completely assembled, ready to start and the turning gear must be in (gear teeth
di sengaged.)
- No persons or obstacles whatsoever may be near the flywheel, the drive shaft or especially the pro
peller.
During the function check, the reversing lever in the control desk must remain in the 'STOP' position
and the starting button must not be pushed.
Initial Position
Stop valves on starting air receivers are closed.
Shut-off valve for starting air is in the position'closed by hand'.
Checks
a) Tightness
Open stop valve of a starting air receiver and check whether the shut-off valve is tight, i.e. no
pressure is shown on the pressure gauge 'M' or no air escapes from there with the discharge valve
'EI open.
b) Openi ng by ,Hand
Open shut-off valve by means of the hand wheel until the red mark on the spindle is at the position
'opened by hand'. Note wheter the spindle moves easily. When the valve opens, the pressure gauge
'M' shows approximately the same pressure as pressure gauge IM1'.
c) Automatic Closing
-----------------
Turn the hand wheel (in closing direction) until the locking latch latches in position "Automatic".
In this position, the shut-off valve should be closed automatically by the force of the spring.
The pressure on pressure gauge 'M' must drop to zero when the discharge valve 'E' is opened. After
closing same, no pressure may build up again.
In this position, the valv.e closes positively only if there is a clearance'S' between spindle and
val ve body (when new, approx. 2mm).
By turning the spindle carefully (in opening direction), the contact with the valve body can be
felt. The clearance'S' can thus be determined externally as the clearance of 2 mm corresponds to
approximately 3/4 of a turn of the spindle.
Should virtually no clearance exist after frequent re-cutting of valve seat and valve body, these
parts will have to be replaced during the next overhaul.
d) Automatic Opening
Opening check valve 'K' has the same effect as opening pilot valve 1. The shut-off valve should
open automatically at the same time, i.e. pressure gauge 'M' must show approximately the same pres
sure as pressure gauge 'Ml'. Should this be the case, close check valve IKI and open discharge valve
'EI. The starting air distribution pipe 'LI must vent, i.e. the pressure on pressure gauge 1M' must
fall to zero.
After completion of the checks described, the shut-off valve is to be closed with the hand wheel
(position 'closed by hand')
L.B. 2.84
SULZER
Group:
RUNNING DIRECTION SAFEGUARD 453
RT Sheet:
Inspection and Function Check 1
Tool s:
~ey to Drawing
Various spanners
1 Special bolt
2 Dr i vi ng disc
3 Driving wheel
4 Coupling element
5 Housing
6,6a Bolt bearing
13 7 Sl eeve
15
12 8 Rotary val ve
16
9 Bo 1t
11 lD Spring plate
10 11 Cover
9 13 Spring plate
60 14 Pointer
15 Split pin
17 16 Castellated nut
17 Gasket
18 Stop pin
8 19 Bo lt
F Sliding faces
Y Air gap
3 2 1
II HI-HI
1- 107.195.548
L.B. 2.84
453/1a
Oi smantl i nq procedure
The running direction safeguard does not need any maintenance in service. HOllever, lie recommend that
it be dismantled during a major overhaul (every 4 years). The co~ponents should be cleaned and checked
~
for lIear, in particular the sliding faces 'F'.
Roughened sliding faces can possibly be reconditioned by careful polishing. By loosening the oil pipe
connections and the four bolts 19, the complete running direction safeguard can be removed.
For the inspection of the rotating parts proceed as follolls:
Remove the pointer after first knocking out the heavy type dowel pin.
- Unscrew the bo 1ts 9 whi ch hol d dOlln the cover 11 and remove thi s along wi th gasket 17.
- Pullout the split pin 15 which locates and secures the castellated nut 16 and unscrew the nut.
- Remove spring plate 13 and 10 along lIith compression spring 12.
- The special bolt 1 can now be knocked out with a couple of light taps on the head end and removed.
- Driving disc 2 and coupling element 4 as well as the driving gearwheel 3 between, can nOli be pushed
down from the rotary valve 8.
This dismantled situation makes a complete inspection of the ball bearings 6 and 6a as well as the
coupling element possible.
Hints for Reassembly

The parts prepared for reassembly should be oiled slightly, in particular the faces marked 'F'. With
sliding faces overhauled and any sharp edges removed, proceed for reassembly as for dismantling, but
in reverse order. The air gap 'VI must not be 1ess than 2 mm. If it is less, the driving di sc 2 and
the coupling element 4 must be machined to restore the original air gap of 4 mm.
- The two spring plates 13 and 10 are not interchangeable. Fit first the one named 'inner spring plate'
10. The compression spring 12 follows and finally the outer spring plate 13 which is compressed to
the dimension 'X' about 63 mm by tightening the castellated nut 16. Lock with split pin 15.
- Before fitting the cover 11 with gasket 17 on the housing 5, turn the rotary valve 8 with a spanner
(on the castellated nut) several times to and fro. This should be possible without much effort. The
0
rotary valve should allow turning by about 50 from one stop to the other, this can also be checked
on the cover 11 where the mark on the pointer must coincide with the marks on the cover in 'Forward'
and 'Reverse' during the function check.
Function Check
After completing the assembly of the running direction safeguard its function should be checked as
fo 11 ows:
The engine (ready to start) has to be turned through one revolution 'Ahead' and 'Astern' with the
turning gear. When doing so, move the reversing lever on the control desk from 'Ahead' to 'Astern'
and back and observe if the shut-down servomotor reacts immediately and if the fuel regulating linka
ge is pulled in the '0' direction when the turning direction of the engine does RQi coincide with the
position of the reversing lever (watch the position of the setting plate positions on the fuel injec
ti on pumps).
If the cut-out servomotor does not immediately move to position '10' although the engine sense of ro
tation corresponds to the position of reversing lever, the reasons for this may be that the control
air pressure is too low to act against the spring force in the shut-down servomotor.
T • R. ?,R.1
SULZER
Group: 455
SHUT-DOWN SERVOMOTOR
RT
Dismantling and Reassembly Sheet: 1
Taa1s: Key to Drawings

Various spanners 1 Cover 10 Pin 17 Flange
2 Compression spring 11 Cover 18 Tensioning bolt
3 Cylinder 12 la' ring 19 Bolt with lock nut
4 Piston rod 13 Bolt 20 Heavy type dowel pin
5 Piston 14, R'"'d r"bb'~f,r pi,t,o 21 3/2-way valve
6 Heavy type dowel pin ring sealing 22 Bo It
7 'Of ring l4b, Sliding ring l30x125x3.8 23 Bolt
8 Grooved ring 15 Stud bolt 24 Valve plate
9 Scraper ring 16 Nut
II
I
19
21
,
11__
3
~
15 22
2 III
1
2'
16
1/ 2 Umg. frei +111 Spannschraubensicherung V

HALF A TURN LOOSE TENSION BOLT LOCKING r
T 0
455/1a RT
Normally the shut-down servomotor does not need any maintenance. Should, however, considerable leakage
from the pressure chamber be detected, the grooved ring and/or the piston sealing rings must be re
placed. The servomotor piston 5 must be removed to do so.
An inspection of all the internal parts should be carried out during the 4-year survey in any case.
Di smantl i nq Procedure
Shut off control air and vent the piping system.
Release pipe connections to the valve plate 24 and, after removing the four bolts 22, remove the
complete shut-down servomotor from its mounting.
Remove piston 5 and cover 1 with spring 2 together as one unit after unscrewing the four nuts 16.
The spring tensioning bolt 18 remains secured by the tensioning bolt locking arrangement during re
moval of the piston.
Should the spring 2, loaded between piston 5 and cover 1, also have to be released from the latter,
it has to be unloaded with the aid of the tensioning bolt 18 after unscrewing the two bolts 23 and
removing the tensioning bolt locking arrangement.
Note: The bolt 19, predrilled and secured with heavy type dowel pin 20, should not be removed during
dismantling. It serves only as a stop and limits the maximum engine power as determined during
engine acceptance trials.
- Inspect the individual parts after thoroughly cleaning them.
- Damaged parts have to be replaced by new ones. Pay particular attention to the parts 7,8,9 and 14
which are subject to wear.
Before finally reassembling the shut-down servomotor, lightly oil all its parts. Check without spring
that piston with piston rod move freely in the cylinder.
Reassembl y
- Assembly follows in the same way as dismantling but in reverse order.
- The piston is fitted with cover and spring outside the cylinder, the latter pre-tensioned and then
pushed into the cylinder.
Note: When tensioning the spring, screw in the tensioning bolt 18 up to the end of the thread and then
turning it back through about half a turn. Now the tensioning bolt locking arrangement (hexago
nal tubel can be fitted.
- After connecting up the valve plate and control air pipes, check the function of the shut-down servo
motor by filling and venting the control air system several times.
- In the,vented condition the shut-down servomotor should bring the fuel pump regulating linkage to
Pos. '0'.
T D
SULZER Group: 510
Woodward Governor PGA 200
RT Installing, Removing and Maintenance
Sheet: 1
1 Screwdriver 1 Governor cover
Var. spanners 2 Pneumatic speed control
3 Accumulator
4 Connection / oil to cooler
5 Oil drain plug
6 Adjusting screw for needle valve
7 Connection '2' / oil from booster
8 Knob for manual speed setting
9 Charge air connection
10 Dip stick for checking oil level
11 Governor output shaft
12 Oil filter
13 Cap for overspeed test device
14 Oil filling connection
15 Connection '1' / oil from booster
16 Connection / oil from cooler
17 Connection / oil to booster
18 Oil drain plug
19 Governor drive shaft
07813076-5
Installing and removing the governor on the

engine
When lifting off the governor or placing it on
the engine, care has to be taken to ensure that
the splines on the lower end of the governor
'-.-/
drive shaft to not get damaged. Furthermore, it
must be possible to insert the shaft without jam
ming when fitting the governor onto the drive.
Pipes and linkages must be connected up with
out stressing them.
When the governor, oil cooler and booster are
separated from each other, care has to be ta
ken to prevent any dirt from entering the oil
pipes and their connections.
For checking
The governor positions '0' and '8' must be checked immediately after connecting the fuel pump linkage to the
governor; They must absolutely correspond to the positions on the control plate on the fuel injection pump.
the V.LT. indicator must then stand in position '0'.
L.B. 7.86
510/1a RT
Maintenance
Information about maintenance work, mainte
nance intervals and repairs can be gained from
the WOODWARD bulletin which is supplied
separately with the governor.
Repairs on the governor should be carried out
by WOODWARD experts only (or by specially
trained personnel). It is, therefore, advisable to
keep on board a complete spare governor,
carefully adjusted to suit the engine, which al
lows immediate replacement if necessary. The
defective governor should be returned to a
WOODWARD service agency for repair. It is
imperative that a copy of the governor adjust
ment records of the engine be handed to the
agency as the governor will have to be re-ad
justed according to these records.
18
0781 3076-7
19
Oil change
Under favorable service conditions, the oil can remain in the governor for 6 months (approx. 3000 hours) or
even more. Should, however, the oil become blackish or show signs of aging, it must be changed immediately.
The used oil of the governor must be drained when hot by unscrewing the oil drain plugs 5 and 18 with the
engine s top p e d. The oil in the oil cooler as well as in the booster must also be drained.
Where an oil filter is fitted (governor with charging protection), remove the screw up on the housing 12 and
withdraw the filter element. This should be sloshed about in paraffin or clean fuel and then gently blown out
with compressed air. Replace the filter straight away since it is essential that it be in place when carrying out
--- the following flushing procedure.
"'----'
iA 1986
510/1b RT
Thereafter, make ready the same amount of clean flushing oil, of ~hich approx. 6 1/4 litres are poured
in at oil filling connection 14.
Now run the engine for 5-10 minutes at low revolutions.Since the oil can onl~ reach the cooler and
booster when the governor is ~orking, the oil level will sink shortly after the engine has been star
ted. The remaining oil must therefore be added in stages.
At the same time, observe the level on the dip stick to see if the oil level is up to the mark 'Full '.
Top up with more oil as necessary.
During the short running time, the speed of the engine is to be changed frequently so that the gover
nor is worked.
Afterwards drain off the flushing oil in the same way as the old oil from the governor, oil cooler
and booster.
After flushing has been completed, fill the system with new, filtered oil (for oil specification, see
WOODWARD bulletin 25007).
Filling with new oil and putting the governor back into service is done the same way as described at
the start of this section.
Venting Oil System and Adjusting Needle Valve

When starting up the governor for the first time and after every oil change, the oil system of the
governor must be vented as follows:
Start up the engine and run at low speed, at the same time unscrewing the adjusting screw of needle
valve6 anti-clockwise by a few turns. This should cause the engine to hunt and thus force the go
vernor to work.
- Should opening the needle valve not cause the engine to hunt, this must be done by displacing the
speed adjusting lever on the control desk.
Slowly close the needle valve little by little until the point is reached where the engine ceases to
hunt. The correct needle valve~position depends on engine characteristics. In principle, the needle
valve should be open as far as possible to avoid sludge built-up. It should, however, not be opened
by more than approx. 1/16 to 2 turns to ensure steady operation of the governor. Under no curcumstan
ces may the needle valve be screwed completely tight; the governor could never work satisfactorily
in this condition.
Governor Maintenance
Where a spare governor is kept for the installation, a check should be made at least annually to see
that it is stored upright and that it is filled with rust protective oil to the mark on the dip stick.
(, 0 , ~ 01
SULZER
DFVICE
S~FETY CUT-OL~
Group: 530
RT Maintenance, Function Check Sheet: 1
Key to Drawings
Var. spanners 1 Cut-out yoke guide 10 Piston
2 '0 1 rings 11 ~ush
3a Round rubber ring }fOr piston 12 3/2-way sol enoid val ve
3b Sliding ring sealing 13 Valve plate
3c Round rubber ring }fOr rod 14 Intermediate piece
3d Sliding ring sealing 15 Cylinder (lower)
4 Compression spring 16 Pull rod
5 Castellated nut with 17 Fuel pump body
split pin 18 Guide bush
6 Cover 19 Cut-out yoke
7 Cover plate K Piston underside
8 Screwed rod with nut L Air supply chamber
9 Cylinder (upper) St Control air pipe
7 8
~s a rule the safety cut-out device requires
no maintenance. Should, however, excessive air
leakage from either the air supply chamber
'L' or from space 'K' (piston underside) be
10 detected, the defective '0' rings, pi stan or
K rod sealing rings must be replaced by
11
new ones. As opposed to the other parts of the
12 air cylinder, the pull rod 16 can only be re
13 moved from below. The fuel injection pump
block must first be lifted.
St Before starting any maintenance work which may
14 be necessary, fully release the control air
L pressure, vent the system and disconnect the
control air pipe 'St' from the valve plate.
:/'5 16
When the air cylinder is being dismantled, all
the parts of this unit have to be cleaned and
their condition checked. If the compression
spring is corroded it must be replaced.
Lightly oil the cleaned parts prior to assem
17 bly. A function check has to be carried out
after assembly and after putting the control
air system under pressure. Operate the electri
cal emergency stop button 5.25 (see the Sche
18 matic Layout of the Engine Control System,
Groups 400-20 and 530 of the Service Instruc
tions Manual). As a result, the cut-out yoke
will be pulled up to its stop on the under
side of the fuel pump body,
Warning! Never press the emergency stop but
ton as long as work is being done
with either the hands or tools on
the underside of the fuel pump body.
1-107.195545
L. ~. 2.84
SULZER FUEL INJECTION PUMPS Group: 551
Setting and Checking the Control with V.I.T.
RT (Variable Injection Timing) Sheet: 1
Too 1s: Key to Illustrations

1 Tensioning tube 94534 1 Spill valve seat 28a VIT indicator
1 Device for measuring 94552 2 Valve seats for suction/ 29 Clamp screw
2 Devices for measuring 94554 delivery valves 30 Pointer to setting shield
3 Special spanners 94555 3 Relif valve 31 Graduation to item 30
2 Special spanners 94557 It Indicator to relief valve 32 Load indicator
1 Torque wrench 94559 5 Hand grip to manual shut-down 33 Speed governor
w.h~x.pl ug spanner 6/6a Pressure nipple (long) & (short) 34 Regul ating linkage to suc
and extension 8 Push rod with guide bush tion valve
1 ~ithdrawing device 94561 9 Cover 35 Regulating linkage to spill
1 Wi thdrawing devi ce 94564 10 Pin (short) va 1 ve
1 Special spanner 94571 11 Pin (long) 36 Setting cam of curve seg
1 Ci rcul ar di sc 94581 12 Compression spring men t
1 Grease gun 13 Compression spring 70 Spacer
14 Plunger and 71 Screws
14a Pl unger gui de 72 Spacer
15 Waisted screw 73 Nut
16 Speci a1 screw 74 Puller rod
Important! 17 Stepped throttle 74a Disc
18 Connectors 75 Safety gri p
Before starting preliminary
19 Fue 1 pump body 76 Setting screw
measures to carry out chec
20 Double nipple 3. 12 Fuel 1ever
king and setting work on the
21 Orai n screw 6.03 Shut-down servomotor
fuel injection pumps, the en
22 Threaded pl ug E Fuel inlet
gine must be changed over to
23 Threaded plug P To the injection valves
Diesel fuel before shutting
24 Regulating tappet R Fue 1 return
it down! Spill valve to pump 1
25 . Shut-o ff valve Ul
26 Sh~t-off val ve U2 Spill valve to pump 2
28 Injeciion start setting lever 01 Pressure valve to pump 1
02 Pressure valve to pump 2
Sl Suction valve to pump 1
52 Suction valve to pump 2
K Hand 1ever
A) 0 ire c t ion san d perm iss i b1e 0 e v i a t ion s
The correct adjustment of the fuel injection pump control is extremely important. Cha~ges to the ef
fective delivery strokes may only be attempted when on occasion of checks, unadmissible deviations
from the recorded data of the timing records are established.
The timing records which will be often mentioned in this description are handed over to the customer
together with the test protocol.
a) Replacement of parts
When parts of the fuel injection pumps (f.i.pumps for short) are being replaced, which influence
the fuel injection control in any way, then the f.i. pump controls must be checked and if necessary
re-set in compliance with the values of the timing records.
b} Cut-out Checks
In order to ensure that the engine can be shut-down at any time and 'can never' run away' respecti
vely the various cut-out checks must be carried out after the engine has been set anew. (See para
grap h 'E I ) •
c) Setting Data in the Timing Records
The decisive setting data of the fuel injection pumps and fuel cams are established for a speci
fied setting dial position and entered in the timing records.
These are: Idl e stroke. begin of injection/total stroke. end of injection
The effective plunger stroke entered in the timing records results by necessity from the idle
stroke and the total stroke.
L. B.
L
551 /l a RT
d) Effective delivery stroke (in mm)

The effective delivery stroke is set by modifying the length of the regulatir,g tappet 24 for t~e
suction and spill valves. In this manner shortening the regulati"g tappet produces an increase in
the effective delivery stroke, and lengthening the regulating tappet produces a reduction in the "-"
effective del ivery stroke.
~~l~~!~~2=!~~=~~2~l~!~~2.!~~~~!=a~=~a~.~.~.2=a~~~~~!~S~=~~.!~~~~~~~~!
Equal effecti ve del i very strokes on all f. i .pumps are necessary to obtai n bal anced power outputs on
all the cyl i nders; For thi s reason the measured val ues of the i ndi vi dual f. i. pumps have to be com
pared with each other.
The maximum admissible deviation between the biggest and the smallest effective delivery stroke on
individual cylinders is O,2mm, and the deviation of the effective delivery stroke to the values in
the timing records should not exceed ~ O,lmm.
e) Beqin of Injection
The begin of injection (<t before or after T.D.C.) of a fuel injection pump may only be altered by
shifting the fuel cams and not by re-setting the regulating tappet of the suction valve. The devia
tion to the timing records shall not exceed ± 0.3 0 •
f) Equalizing the maximum Cylinder Pressures
The equalizing of the ~aximum cylinder ,r~,stlres may· only be·brought about by turning the fuel cam
and not by changin~ the lengths of regulating tappets of suction and spill valves (condition is
equal compression pressures). Directions on the turning of fuel cams are given in Group 421.
g) Spac6rs for Fuel Del ivery Reduction
While setting and checking the f.i.pumps ~ spacers may be inserted for delivery reduction. Di
rections to this effect are given under group 551 in the operating instructions.
B) Pre par a t ion s

1. Engage turning gear.
2. Close shut-off valve for starting air with the hand wheel (Item ="shut by hand").
3. Close shut-off cock of fuel feed and return piping, immediately behind the f.i.pump.
4. Slightly loosen the drain screw 22 arranged at the side at the height of the stepped throttles to
drain the fuel from the pump body.
4a. Removing the Circuit pressure regulating Valve.
5. Remove cover 9, springs and pressure valves (above the pump plunger). Remove also the cover above
the suction and spill valves, unscrew the pressure nipples 6 and 6a and remove springs and valves
(Fig. 'E'). '-'"
6. Wash suction and spill valves as well as their valve seats in kerosene or similar. Check that the
valves slide easily in their guides and that the valve seats are undamaged. If necessary recondi
tion the seat faces by careful grinding-in or replace the valves. Fit suction and spill valves
wit h 0 u t their s p r i n g s - again and tighten their pressure nipples 6 and 6a firmly
wi th the speci al spanner 94571 to 300 Nm (31 mkp).
7. Check whether the spacers 70 and 72 of the dial gauge holder slide well and the dial gauge func
tion properly. If so, mount the dial gauge holders and screw them tight. (See Fig. 'G'l.
8. Remove fuel lever 3.12 from pos. F.S. By this the air cylinder to the governor/linkage connection
is vented and the shut-down servomotor 6.03 moves to operating position. (see. Fig. 'B' l.
9. Remove the lock screw locking device from the shut-down servomotor 6.03, and turn the lock screw
completely out of the piston rod. Place the tensioning tube (tool No. 94534) onto the same lock
screw. Screw the lock screw with the tube in till the stop. (See also Fig. 'B'; take note of the
remark thereon).
10. Close three shut-off valves marked with 25, in the console of the control air supply, and open the
two shut-off valves 26 for the air container drainage. (See Fig. 'AI).
I R 6.86
551/lb RT
11. Start 1ubricating oil pu~ps f Jr cearinQs and crossreads and set pressures for normal operation. (Set
ting values on sheet 025 od uescr;ption and operating instructions).
12. Bring reversing lever or the ,1u~il iary manoeuvring stand to 'AHEAD'. The pin No. 12 in the Synoptic
panel may not project outllard (c'leck by 1ightly pressing the pinJ.
13. Using lever 28 bring the pointer above the indicating plate - Start of injection 28a (possibly still
pointing on), position '0'. To make this adjustment possible, loosen the clamp screw 29 and move the
injection start setting lever 28 in the required direction. Re-tighten the clamp screll 29.
14. For RT 58-68-76-84-84M remove the shifting cam fitted to the V.I. T. segment. For RT 52 and 62 remove
the curve segment and fi t ci rcul ar di sc 94581, for runni ng-i ,1 of nell engine parts. Thi s ensures that
the roller of the V.I.T. rests on the zero circle.
15. Notch-in the emergency fuel lever 3.12 (of the auxiliary manoeuvring stand) into the fuel linkage
and place it into the position '8', required for the checking.
16. The V.I.T. indicator 28a must point to nzero l1.
. ,
:·r'-+-I
+ "- --'
'-
ClJ
-
-
;;
--=- -=--~
II
(3)
25
• - I
!T:St~ullrluftversorgung I
:
:I:
I
'
, . I'
I I'!
CON r +
OL AIR SUPPLY
"'"
'!l
~.;.1:.. ! , \"~
Ir'T; I l\~'
~ ~ ~1
Dc===::-:--::::::::::::::~26
DRAWN FOR RT
L. B. 6.86
551/1c RT
®
..
6.03
9~53~
3-107. 197. 071
Saug Uberstrom
'.lentil '.lentil
SUCTION SPILL
VALVE
,. ... VALVE
II'" -'0
fruh / ADVANCE
spat / RETARD
35
Remark!
After the checking is completed the setting cam or curve segment respectively must again be fitted in its
original position; the position is ascertained by a pin. Remove the tension tube (tool No. 94534) and
bring the shut-down servomotor back to its original position. The tension screw locking device (hexagonal
tube) must only be placed in position after the tension screw has been loosened by abt. 0.5 turns. Articu
lated joints of the regulating linkage between governor and fuel irnjection pumps are equipped with grease
nipples. These must be regularly lubricated with good quality ball bearing grease by a grease gun.
.>.--/.
L. B. 10.85
551/1d
I
for rerncval ~f t~e V2!~e seats ~se
75 the devi ces 94554 for del i very val·
75
©C . 9" 5 61~-----{l
73
ves contained in the tool kit (see
Fig. Ie'),
These are used as fcllo~s:
7"""7=~~II:~~~74a - Push the ~i thdra~i ng rod 74 ~i t

/
94564 hout any accessories right do~n
through the valve body and pull it
back until the spread for~ard end
comes against the front end of the
valve seat.
_ Fit on disc 74a and scre~ on nut
73 but not right down yet.
- Lead the safety rod 75 through the
~ithdrawing rod until its ring en
ters the slot at the upper end.
a
By tightening the nut 73 the valve
seat can no~ be pulled out of the
/ 3-107.125.208 pump block.
a = Arrangement of the dial gauges

above the plunger (delivery val
ve)
b Arrangement of the dial gauges
b above the suction and spill
valves.
70
14o
2-107.125.210
14
?R4
T P
~
~ ®
E
Brennstoffeinspritzpumpenkorper
ausgeriistet mit
FUEL INJECTION PUMP BODY EQUIPPED
WITH STAGNATION PRESSURE E P R-R
III
P E
~
~
~
Standdruckregulierventilen
.......... _ _
CONTROL VALVES
J
I t 18 t t t 18 I
52-----T.th. liT
-
- '\\\ ~3
.4i 51
15 R
I ~~ ~~At I ---~
6Z
D~
U ,
~DI
n
U,
. ... . ..... ,. ............. '" ..................................................... " ........ ,... ............ .. ............... 6 23 I 23
P
LJl.I f !J'...,,~"''''''''''''''' 'i"""~,,"J'..."""Jlt.....!Ul"~ 11
-
II-II
20 t t 20
E II.ll ~fl--l-1t~~
I
21 22 22
19
6a u 13 2 10
8
Q:) 0- 107. 198.866

Co
~ (
I ( )
( ';
(
551/1f RT
C) Res e t tin g the Injection Pumps
The following checking data are to be taken from the timing records. Then carry out the following
adjustments according to these:
1 - Setting shield position (normal '8 1 )
2 - Idle stroke in mm = 'a'
3 - Begin of injection in -4 a before or after 1.D.C.
4 - Total stroke in mm = 'b '
5 - End of injection in4° after 1.D.C.
6 - Effective plunger stroke = fbI - 'a'
Carry out preparations as per Section B ).

Setting of the Effective Delivery Stroke
1. Turn the engine until the cam roller of the injection pump to be adjusted lies on the cam peak.
Place the dial gauge onto the suction valve, which is now closed, and set it to 0 (see Illus. 'GI,
Fig. 1).
2. Turn the engine 'astern' until the roller of the injection pump to be adjusted lies on the base
circle of the cam. Install the dial gauges above the plunger and above the now closed spill valve
(U) and, with a certain amount of pretension, set them to 0 (see Illus. 'G', Fig.2).
3. Rotate engine crankshaft 'AHEAD' until the dial gauge on the plunger has reached the value of the
idle stroke 'a'. (For value refer to timing records).
4. Adjust the regulating tappet of the suction valve (S) so that the dial gauge on the suction valve
indicates 0.02 mm. (When taking the reading the tensioning nut of the respective regulating tappet
must already be firmly tightened!).
This position signifies:
the suction valve shuts = begin of injection (see sketches 'G' Fig. 3)
5. Read off the flywheel gradation the crank angle in 4 0 before and after T.o.C. and compare rea
dings with the values in the timing records. If necessary shift fuel cam 'forwards' or 'backwards'.
(Pl. refer to group 421 sheet 1d), for di recti ons.
6. Turn engine crankshaft further 'AHEAD', till the dial gauge on the plunger shows the dimension of
the required total stroke 'bl, note the indications in the timing records).
7. Re.set the regulation tappet of the spill valve with spanners (see sketch 'F') so that the dial
gauge on the spill valve lUI shows 0.02 mm. This position signifies:
the spill valve opens = End of injection (see sketch 'G' Fig. 4)
0
8. Read off the flywheel gradation the crank angle in 4 after T.o.C. and record it (for tolerances
pl. refer to 551/1- section A).
2 t07. t97. 066

u
6.86
L. B.
551/1g RT
0) Checking the ruel Injection Pu~os
The same setting values as given on sheet 55l/1f (setting injection pumps) ~ust be used.
Carry out preparations in accordance with section B).
CD
Checking the Begin of Injection, End of Iniection and of the

effective Plunaer stroke
The description below applies to IAhead' r·otation,

1, Turn the engine until the cam roller of the fuel
pump to be checked rests on the peak of the cam.
Fit the dial gauge over the now closed suction (S)
and set it to 0 (see 111us. IG', Fig. n.
2, Turn engine in 'astern', until the cam roller rests
on the base circle of the cam, Fit the dial gauges
E over the plunger as well as over the now closed
E
N spill valve (U) and adjust to 0 with a slight pre
o
c' tension (see Illus. IG', Fig, 2).
3. Turn engine crankshaft 'ahead' until the dial gau
ge on the suction valve '5' shows only 0.02 mm.
The suction valve is closing & begin of iniection
(see sketch' G'
Fi g. 3)
~ - 107.197.06'
L. B. 6.86
551/lh RT
4 Rea d the i d1est r 0 ke 'a I 0 f': +,~ e~: i J ~ Ccue e crt ref ue1 p1, un 9 era nd r ecor d : ~ e \' 3 1Ij e. ~ ed c f ~ t" e
f1 ywheel gradati on the crad, "',,,;1 e i c ~ 0 ~efJre or a Her T.0. C. a~d record it.
5. Turn eng i nee ran cs haft f AHEi. C1 " ,~ til the di 31 9aug eon the s pill val ve (L:) show sO. i} 2 m~ 0 f s t r 0 ke.
The spill valve opers " end of icjection (see sketch 'G' Fig. 4)
5. Read off the fly'Wheel gradation He cr2n~ 3ngle for 'end of injection in 0 after I.D.C. ard record
it. Read also the value off the dial gauge o~ the fuel plunger and record this as stroke fb'. i~e ef
fective plunger stroke is arrived at bv substraction of 'b' - 'a' (for admissible tolerances p1. con
sul t 551/1 section A).
7. Finally, carry out the cut-out c~ecks (see section 0.
E) Cut - 0 u t Ch e c k s
The cut-out checks for the injectio~ pumps are of major importance and must therefore be carried out
after every re-setting of the injection pumps. We further recommend that these checks also be ~ade af
ter every major overhaul of the 1njection pumps.
The following points have to be checked:
1. Checking the Fuel Injection Pump Valves at setting Shield PdS. '0'
With the setting shield position '0' suction and spill valves of the same fuel injection pump may
n eve r be closed at the same time, i.e. when one valve is closed the other must be open, so that
a fuel injection is excl uded. At the moment that the suction valve shuts, the spill valve must be 1 if
ted by the value entered in the timing records.
2. Checking the '0' positions
The '0' - positions on the load indicator and the setting shield on the fuel injection pumps must cor
respond.
3. Checking the manual Cut-out on the Injection Pumps
When the injecti on pump dri ves are cut out with the manual 1ever 'K' a vi si bl e cl earance must exi st
between the timing roller and the head circle of the fuel cam, (see sketch 'H'). For instructions on
the cutting out and - in of fuel injection and exhaust valve actuator pumps pl. refer to the instruc
tion book.
4. Checking the Safety Cut-out Device
The instructions on sheet 011 of the operating and instruction book must be followed without fail.
F) Install ing the Val ves after a Check

The follo'Wing points must be observed when fitting the valves:
All the valves and springs must be dipped in clean fuel or parafin before fitting them.
If the pressure nipples marked ** 'Were once more removed after the resetting, they must also be rin
sed in clean Diesel fuel and then tightened with the special spanner tool No. 94571 to 300 Nm (31
ili) (see sketch 'E').
During the assembling tighten the screws 15 marked 'With * carefully crosswise and in small steps
with 60'Nm (6.1 mkp) with the torque wrench 94559. Use molycote G paste as lubricant (see Fig. 'E').
G) Fitting the Stepped Orifices

When a pump body has been replaced, a check must be made to see if the stepped orifices are fitted in
the new part. It may be necessary to use the ones from the old pump body. When fitting them, please no
te the following:
Both the stepped orifices are of identical design and can be used in either position. They have
first to be located with the drain pl ugs 21 and then tightened with the special bolts 16.
L. B. 5.86
551/1i RT
I
Brennstoffpumpe ausgeschaltet
FUEL PUMP OUT OF OPERATION
--""'----1--- E
E
C\l
I I
II ~/ f II-II
::"J v/~BrennstoffPumpe eingeschaltet
; •[ / FUEL PUMP IN OPERA TlON
I' .. s:&
II
4-107. 217.134
, Q ?R7
SULZER
FUEL INJECTION PUMPS Group: 551
RT Lapping the Sealing Faces for the Covers Sheet: 2
of the Suction, Delivery and Spill Valves

Lapping mandrel 94566 19Fue 1 i nj eeti on pump A Assembly cover
Lapping mandrel 94567 bod y B Lapping the sealing face on
Centering ring 94565 9 Covers for the valves the pump body
Torque wrench with 6/7 Backing bush C Lapping the sealing face on
wi th hex. socket 94559 the cover
SF Flat sealing face
SFl Sealing face with slope of
00 10'
In case of leakage between cover and pump body, although the Allen screws have been tightened to the
prescribed torque of 60 Nm (6 mkp), it may be possible that the sealing faces are no longer in perfect
condi bon.
Additional tightening of the screws will not solve the problem; the seal ing faces will have to be
dressed.
Slight damage can be rectified with the lapping mandrels (Nos. 94566 and 94567) contained in the tool
kit.
For lapping the flat sealing faces on the pump body, the tool is to be used as shwon on Fig. 'B'.
In order to avoid that, after a time, a groove is ground in the lapping face of the tool, the lapping
mandrel must be moved in circles over the whole sealing face and not only around its own axis.
The cover sealing face and the corresponding lapping mandrel 94567 are tapered by 00 la' (see Fig. IC')
The mandrel 94567 for lapping of the cover sealing face (Fig. 'G') is guided by centering ring 94565
so that it can only be rotated around its own axis.
In case rectification of the lapping face of the tool becomes necessary, the above taper must be borne
in mind.
Very fine lapping paste must be used for lapping.
Attention: At all cost, prevent lapping paste from getting into the pump body!
The threads of the Allen screws must be coated with Molykote paste G before being screwed in. The
screws must be tightened crosswise and in even ~tages (a total of 60 Nm (6 mkp).
60Nm
6mkg 94566 ® 94567
2-107.072.383
SULZER
- ~','
... '<L
~ ~~- 1--'-
._ ..... ~
~-
_. ~ .. ,
Group: 551
RT CheckiY1[ S8tting cf the Relief 1Jalve Sheet: 3
Tools: Key to Drawinos

Injector test 94272 1 Relief valve B Ci rc 1i P
stand lLl0Rh~GE" 2 Valve needle 9 Spri ng pl ate
Mounti ng angl e 94273 3 Stop ring 10 Closing plug
bracket 4 Distance ring 11 Ball o 12
Hosepipe 94275 5 '0 r ri ng 12 Flushing valve
Testing head 94277 (0 66.27 x 3.53) 12aSpindle for 12
Speci al spanner 94556 6 Belleville A Delivery pipe
Sl i de gauge spring washers connection
(11 off) H Pump 1ever
7 Thrust washer MA Pressure gauge
(0 - 1600 bar)
o y x
11
10
9
8
7
3-107.195.513
Before dismantling a relief valve for overhaul (grinding in of the valve needle), the distance 'X'
must be accurately measured and the figure recorded as IXI. The distance ring 4 must be pressed
against the stop ring 3 by the closing plug 10.
After grinding the valve needle 2 into the seat of the valve housing 1, all the parts must be thorough
ly cleaned, the valve needle 2 lightly oiled and parts 6,7,9 and 11 sprayed with Molybdenum Disul
phide (MoS2). During assembly, care must be taken that the Belleville spring washers 6 are correctly
positioned (see Fig. IAI)' The distance ring 4 should not yet be fitted. Tighten the closing plug
10 until the distance 'X' is about the same as before dismantling.
L.B.
RT
@
12a
Metallische Dichtflachen
METALLIC SEALING FACES
12
94275
94273
DRAWN FOR RT 58
94556
2-107.197.098
L. B. 5.8!.
551/3b
RT
©
A
94277
94273
94272--+-
MA
DRAWN FOR RT 58
4-107.197.085
For testing and setting the rel ief valve for the fuel pump use the tool No. 94272 which belongs to the
tools of the L'ORANGE injector test stand.
Use connection rAJ (see Figs. 'C') for this together with the right hand pump lever 'H' and pressure
gauge 'MAl (0-1600 bar).
Work Procedure for Setting the Iniection Pressure

- Fit the testing head 94277 to the mounting angle bracket 94273 and bolt it down.
- Screw the relief valve 1 into the testing head (without joint) and tighten it with special spanner
94556.
- Connect high pressure hose to connection 'A' and head it to the testing head.
- Once the connection has been made, the flushing valve should be opened a little by spindle l2a.
- Operate pump lever 'H' until the pressure chambers are filled and the diesel oil escapes bubble-
free. Close flushing valve spindle 12a.
- Operate the pump lever at the same time as watching the pressure gauge 'MA' to see at what pressure
the rel i ef val ve opens. Correct opening pressure = 1150 bar.
- The prescribed pressure can be set by moving the closing plug 10. Measure the distance 'X' and not
it as 'XlI (Fig. 'AI).
Now reduce the height 'yr of the distance ring by the difference between the distances IX1' minus
'X'. Finally, reassemble the relief valve (this time with distance ring 4) and tighten the closing
plug 10 until it is fully down on the distance ring 4.
- Carry out another check of the opening pressure on the fully assembled relief valve. When this
is correct, the valve can be refitted in the injection pump body.
Note: Before screwing the relief valve into the injector pump body, check that the sealing faces of
the valve housing 1 and the injector pump body are clean since the sealing of these faces is
metallic i.e. wit h 0 u t sealing ring! Use the special spanner 94556 to tighten the
relief valve (see Fig. 'B').
L. B. 2.89
SULZER
FUEL INJECTION PUMPS Group: 551
RT Checking and Setting the Static Pressure Sheet: 4
Regulating Valve
Tool s: Key to III ustrati ons

Valve test stand 94272 1 Blow through valve 8 Compression spring
11'ORANGE" la Spindle 9 Waisted screws
Mounti ng angl e 94273 2 Valve casing 10 Static pressure regulating valve
Hose pi pe 94275 3 Screw plug A Connection for hose
Torque wrench 94559 4 Connecting piece H Pump 1ever
Setting device 94572 5 Valve body MA Pressure gauge
Vernier, slide caliper 5 Stop sleeve X Valve stroke
7 Setti ng di sc
o 1
~
94273
94572
I
:I
II
II
I I
:1':
II
II
'I
"~I
'I
t=
, -107, 198.892 DRAWN FOR RT 58
7
551/4a RT
®
DRAWN FOR RT 58
A
MA
94572 94275
Checking and Setting the Opening Pressure

- Mount the setting device 94572 on the mounting angle 94273 and fasten firmly.
Fit the valve casing (cover) 2 with waisted screws 9 on the device 94572 in such a way, that the
connecting piece 4 can be fastened as shown in Fig. I AI.
Fasten the connecting piece 4 without the stop sleeve 6 onto the valve casing 2 with the waisted
screws 9.
Connect the device 94572 to connection lA' with the hose pipe 94275. (see Fig. 'Bf).
- Open the blow through valve 1 slightly with the spindle lao
- Actuate the pump 1ever' H' until the pressure spaces are fi 11 ed and the Di esel oil flows out
bubble free. Shut the blow through valve 1-.
- Measure the opening pressure on the pressure gauge 'MA' while actuating the pump lever 'HI. The
thickness of the setting disc 7 must be so defined that the opening pressure is 100 bar.
- Having defined the thickness of the setting disc, shorten the stop-sleeve 6 to obtain a valve
stroke of X - 1.2 ~ 0.1 mm (see Fig. 'AI).
Fit the completed static pressure valve 10 and check once more that the opening pressure is
correct (100 bar) before installing it on the engine.
1984
SULZER FUEL INJECTION PUMPS Group: 551
Tightening of a Nipple to the Plunger Guide
RT
Sheet: 5
Tools: Key to Illustration
1 Impaet wrench 94551 1 Pump body 3 Pl uger gui de
1 Sl edge hammer 2 Nipple 4 Heavy metallic
underlay
Marken, Nippe/ - Ausgangsste//ung

MARKS, NIPPLE STARTING POINT
Marke, Nippe/ - festgezogen
MARK NIPPLE - TIGHT
Vorschlaghammer
6kg SLEDGE HAMMER
zwei Zahnabstande
TWO TOOTH PITCHES
3 - 107. 240. 068
L. 8. 198 S
Our Recommendation for tightening a Nipple to the Plunger Guide 1n the Fuel Injection Pump Body:
- Place punp body on a heavy metallic underlay.
- Clean all contact faces (plunger guide - pump body) with greatest care and keep them dry; only after
this insert the plunger guide into the pump body.
- Smear MOLYCOTE-paste 'G' on thread and pressing face of the nipple.
Push nipple over plunger guide and drive by hand into the thread in the pump body till the stoP.
- Place impact wrench 94551 into toothed portion of the nipple and firm the latter up with a light ham
mer stroke.
- In this position mark position on one tooth of the nipple and on the pump body (initial position for
pre-tensioning the nipple).
- Make another mark on the pump body over the second nipple tooth to the right- starting from the initial
position, this gives the measure for the following extremely important pre-tensioning of the nipple
(See Illustration 551/5).
- Using a sledge hammer (5 ~ 6 kg) on imp~ct wrench 94551 tighten the nipple till the rotation of the
nipple has reached the pre-marked position (= two tooth intervals).
Attention! At the first tightening of the nipple together with a plunger guide in a new pump body. the
fastening must be once more loosened and the whole tightening process repeated in order to
make up the setting losses.
, 0
SULZER
CHARGE AIR RECEIVER Group: 640
RT Maintenance of the Valve Grouns and Sheet: 1
Cleaning of the Charge Air Receiver

Speci a1 box 94645 1 Charge air receiver 7 Closing pl ugs
spanner 2 Relief valve 8 Valve plate
Cleaning 3 Dividing wall 9 First piec, } for val ve
container 4 Val ve groups 10 Center piece
group
Var. spanners 5 Valve groups 11 End piece
6 Hinged cover 12 Tensioning bolt
(space H) 13 Round nut (short)
6a Hinged cover 14 Round nut (long)
(space p)
Cl eaning
The valve groups situated in the charge air receiver must be cleaned periodically and the cleaning
intervals are determined by the service conditions. (see sheet 021/4)
The valve groups can be reached through the openings in the receiver which are closed with the bottom
and inner hinged covers. Before openiog covers 6 and 6a their closing plugs 7 must be unscrewed to
drain off accumulated oil (see Fig. 'AI J.
The valve screwed together to valve groups must be cleaned in a container filled with paraffin or gas
oil without being dismantled. The time needed for soaking depends on how dirty they are and on the kind
of solvent used. Where chemical solvents are used, care must be taken that the valve plates (steel) and
valve bodies (aluminium) are not attacked. After washing, the valve groups are blown out with compres
sed air.
We recommend that a complete set of valve groups be kept as spares for replacement. The cleaning of the
dirty valves can be tackled later during the voyage or prolonged service breaks.
L.B. 2.87
640/1a RT
Checking
Broken or cracked valve plates must be replaced by new genuine spare valve plates of the same thick
ness. The aluminium parts may have neither burrs nor cracks and their seating faces for the valve pla ~
tes must be even.
Assembly
If a valve group had to be dismantled, the procedure for reassembly is as followsr
- Assemble the valve groups loosely at first (note curvature of valve plates - concave side towards
the air duct - (see Fig. on previous page).
- Screw on round nuts 13 and 14, but do not tighten them yet.
- Carefully knock the valve group - with its flat part downwards - onto a surface plate and moderately
tighten the nuts with the special spanner 94645.
If individual valve plates do not close properly, the round nuts 14 must be loosened and then tigh
tened again. Once all the valve plates are resting properly on the valve bodies, the nuts are locked
and the valve groups fitted into the charge air receiver (for fitting position, see Fig. 'AI).
Relief Valve on the Charge Air Receiver
During a major overhaul, the relief valves are to be dismantled, cleaned and checked for freedom of
movement. The valves are set to an opening pressure of 3.1 to 3,7 bar.
Charge Air Receiver
Next to the daily draining of the receiver, its internals should be cleaned at every piston overhaul
(earlier if necessary).
Only cleaning cloths and not cotton waste should be used since remaining waste threads can prevent the
valves from closing.
Opportunity should also be taken to check that the receiver drain pipes and their cocks are not
blocked since permanent drainage must be assured.
L.B.
5.84
6L,O/1b RT
o
I-I
.r-+--2 3
I I /
,I I '
gezeichnet fUr RT 58
DRAWN FOR RT 58
6 ~ V/
IlI-lll
lll~
------
----
~-._~
-----
IJl-IJl
+
Spiilluft CHARGE AIR 2- 107.197,002
L.B. 2.84
SULZER
Group: ELm
CHARGE AIR RECEIVER
- RT Maintenance of the 1~ater Sheet: 2
'-"" Separator Elements
Tools: Key to Drawing

Var. spanners 25 Water separator 30 Bolt B Space for separa
Hand lamp elements 31 Spring washer ted condensate
26 Drain pipe 32 Support C Dividing wall
27 Special bolt A Space for placing F Support fastening
28 Belleville washer pack a removed water se- G Bifurcation
29 Charge air receiver parator element
Water separator elements should be inspected after the first year in service. The degree of fouling
found will determine the cleaning intervals for future maintenance. There should be no fouling to speak
of if the suction air filters of the exhaust gas turbocharger are well maintained.
During this inspection particular attention has to be paid to the inspection of the air inlet side of
the individual elements. Initially remove two elements from each group and then, depending on their con
dition, also remove and clean the remainder.
~ Removal of the Elements

Procedure
- Open both the bottom hinged covers'on the receiver floor which are closest to the water separator
elements. (Remove the drain plugs first to drain off any accumulated condensate).
- Loosen and remove from space 'A' all special bolts 27 including the Belleville spring washer packs 28.
- Loosen bolts 30 with spring washer 31 and remove support 32 at 'Fl.
- To remove a specific water separator element from a complete water separator pack, it is necessary
to move the neighbouring units sideways to the left and to the right. To do this, loosen and remove
also the lower bolts 30 whereby the units are freed and can at the same time be lowered by 20 mm.
- Standing on their base, the individual water separator elements can be moved sideways and be removed
through the space 'AI.
- The reverse side of the two removed elements can now be checked especially the bifurcation 'G' of
the laminations to see whether any dirt has collected there (see section IV-IV of Big.) Depending on
the condition of these removed units, decide whether or not the remainder must also be removed and
cleaned. On this occasion it can be determined in what future intervals the checks should be carried
'''-..-/ 0 ut.
- For the cleaning of the water separator units, if at all necessary, a cleaning agent must be used
which does not attack aluminium, possibly the same cleaning agent used for cleaning the charging air
coolers during operation.
Fi tti ng \
- Before fitting the units, space 'BI must be cleaned out as it is not accessible la~
- The procedure for fitting is the same as for removal in reverse sequence.
- The support 32 therefore has to be fitted only after the elements are all in place.
- Tighten bolts 30 and 27 moderately, the former being secured by spring washer 31. The special bolts
27 secured by Belleville spring washer pack 28 must be tightened until fully seated. The Belleville
spring washer pack allow the unit to expand somewhat, though being firmly fastened.
L.B. , i) 0 r.
r-'
(J)
to -t:>
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0-0
N
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(' 32
v I +- l. ) Luftkiihler
~~
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ffili ~N 27
28
AIR COOLER
I
~
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v~ ---------r 25 .- )
31
Y
- ~
III ~ i n ,01
L4- -----i--------1U
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-==:J /~'-----~_=_~---r-~
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8 26
O1-OI ~
25 gezeichnet fur RT 58
DRAWN FOR RT 58
t t 0 107.197. 031
~ ,-,----,,--,,---,--, ),'i u ~~~
"" ::0
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( ( \. - - - - - - - I (
SULZER
AUXILIARY BLOWER G roup: 61:;4oJ
RT Sheet: 1
Maintenance

2 Centering 94652 1 El ectri c motor 9 Inspection cover 18 Bolt
studs 2 Motor plate 10 Spiral housing 19 Bolt M16
various jacking screws 3 Gland housing 11 Gasket 20 Pull er yoke
Various spanners 4 Seal i ng gl and 12 Gasket 21 Backing piece
5 Shaft sealing ring 13 Gasket 22 Bolt
6 Covering plate 14 Bo lt 23 Cover
7 Impeller 15 Bellows piece 24,24a Suspension brackets
7a I mpell er hub 16 Belleville washer
8 Inlet ring 17 Motor shaft
The following instructions are for the auxiliary blowers manufactured by DEFOR which one usually fitted
to engines of the RT series.
Should it be necessary to dismantle an auxiliary blower for clearing or repair, the procedure is as
follows:
"--../ - Di sconnect el edri cal connections from el ectri c motor.

- Attach the electric motor 1 to a lifting device (Fig. IBI). In cas~s where the auxiliary blower is si
tuated underneath the charge air receiver, the cover 23 on the receiver floor has to be opened and the
lifting device fixed to the suspension brackets as shown on Fig. 'ct.
- Unscrew to horizontally diametrically opposite bolts which clamp the motor plate 2 to the spiral I
housing 10 and replace them with the two centering studs (tool No. 94652) (see Fig. IBI).
- Remove the remaining bolts from the motor plate.
- Using two jacking screws, jack the motor plate 2 off the spiral housing 10 (Fig. I B').
- Slide the electric motor 1 complete with motor plate 2 and impeller 7 horizontally out of the spiral
housing.
- Place the removed assembly on a flat underlay so that the electric motor is at the bottom and the im
peller at the top.
(Attention: When turning the assembly from the horizontal to the vertical position, care has to be ta
ken to ensure that the impeller does not touch anything or get damaged in any other way.)
Should further dismantling be necessary, proceed as follows:
Di smantl ing
- Slacken off bolt14 and remove it together with the Belleville washers.
- Fit a tool as shown on Fig. '0' and draw the impeller 7 of the motor shaft 17 by tightening the bolt
19.
- Normally the shaft sealing ring 5 remains on the motor shaft 17 and the sealing gland. When it comes
together with the impeller as this is removed, the gland housing 3 has to be removed from the motor
plate 2 and the shaft sealing ring 5 fitted back in again.
During dismantling it is recommended that a new shaft sealing ring (GARLOCK PIS-seal type 61 90 x 110
x 10) be fitted anyway.
I P
654/1a RT
Reassembly
Note: It has to be ensured that the impeller is balanced both statically and dynamically and is neither
deformed nor damaged in any way.
Work procedure:
Fit the gland housing 3 with the shaft sealing ring 5 into the motor plate.
_ Lightly smear the electric motor shaft 17 with oil.
_ Slide the impeller 7 onto the motor shaft 17 (note position of key).
Screw the screwed rod into the motor shaft, by a heavy washer on it and push the impeller onto the mo
tor shaft with a nut until the impeller hub 7a comes fully to rest against the sealing gland 4.
_ Remove the washer and screwed rod and replace them with Belleville washer 16 and bolt 14. Fully tigh
ten down the latter.
Carefully turn the assembly, comprlslng electric motor 1, motor plate 2 and impeller 7, to the hori
zontal position with the crane and then lift it.
_ Where the gasket 12 between the motor plate 2 and spiral housing 10 is no longer good it has to be re
newed by a new one of 2mm thickness (KLINGERIT) or equivalent).
_ Screw both centering studs 94652 into the spiral housing (as for dismantling).
_ Guide the assembly carefully into the spiral housing and bolt the engine plate 2 to the spiral housing
_ Unscrew the centering studs 94652 and store them with the engine tools. Screw in the last two bolts in
their place and tighten them.
_ Re-connect the electric motor to the power supply (check the running direction).
Note: Auxiliary blowers which have been at a standsti 11 over an extended period should be started up for
a short period once a month.
When this is not possible, the impeller must be turned by hand a few times. This is to pro tect the
bearings from corrosion.
I . B.
651, /1b RT
15 8 14 16"102
- - . - - . ---+l+!-+HH+I
9
13~1-------r---
3 -107 215.251
12 7a 7 18
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2-107, 215.253
( Ij 1
9'652 1
L.B. 1981,
654/1c RT
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10 15
20
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17
20
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4 -107215.254 -120
L.B. 1981,
SULZER
CHARGE AIR COOLER Group: 660
RT Cleaning (Air Side) Sheet: 1
~ith Engine at Standstill
Key to Schem. Diagram

1 Charge air cooler 8 Hinged cover o Fresh water system
2 Air duct before 9 Shut-off cock ® Compressed air system
cooler 10 Orifice © Connection for cleaning
3 Filter 11 Si ght gl ass unit (return)
~~} Shut-off ® To bilge
HShot-Off cock'
cocks CD Connection for cleaning unit
14 Water separating (supply)
7 Charge air receiver elements
6 ~7bar
@--.------------. ®
Gezeichnet fi:r RT 58
DRAWN FOR RT 58
6 5
ri
" I:
j I)
F ~ d I I,-L-----+-------'-,
L>~ljJ II
n---================-----
L.B. 2.84
660/1a RT
The system required uses the spray nozzles built into the air duct 2 together with a cleaning plant.
The latter does not form part of the standard equipment of the engine. The plant consists of a
collecting tank for the cleaning agent, a circulating pump, a suction filter as well as the necessary
piping.
Cleaning Procedure
Open both the outer hinged covers 8 in the charge air receiver floor next to the air coolers and leave
them open throughout the cooler cleaning process.
- Fill the collecting tank of the cleaning plant with cleaning fluid.
- Close shut-off cocks 9 and 13 and open 12.
- Separate the fresh water supply pipe just after the shut-off cock from connectionQVand connect up
the pipe(Din its place.

- Open shut-off cocks 5 and 4, 6 must be closed.
Spray cleaning fluid with the cleaning plant's pump through the nozzle system (built into the air
duct above the cooler). The spraying time depends on the degree to which the cooler is fouled.
- The cleaning fluid flows through pipe~back into the collecting tank of the cleaning plant.
- After stopping the circulating pump, separate the cleaning fluid supply pipe after the shut-off cock
5 and connect up the fresh water supply pipe(!)in its place.
- Close shut-off cock 12 and open 13.
- Open shut-off cock 5 and flush the cooler through with fresh water for a few minutes.
- Put all the shut-offs which were set for the cleaning process back into their positions for normal
service, i.e. close items 5,4 & 13 and open shut-off cock 9.
- Before closing the hinged covers 8, check the degree of fouling of the water separating elements 14.
Note: Should it no longer be possible to clean the charge air cooler by this method due to stubborn
fouling it has to be removed (for removal see 660/3).
Cooler Cleaning Plant Maintenance

All the filters in the cleaning plant hoye to be cleaned periodically. The filter 3 must be cleaned
after every "cleaning at standstill". The correct functioning of the spray nozzles can be checked
when the engine is at a standstill by opening the inspection covers on the air duct before the cooler.
L ••
2.84
SULZER
CHARGE AIR COOLER Group: 660
RT Cleaning (Water Side)
with Engine at Standstill
Sheet: 2

Compressed air Cover with connections 13 Flow-reversing cover
Tube cleaning for water inlet and 14 Joint
brushes
outlet 15 Air duct before cooler
Various spanners 2 Jo in t 16 Inspection cover
3 Round rubber 17 Charge air receiver
4 Bolt
5 Sealing flange A Cooling water outlet

6 Cooler hausing E Cooling water inlet
G Drain connection
7 Side wall
l Vent connection
S/Sa Bolts for cover
M Measuring connection for pressure
9 Cooler tubes before/after cooler
10 Cooler tube fins
R Connection for chemical
11 Tube end plates
cleaning agent
11 a Bolt
12 Joint
The frequency with which the cooler tubes have to be cleaned, depends on the cleanliness of the cooling
water used. The necessity for cleaning can be established by measuring either the differential pressure
or the temperature difference between cooling water inlet and outlet (compare with figures for clean
cooler).
When using clean, neutralised cooling water, cleaning of the cooler tubes will rarely be necessary.
15
16
1 I ur
4~ ii
lH
- f-- - I - - .
b j,,!~
M
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H L 13 1J7 L
\
. 3-107.197.036 17
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1-107132. 796
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DRAWN FOR RT 58
tr
Cleaning Methods
Cleaning can be done mechanically, hydrauli
1--'.... 10
cally or chemically.
9 13
2-t-~h~. a) Mechanical Cleaning with Cooler Installed
B ---4_..J..I''o" '--It -----------------------------------------
After removing the covers 1 and 13, loosen
3 the dirt with a special tube-cleaning brush
and remove by flushing with water.
0-107. 073.344
4 5 6 6 14 11 110
L.B. 5.84
660/2a PeT
b) Hydraulic Cleaning with Cooler Installed

In case the deposits cannot be removed with brushing, use a high-pressure water-jet instead. Use
spraying apparatus with special nozzles which can be ordered from the cooler manufacturers.
c) ~~:~~:~~_~~:~~~~2_~~!~_~~~~:~_~!~:~_~:~~~:~ (for removal, see 550/3)

Should the previous cleaning methods not have proved successful, chemical cleaning has to be adop
ted. The tube stack is immersed into a bath of cleaning agent - immersion time depends on the
degree of fouling - and then flushed with a powerful water-jet. The effect of the cleaning process
can be increased and the cleaning time shortened by circulating the cleaning agent. The cleaning
instructions from the cleaning agent manufacturers must be strictly followed.
Regarding the choice of cleaning agent, we recommend that only products of reputable firms in this
field be used, e.g. products from:
DRW, VECOM, GAMLEN, HENKEL, etc.
Locating and Plugging of Leaking Cooler whilst the Engine is Running
In case of tube leakage due to corrosion or mechanical damage, cooling water (on board ship, usual
ly sea-water) enters the charge air duct or even the charge air receiver, which is highly undesi
rable.
I
Leaking tubes can be located and plugged as follows: ~
0 0
- Reduce engine load until the air temperature after blower is approx. 65 _70 C. Close water shut
off valves before and after the defective cooler and drain cooler.
Remove side covers 1 and 13 and close the tube openings on one side of the cooler with cardboard
or simi 1ar.
On the opposite side of the cooler, pass a lit candle closely past the tube openings and
observe the flame.
- With a defective tube the flame will flicker or even go out. The cooler tube in question will
then have to be plugged on both ends by driving in well-fitting, slightly tapered plugs (hard
wood, copper, etc.).
(I nstead of a candl e, hi ghl y concentrated soapy water may be used to locate 1eaki ng tubes. Brush
the soapy water over the tube ends and watch for the formation of soap bubbles, which would indica
te leakage).
Cooler tubes thus plugged will have to be replaced at the next opportunity according to the cooler
manufacturers' instructions.
Transport of Cooler Inserts

Th~ specially designed swivel-type lifting eyes "T" are always to be used for transport purposes.
Suitable shackles are to be employed in such cases where holes only are provided.
It is advisable that the finned tubes be covered during transport or storage in order to protect
the cooling fins and to prevent damaging foreign matter from entering.
A
// \'\
/
/
/
/ ."
\ "'\
::".B. 2.84
SULZER
SCAVENGE AIR COOLER
Group:660
RT76 Removing and fitting the Cooler Stack Sheet: 3

Shi Hi ng devi ce 94661 1 Cover 12 Gasket
consi sti ng of: 2 Gasket 13 Flow reversing cover
Roller plate 94662 3 Rubber ring 14 Gasket
Plate w. screws 94663/a 4 Screw
Support w. roller 94664 5 Sealing flange
Eye screw 94667 6 Cooler casing K La tch
7 Side wall S Set screw
8,8a Screws f. cover T Transport strap
9 Cooler tubes U Flow reversal si de
10 Cooling fins II' Water in- and outlet
11 Tube plate X Locking stop
11a Screw
The removal of a cooler stack has to be done always on the side opposite the water connections for
inlet and outlet. The walk-way supports carry rails, on which the cooler stack can be rolled out. For
the shifting of the cooler stack the shifting device 94661 has to be used. The sea water pumps have to
be stopped and the coolers drained. Then proceed as follows:
1-~'
2 13
8--+--1
3 ~~~~;j7
0-107. 073.344
5 6 6 14 110
Removal
Loosen and remove all the screws fastening the cooling water inlet and outlet pipes to the cover 1.
(Fig. 'AI).
- Loosen and remove all the screws 4 and remove seal ing flange 5 and rubber ring 3 (Fig. IA').
- Loosen and remove all the screws ill on the flow reversing side 'u' (see Fig. 'AI).
- Fit the roller plate 94662 to the flow reversing cover 13. The rollers must rest firmly on the
rails, adjust the roller plate accordingly with the set screws'S' (see Fig. 'C').
- Using jack screws, loosen the tube plate 11 from the cooler casing 6. As soon as the cooler stack
is free, i.e. has come off the gasket 14, adjust the set screws 'SI in such a way that the cooler
stack in the casing.
, 0 I)
660/3a RT58,68,76
- Fit the roller support 94664 in as shown on Fig. 'B' for the alternative which applies and attach
a rope to the eye bolt in the roller plate, which is connected to the crane through the roller
support. "-"
Pull the stack out of the housing with wire rope and crane until link 'K' contacts stop 'X' (Fig.
'C I).
- Flip up the four transport brackets 'T' of the stack, or, where not fitted, fit suitable shackles
in the available lifting holes and use these to sling the cooler stack with wire ropes from the
crane (Fig. 'BI).
Loosen link 'K' and move the tube stack, which is hanging from the crane, out of the cooler housing
completely.
Fitting
- Fix plate 94663 (a) onto cover 1 of the tube stack and screw eye bolt 94667 into the plate (Fig.
, C' ) •
- By means of the crane, place the cooler stack onto the rails.
- Fit roller support 94664 on the platform beam on the water connection side as shown on Fig. 'B'.
- Loosen rope from the crane, flap down the transport-straps 'T' or remove the shackles.
- Turn locating screws'S' to lift the tube stack slightly in the casing.
- Loosen latch 'K' from its catch and pull with the crane on the rope above the roller support until
the cooler tube stack is fully inserted.

- Fit bolts lla (Fig. 'A') and tighten lightly. Now remove roller plate 94662 and tighten the bolts
fu 11 y.
Remove plate 94663 (a) and fit rubber ring 3 as well as sealing flange 5 and fasten with the bolts
4 (Fig. 'A' and 'B').
- Connect pipes, shut drain cock on the cooler tube stack and open vent.
- Start up sea-water pumps and check cooler for possible leaks.
L.B.
12.84
660/3b RT76
® Ausbau 1,+7 Zyl. gezeichnet fur I, Zyl.

DISMANTLING 1,+7 CYL. DRAWN FOR I, CYL.
.........
-+-'1+: iI-'--'-'-'-'-'
Ausbau 7+ 12 Zyl. gezeichnet fur 7 Zyl.

DISMANTLING 7-:-12 CYL. DRAWN FOR 7 CYL.
~ II.J.. ..l.:tl~~.~~)-J~)~)~~<i
I.J.l.i.:.:.I.I.I.I.!J.I.t1...I:%G01II.!.li !F=-4I"-'~.'.' ':~.:~~'~.:',
Einbau 7+ 12 Zyl. gezeichnet fur 7 Zyl.

ASSEMBLING 7+ 12 CYL. DRAWN FOR 7 CYL.
1-107 198.895
1984
~
Gezeichnet fur Luftkuhlerelemente GEA c
© I-I
DRAWN FOR CHARGE AIR COOLER GEA
/Type275/32/1O/2~ II Type 202/27/10/2~ II

'""
I I I I I , I I I
+ +
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91.663a 9'667 9'667 9'663
9'66'
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1-107.198896 IC7l
( "
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SULZER
Group: 721
CYLINDER LUBRICATING PUM?5
RT Sheet: 1
Cleaning

Various 1 Dust cover 13 Cylinder lubricating 22 Spring
spanners 2 Stroke setti ng screw pump shaft (drive 23 O-Ring
Screw driver 3 Housing cover sha ft) 24 Relief valve lower part
4 Gasket 14 Free-wheel 25 Pressure adjusting r i ng
5 Stroke operating disc 15 Pump shaft 25 Membrane
5 Stroke control disc 15 Non-return valve 27 Va 1ve
7 Operating plunger 17 Oil outlet connecti on 28 Screw
8 Control pl unger 18 Spring 29 Key
9 Pump element 19 Hand crank 30 Shaft sealing ring
10 Base pl ate 20 Rellllf valve upper 31 Gasket
11 Housing part 32 Beari ng bush
12 Helical gearwheels 21 Pi n of upper spring A Suction pipe
plate B Discharge pipe
C Oil drain screw
E Vent screw with
relief valve (2 bar
opening pressure)
F Filling pipe connection
28 29 12
2-107. 132.785
I 0 ? QI,
721/1a RT
Procedure for Cleaning

To clean (flush) acyl inder 1ubricating pump, shut off the feed pipe to the housing and unscrew
oil drain screw IC' and vent screw IE'.
Fill clean paraffin or flushing oil into the hole for vent screw IE' until the oil sludge is
f1 ushed out.
Before refitting oil drain Screw 'e', sl ight1y open the shut-off cock of the feed pipe so that the
remaining paraffin or flushing oil can be flushed out.
To refill the housing with fresh oil, first completely screw in vent screw IE' and then unscrew
it by 1-2 turns while fully opening the shut-off cock. After venting, re-tighten vent screw 'EI.
- Before putting the cylinder lubricating pump back into service, turn pump shaft 15 with the hand
crank 19 until the visual flow control situated on top of the cylinder lubricating pump shows that
all operating p1 ungers 7 are discharging oil.
Note: When installing a spare cylinder lubricating pump during replacement we recommend that it be
cleaned internally as described above before putting it into service. The individual pump ele
ments 9 which are connected to a lubricating point should also be adjusted to the data given
in the timing records since the operating plungers are set by the manufacturers to full stroke.
The effective stroke, and therefore the oil delivered per pump element, can be adjusted with
the stroke setting screw 2 (with click stop) as follows:
by turniQg clockwise reduced oil delivery
by turning anti-clockwise = increased oil delivery.
L.B. 2.84
· "~~ t~.~ ,'" ..;,:.",', ":".
INSTRUCTION FOR MOUNTING AND DISMOUNTING OF THE DRIVING SHAFT

ON THE I REXROTH-VALVE' OF THE CYLINDER LUBRICATION.
1. Dismounting.
- Should:ca-sing
.'
5, after loosening of fastening screws 4, not
be removable without applying force, then the ca~ing is of
the newer design execution which is equipped with a coupling
without clearance between driVing shaft and throttling bush.
(Valve manufactured after 1.7.83).
- On these new valves gear wheel 3 bas to be removed. The
braclnQ of the coupling can be released by turning beck
threaded pins 9.
Attention: When lifting driving shaft 6.the synthetic

balls 8 may fallout.
- It is to be recommended to mark the correct fitted position
for re-mounting, after haVing separated the coupling.
2. Mounting.
- Should the correct fitted position of driving shaft to
throttling bush not have been marked, then the valve must
be dismantled from the valve plate, so that the through flow
from 'A' to '~. can be verified by compressed air.
-
Symbolisdte Dlnlellung
SYNSOLIC aAtJRAN •
A
r--·--·-·-·_·,
i ~ is
'&--,_J
i{
I
i
-*
!p
iI
II
i
"--
t-----
-------_.-:I
I......
r.....L
,PIlJO.8U'.W' .. ~
~
NlflLE "IIDrAJDI
.......... ,....
-- r--;~;:~;-""'''''''I-:~=~;;-;:;::;~;;;:--''''-'''''1!Dr;tIW;;
RT 58 + 84 MOUNTING INSTRUCTION .L:::tAiI!i;';=:JiaQg.s~·~st-il
RL 56 + 90 ..- y".;..;;...+----.......- - - I
FLOW CONTROL VALVE (REXROTH) I--.;.;;..
..... 1
E 4- 107.Q9,.?Z7 ., 3
< :. r-";:,, :"::".:'.:C"'; '·· •. 1.
',t',
- In zero stop (driving shaft rotated in counter clockwise direc

tion) no tbrough flow must occur from 'A' to 'B'.
When rotating the driving sbaft in clockwise direction, the
valve must open after lSo and the tbrough flow in the end stop
reach its maximum after 3000 turning angle.
- After correctly replacing the driving shaft, insert synthetic

bals e and threaded pins 9 and tighten them lightly, so that
the cleara~ce in the hexagonal connection is cancelled.
- The driving casing 5 must be aligned in such a way, that after

tigbte~ing the fastening screws, the driving shaft can be tur
ned easily •

.
-
.............
.-. fI=iR;m~5~8~+~84;;:I:Ir;;;;;~::;~::;~::=I:==llull~.,~;.;ar;:~ . .~,.,~.;;.~=E.IO~~~.9f"d
~.
BL 56 + 90
MOUNTING INSTRUCTION
FLOW CONTROL VALVE (REXROTH) WI.....
.... 2
IiULZ&R' E 4. 10'7.093.727 .. 3
( )
( \ ( ;~ ( (
) )
leIo_ 4-107. 09J.727
To hydraulic motor
A
~
9> {g' I. Reflux
8 A T
........ 7
o
Inlet "I~
I -'
·I~
8 9 10
~. 1
< "
>
-
11)<1 1 1)1(1 I IWl 1 I'J<I 1 I
o......... .._ ....

1
-
_ . _.....
"T58 -84
10/
I ---
MOUNTIIICl INSTRUCTION
Ge.
....
Item 8 & 9 only on valves
_ - . _ ~
.....__ ::=., ..
~...---....--
manufactured after 1.7.83 RL 56 90
FLOW CONTROL VALVE
(REXROTH)
0...
,,_.
z.-
=. -
!lIIIIIl
..
...
Iw.IcJot. SULZER IE 14-107.093.727 3/1

_.t'''' """. ~
SULZER JRIVING SHAFT TO THE FLOW CONTROL VALVE Group: 722
OF THE CYLINDER LUBRICATION
RT Sheet: 1
Dismantling and Assembling
Key to III ustrati on

1 Screll Driving shaft
6
2 Locking plate Key
7
2a End pl ate Syntheti cs ball
8
3 Spur gear Threaded pin
9
4 Screll 10 Floll Control Valve
5 Casing 11 Floll control valve shaft
Should the troublefree functioning of the floll control valve (REXROTH) not be assured for any reason, it
has to be exchanged against a nell one. The removal of the valve off its driving shaft and the fitting of
the nell one requires particular care, it is therefore recommended to folloll carefully the instructions
given herebeloll.
The company (REXROTH) lIill take care of reconditioning the defective valve upon request.
Di smantl i ng
- Loosen the screll 4 and gently try to lift the casing 5 off the valve 10. If this is not easily achie
ved the floll control valve is of the neller type IIhich is equipped lIith clearance-free coupling betlleen
driving shaft and throttling bush (The valve are manufactured after 1.7.83)
- On the nell valves, the spur gear 3 has to be removed. The fastening of the coupling can be loosened by
turning back the threaded pin 9.
Attention~ When removing the driving shaft the small synthetics ball 8 may fallout.
- It is recommended to mark the correct fitting position for the reassembly after removing the coupling.
Assembl ing
- In case the correct fitting position of the driving shaft to the throttling bush has not been marked,
the valve must be removed off the valve plate to check the through floll from .A to B lIith compressed
ai r.
Durchflusskennlinie
(I/trin,)
FLOW CHARACTERISTIC
60-J-r-r--~-~-~-"T"""-"""---"---/----;;II'I
SO-I-+-+--+--+--+---+---+------+-:.."e-----1
/'"
S>mbolische DorsteIlung
l:I / '
,0_'
SYMBOLIC DIAGRAM
._', ..2 ~ ~ -1-+-+--+---f---+----+--t-7fI'<'---+--------I
!~ 3O-I-i-+_+-_I---+_~/~+-V _ _--+__----I
A •
!• r-
1.
'!
is
~/
A
I 2D-1-+-+--+---f---'7'G----+--t----+--------I
I,
Y
L ,
r-----.....--'
r-~ . //
iL. lOt
--.-...:.:::-_-
I
J
10 -I-hl---::II-L----lf----lf----l----l----i------I
[//
O-Q--!'I,~.--+,----;.--f-,--+.----+,----.;-,------+,....
L...!l o 300 60· 90· 120· 1S00 180· 2400 3000
DrMwiflhi
ANGLE OF R(]fATiON 4-t02215.218
RT
722/la
_ In the zero stop position (driving shaft turned in anticlockvise direction) tay be no flov frol
0
A to B
Whe~ turning the driving shaft in clockwise direction the valve should begin to open after 15 and the
flow lust reach its laxilul at the end stop after a turn of 300°.
_ After correctly fitting the driving shaft 6, insert the siall synthetics ball 8 and the threaded pin 9~
and tighten lightly so that no clearance relains in the hexagon connection.
_ Adjust the drive gear casing 5 in such a way that after tightening the fastening screvs 4 the driving
shaft turns easily.
I
zum Hydraulikmotor
TO HYDRAULIK MOTOR
o 0 Ruck/auf
t---1~ RETURN
8 T
+
~
~II
Eintritt
INLET
.",.
3 -107. 215.211
Pos.8 und 9 nur bei

Venti/en ab 1. 7. 1983
ITEMS 8 AND 9 ONLY ON
1
VALVES MANUFACTURED
AFTER 1.7. 1983
SULZER PTQ·-GEAR80)~
Group: 740
Checking the Tooth Backlash, Aligning the Gearbox
RT Sheet:
Housing, Checking the running Performance 1
1 Feeler gauge 94122 0-6 Tooth profiles 10 Bed-plate
Lead wire 1.5 mm 0 7 Pinion on Geisslinger 11 Col um n
Oilproof indian ink. shaft 12 Gearbox housing
8 Intermedi ate gear 13 Shims (X-.Jxis
9 Gear on crankshaft 14 Shims (Y-axis
a,b,c Lead wires
f Backlash
f Obliquity
Remark!
Before checking the tooth profile parallelity and the tooth backlash 'f' between the pinion 7 on the
Geisslinger shaft and the intermediate gear wheel 8, the tie rods of the engine and the pressure studs
of the crankshaft main bearings must be fully tightened. For the same reason the tooth backlash and the
profile parallelity between pinion 7 and intermediate gear wheel 8 must be checked after the first re
~ commended re-tightening of tie rods according to group 190 sheet 1.
Measuring Tooth Backlash with lead Wire
- Use a fresh pieces of lead wire Pb 99.9 fine of 1.5 mm dia. for each measuring.
- Pla~e three lead wire pieces a,b,c,of abt. 200 mm le~gth by hand around the contour of the pinion 7 on
the Geisslinger shaft and attach them with scotch tape (see sketches lA' and 'BI).
- Number the pinion profiles in accordance with sketch 'BI.
- The middle lead wire 'c' (sketch 'A') serves to verify the tot a 1 too t h b a c k 1 ash If'
(sketch 'C'). With the two outer lead wires 'a' and 'b' (sketch 'A') the too t h pro f i 1 e
par all eli t y is checked.
- The lead wires are turned only once in 0 per a tin g d ire c t ion through the teeth mesh
ing, by rotationg the engine crankshaft.
The total tooth backl ash' f' is cal cul ated from:
~.= fcO + ftl or fCl + ft2 respectivel y, etc.
The obliquity' fl is calculated from the difference in thickness of the squashed lead wires along the
bearing tooth profiles:
"--' f '" al - bl or a3 - b3 respectively, etc.
The admissible deviation of tooth profile parallelity amounts to 0.03 mm accross the width of the pinion.
For admissible tooth backlash pl. refer to group 012/sheet 9a.
Aligning the Gearbox Housing

Should the measured values lie beyond the admissible limits, then the gearbox housing 12 must be re
aligned, the shims 13 and 14 adapted and the housing re-dowlled. Changing the thickness of shims 14 by
1 mm in the X-axis (minus or plus) alters the tooth backlash by 0,698 mm (sketch 10'). For such a case
of re-alignment the posItion of the neighbouring components must also be corrected.(Couplings,Co.Speed,
generator and Power-Turbinel.
Checking the running Performance with Ink.
To enable judgeing the running performance of the gearbox after re-commissioning, three teeth each of
pinion 7 and gear wheel 8 are smeared with a thin coat of oil proof indian ink equally spread. This check
of the mating appearance of the teeth is necessary although the re-alignment of the gearbox has been ma
de with utmost care, by the use of lead wire. One brand of oilproof indian ink is for example Oykem Lay
out Red Ox -296.
L.B. lOQC::
740/10 RT
Gezeichnet fur Standart - Ausfuhrung

rnAWNmRSrnN~RTa~UmN
o z= 15mm @
----12
13
Nicht tragende
Flanken
NON DRIVING
FLANKS
(
\",--",
.______7
Ritzel
PINION
Tragende
Aanken
DRIVING
FLANKS
4 -107. 240. 111

1986
L. B.
SULZER PTO GEARBOX Group: 740
Removing and Fitting the Gearbox Components
RT as well as of the intermediate Gear Wheel Sheet: 2
Too 1s: Key to Illustration

1 Feeler gauge 94122 1 Drilling co 1um n 13 Housing lower part 25a Screw
1 Depth gauge 94124 2 Cover 14 Cover 26 Sl i ngerr i ng
1 Connecting branch 94425 3 Cover 15 Cover 27 Intermediate
1 HP hose 94935 4,4a Beari ng 16 Coupling flange gear
1 Air-Hydraulic HP pump 94942 5 Gear whe&l 17 Fluid coupling 28 Intermediate
1 Wi thdrawal device for 6 Geislinger coupling 18 Upper cladding half gear bearings
taper dowel pi ns 7 Geislinger shaft (i n- 18a Lower cladding hi! lf 29 Screws
2 Ring screws termediate shaft) 19 Screws 30 End cover
7a Pinion 20 Fixing plate 31 Locating dowels
8 Vent screw 21 Screws 32 Locking strap
9 Waisted bolts 22 Intermediate ring I a I Connecti ng
10 Pi ni on shaft 23 Bearing thread

11 Coupli ng ri ng (2-piece) 24 Bearing I bI Connecti ng
12 Ho usi r]g upper part 25 Disc thread

~
, f' Mounting surfa
ce
'x I Pressing-on mea
Removing and Fitting the Geis1inger Shaft sure
For.'removi ng the Geis1inger shaft 7 (Sketch 'A' and 1B') proceed as follows:
- Disconnect and remove all connecting piping for oil and, possibly air.
- Loosen all screws to driving column 1 and remove the cover.
- Loosen all the screwed fastenings between housing upper part 12 and housing lower part 13. The hous
ing lower part remains fastened to the column of the main engine.
- Loosen the screwed fastenings to covers 2 and 3 as well as 14 and 15.
- Lift housing upper part 12 with lifting tackle up and take care that the upper part does not jam in
the bearing guides.
- The Geis1inger shaft together with the two bearings 4 and 4a is now lifted out of the housing lower
part with suitable lifting tackle. Take care that the two bearings slide out of their guides without
jamming and that the gear teeth are not being damaged.
Fitting the Geis1inger shaft is carried out analogous to the removing but in reverse sequence.
Removing and Fitting the Pinion on the Geislinger Shaft as well as the Gear Wheel on the Geislinger
Coupling (Sketches 'AI and 'BI)
After removing the Geis1inger shaft and the removal of the bearing 4 the pinion 7a can be withdrawn
with the aid of a hydraulic jack. For this,mount the connecting branch 94425 on the fr~nt face of the
Geislinger shaft at connection 'a'. Raise the pressure slowly with HP pump 94942 until the pinion can
be pushed off the Geis1inger shaft. Attention! The pinion may suddenly slide off the shaft, it must
therefore be secured against a wooden block.
For the removal of the gear wheel 5 on the Geis1inger coupling 6 the Geis1inger shaft 7 is placed ver
tically on supporting blocks, the Geislinger coupling uppermost, the waisted bolts 9 having first been
slightly loosened.
Remove the waisted bolts 9.
Drive two ring screws into the threads of the vent screws 8 . The Geislinger shaft/coupling assembly
can now be pulled upwards out of the gear wheel.
For assembling proceed analogous to dismantling but in reverse sequence, thereby pay attention to the
following:
- Smear the thread of the waisted bolts 9 for screw fastening the gear wheel 5 to the Geislinger coupl
ing 6 lightly with Mo1ycote paste G. Tighten all the waisted bolts now diagonally across. (For tigh
tening torque please refer to group 013/sheet 2).
0
- Prior to fitting the pinion 7a onto the Getslinger shaft 7 heat the same to 17D-180 C.
- Before fitting the pinion make sure that all contact surfaces on the shaft and inside the pinion bore
are clean and free from grease.
L. B. '1 07
740/2a RT
_ After fitting the plnlon check immediately with the feeler gauge that it rests snug without clearance
against the seating surface If I (sketch 'BI).
Removing and Fitting the Pinion Shaft
For removing the pinion shaft 10 proceed as follows:
- Disconnect and remove all connecting piping for oil and, possibly air.
- Loosen all the screwed fastenings between housing upper part 12 and housing lower part 13. (Sketch IAI
Housing lower part remains screw fastened to the column of the main engine.
- Loosen the screwed fastenings to covers 2 and 3 as well as to 14 and 15 (Sketch IB').
- Lift casing upper part 12 off with suitable lifting tackle, paying attention that the upper part 13
does not jam in the bearing guides.
Should a clutch be fitted immediately near the gearbox )e.g. Lohmann + Stolterfoth clutch) then the cou
pli~g studs to the coupling flange 16 must be removed and the 2-piece coupling ring 11 taken off. To
prevent damage to the clutch follow also instructions of clutch manufacturers.
Should a fluid coupling 17 be fitted immediately near the gearbox (sketch 'C' e.g.Voith coupling) pro~
ceed as follows:
- To prevent damage to the fluid coupling follow the instructions of its manufacturers.
- Disconnect and remove all necessary. connecting piping for oil and, possibly air.
- Loosen all the screwed fastenings:between housing upper part 12 and housing lower part 13 (Sketch 'A').
The housing lower part 13 remains screwed to the column of the main engine.
- Loosen the screwed fastenings to covers 2 and 3 as well as 15. (sketch '8').
- Loosen the screwed fastenings to the upper cladding half 18 of the fluid coupling 17 and remove the
cladding half. (Sketch 'c').
- Remove the oil drain pipe to the lower cladding half 18a of the fluid coupling 17.
- Suspend the lower cladding half 18a by suitable means.
- Disconnect screwed connections to the lower cladding half 18a, then turr the cladding half on the cen
tring diameter upwards and lift it off.
- Loosen the fastenings to cover 14 and remove.
- The housing .upper part 12 can now be lifted off with suitable lifting tackle. lake care that the hou
sing upper part does nut jam in the bearing guides.
- Remove screws 19 and push fixing plate 20 back (sketch '0').
- Remove screws 21 and push back the intermediate ring 22.
-.The plhion shaft 10 can now be lifted out of the housing lower part 13 by suitable lifting tackle.
Should an air connection be built into the pinion shaft for the clutch actuation, dismantle same befo
re removing the pinion shaft.
Re-fitting the pinion shaft 10 is done analogous to its removal but in reverse se~uence. thereby be sure
to follow the instructions of the coupling or clutch manufacturers.
Should it become necessary to inspect bearing 23 (sketch 'BI and 'C') on the side of the fluid coupling
17 or to replace the same, then the fluid coupling 17 must first be dismantled (see group 750/sheet 1 and
instructions of the coupling manufacturers).
If the bearing 24 on the side of a clutch have to be removed proceed as follows:
- Drive connecting branch tool No. 94425 into the threaded bore 'b' of the coupling flange 16 (sketch 'E'
- Connect HP hose 94935 and hydro HP pump 94942 to the connecting branch.
L. B. 2.87
740/2b RT
- Fasten disc 25 by screw 25a firmly to the front face of the pinion shaft.
- ~ raise the pressure for withdrawing the coupling flange, until the coupling flange is freely mo
vable and, after loosening the screw 25a slides offf the pinion shaft. (Maximum pressure 1200 bar)
- Exceptionally the coupling flange can also be withdrawn by heating it.
- Bearing 24 can now be removed.
For assembling proceed as follows:
Push bearing 24 as well as slinger ring 26 onto the pinion shaft 10.
- Keep all contact surfaces in coupling flange 16 and on pinion shaft 10 clean and free of oil.
Push coupling flange in cold condftign onto the pinion shaft (sketch IF').
Measure the distance 'X' frOM the front face of the coupling flange to the front face of the plnl0n
shaft with depth gauge 94124. (Shrink-on distance). This distance should measure between 10.4 and 12.5
mm. (Any corrections may only be carried out in the flange bore).
- Heat coupling flange to 200_220 0C.
- ijse disc 25 and screw 25a to press the coupling flange on until it rests against the shoulder of the
slinger ring 26.
o
- Leave disc 25 with screw 25a fitted until the coupling flange has cooled to abt. 45 C.
- Check with feeler gauge whether the coupling flange rests snug without clearance against the shoulder
of the slinger ring 26 (sketch 'B~).
Reloving and Fitting the cOlplete PTO Gearbox
Should the complete PTO gearbox have to be taken off, then the previously described possible clutch con
nections to the pinion shaft 10 (sketch 'A') as well as all piping connections to the PTO gearbox must
first be removed. Loosen screw fastenings to driving column 1 and remove the cover.
loosen the screwed fastenings between the PTO gearbox and the main engine. The PTO gearbox can then be
lifted away with the crane.
After re-fitting the PTa gearbox to the main- engine the tooth backlash between the pinion 7a and the in
termediate gear wheel 27 must be checked (pl.refer to group 740fsheet 1). The couplings/clutches neig
bouring the pinion shaft 10 must be also checked in accordance with lanufacturers instructions for cor~ .
red ali gnllent.
Removing and Fitting the Intermediate Gear Wheel 27 to the PTa Gearbox
For the removal of the intermediate gear wheel 27 to the PTa gear wheel proceed as follows:
- Remove PTa gearbox complete from the main engine as described above
- Rotate the engine crankshaft so, that the screws 29 fastening the intermediate shaft bearings 28 are _
easily accessible from the crankcase. (Sketch 'B').

- Secure turning gear against accidental starts.
- Remove the oil supply pipe to the bearing lubrication of the intermediate gear wheel.
- Hount a lifting tackle 'c' in the gear column (sketch 'G').A further steel rope 'd' to be fastened to
the crane outside the engine.
- Stretch steel rope 'c' taut, loosen screws 29 to the two intermediate bearings 28 and remove together
with the two end covers 30.
- Remove two each locating sowels 31 in both intermediate gear wheel bearings 28 with the aid of the with
drawing tool.
- Use lifting tackle IC' together with the crane rope 'd' (sketch 'GI) to lift the intermediate gear
wheel together with its two bearings out of the engine.
- After the removal of the intermediate gear wheel the two bearings can be pulled off, after dislocating
the locking straps 32.
l. B.
740/2c RT
For fitting the intermediate gear wheel proceed analogous to its removal but in reverse sequence. The
two bearings to the intermediate gear wheel must without fail be re-fitted in the original position, as
they were exactly dowelled. The intermediate gear wheel must be fitted in such a way that the marking
ftORIVING ENOft faces towards the driving end. (Additional information are given in group 410). ~
After the fitting the·tooth backlash must for safeties sake be checked (pl.refer to the clearance table
group 012 sheet 9a).
Remark: Metallic sealing surfaces on the PTO housing must be sealed with a thin spreading sealing
compound.
L. B. ?P..7
740/2d RT
13
®
29
2
30
11
16
26
15
~-$-
28 24
32
32
2
,
:,
. 10
,,,"
••
'30
I
I
,I,
'I
,
II
II
," ,
~ +
".
,:
"
I
"'
I
I:, , -$-
"
--_.:::Y ...
23
"
"
31 5 89 40 6
4 -10Z 240,095
L. B. 1986
740/2e RT
10
18
@ 22
21
20
19
17
4-107. 240.094
1986
L.B.
740/2f RT
'x
'd'
4 -107. 240. 100
L. B. 1986
SULZER GEISSLINGER COUPLINGS
Group: 740
External Inspection for Oil Leaks
RT and constant Venting Sheet: 3
1 O-rings (for shaft sealing)
2 O-rings (for side plates)
3 Nozzles for constant venting
4 Vent screws
In specti on s
External Inspection
_ It is recommended to inspect the coupling externally for oil leaks in intervals of 1000 - 2000 operat
ing hours. Leaking o-rings are easily diagnosed when the coupling is subjected to oil under pressure.
_ Constant venting through the nozzles 3 must be guaranteed. The openings of these n~zzles must be clea
ned at each inspection. Their free passages may not be enlarged under any circumst~nce!
Complete Inspection (Removal, Dismantling)

'---" Every 18'000 - 20'000 operating hours a complete inspection should be carried out, whereby part subject
to wear are to be replaced. For overhauls the instructions of the coupling manufacturers must be follo
wed conscienciously.
Extra~Scheduled Inspections
Should any deffects be noticed on the cranshaft bearings or the gearbox bearings due to the water con
tents in the lubricating oil, then it is essential at the next opportunity also to inspect the coupling
for corrosion damage or wear at the spring ends respectively.
Note: Design and position for the constant venting through the nozzles 3 (see illustration) , can differ
depending of the coupling design.
L. B. 1.89
740/3a RT
- Maintenance on and servicing of the Geisslinger couplings is carried out by:

Dr. Ing Geisslinger &Co. A-5023 Salzburg/Austria
Atteliers et Chantiers de Bretagne F-44040 Nantes/Cedex FRANCE
Al sthom-Atl antique Departement Moteurs

F-93203 St. Denis FRANCE
Etablissement Mecanigue
F-44550 Montoir de Bretagne
Oy Wartsil a A~ SF-20810 Turku 81 FINLAND
Ishikawajima Harima Heavy Insustries Co. Ltd. Tokyo 100, JAPAN
Niigata Engineering Co. Ltd. Tikyo 100, JAPAN
Nippon Kokan Kabushiki Kaisha Yokohama, JAPAN
Blohm & Voss AG 0-2000 Hamburg 1

GERMANY WEST
A.P.E. Crossley Ltd. GB-Manchester Mll 20P

GREAT BRITAIN
Van Stigt B.B. Avelingen West 30 NL-4204 MS Gorinchem

NETHERLANDS
Eaton Corporation, Insustrial Drives Operatio~s Cleveland, Ohio 44144, USA
Marine &Diesel Service Pty. Ltd. Artarmon, N.S.W. Australia 2064
1986
L. B.
740/3b RT
Kupplung im Massenausgleich Kupplung im P. T.O ~Getriebe

Antrieb
COUPLING TO BALANCING COUPLING IN P. rD. - DRIVE
GEAR
2 2 3 1 3
4- 10Z 240. 101
1986
L. B.
Efficiency-Booster
SULZER Removing and Fitting the Hydraulic Coupling Group: 750
as well as the Flexible Pad Coupling
RT Checking the Oil Level of the Hydr. Coupling and
\. . the Alignment of the Power Turbine Sheet: 1
-1-------.. . . . - ----...;;;....------------.. . . - ------1
Tools: Key to Illustrations:
1 Inside micrometer 94101 1 Hydr. Coupling 11 External ring to flex.

1 Feeler gauge 94122 2 Pinion shaft to PTO pad coupling
1 Mounting device for 94751 3 Hub to flex. pad 12a Exhaust gas turbine
hydr. coupling coupling 12b Planetary gearbox } 12 Power turbine
1 Withdrawing device for 94752 4 Output shaft to 13 Screws
hydro coupling power turbine 14 Fixing plate
1Allen screw 94752a 5 Screw 15 Horizontal set screw
1 Mounting device for 94753 6 Disc 15a Lock nut (self locking)
flexible pad coupling 7 Intermediate ring 16 Vertical set screw
1 Withdrawing device for 94754 8 Screw 17 Waisted screw
flexible pad coupling 9 Disc 18 Screw
1Allen screw 94754a 10 Rubber pads 19 Lower casing half
1 Lever dial gauge with 20 Rib
magnetic holder
To remove the hydro coupling 1 (Voith coupling) from the pinion shaft 2, resp. the hub to flexible pad
coupling 3 from the output shaft 4 to power turbine, the hydro coupling must first be separated from the flex.
pad coupling as described in group 740/sheet 2. Further the pinion shaft 2 has to be removed as described in
group 740/sheet 2 resp. the power turbine, to provide the necessary space for the removal of the couplings.
For maintenance work on the above mentioned couplings the instructions of the coupling manufacturer
must be followed without fail.
Removing the Hydr. Coupling
- Loosen screw 5 (illustr. "A") and remove it together with 2-piece locking plate and the disc 6.
- To withdraw the hydr. coupling mount the intermediate ring 7.
- Drive allen screw 94752a into the thread on the front face of the pinion shaft.
- Mount withdrawing device 94752 onto the hydro coupling as per illustr. 'B'. Smear the sliding portions and
the thread of the withdrawing device with Molycote paste to prevent seizures.
- Draw the hydro coupling off the pinion shaft with the withdrawing device.
- Unscrew withdrawing device and the allen screw 94752a.
Fitting the Hydr. Coupling
- Before fitting the hydr. coupling clean its hub bore as well as the shaft portion on the pinion shaft carefully
and smear them lightly with Molycote paste.
- Push hydr. coupling as far as possible onto the pinion shaft.
- Screw mounting device 94751 with stuck-on disc 6 into the thread at the face of the pinion shaft (illustr.
'C').
- Press hydro coupling on with mounting device until it rests flush against the shaft shoulder. (Check with
feeler gauge).
- Remove mounting device.
- Fit screw 5 with 2-piece locking plate and disc 6 and tighten the screw.
L.B. 12.89
750/1a RT
1110 7 1 2
98 56 2
9~752 7 1
14752 a
9475~a 10
10
4-107. 240. 710
L.B. 12.89
I .)V, 1.0 RT
Removal of Hub to Flexible Pad Coupling
Whenever the flex. pad coupling is removed, rubber pads 10 have to be checked.
- Loosen screw 8 (illustr. 'A') and remove it together with the 2-piece locking plate and disc 9.
- Drive allen screw 94754a into threaded hole on the face of the output shaft of the power turbine.
- Mount withdrawing device 94754 to the hub 3 of flexible pad coupling as per illustr. 'D'. To prevent
seizures of the sliding parts and the thread on the withdrawing device, smear these with Molycote paste.
- Using the withdrawing device pull the hub of the flex. pad coupling off the output shaft to power turbine.
- Dismount the withdrawing device together with allen screw 94754a.
Fitting the Hub to Flexible Pad Coupling

- Before the fitting clean the bore in the hub to flex. pad coupling, as well as the output shaft to power turbine
carefully, then smear bore and shaft lightly with Molycote paste.
- Push the hub to flex. pad coupling as far as possible onto the output shaft to power turbine.
- Screw mounting device 94753 with stuck-on disc 9 as per illustr. 'E' into the thread at the face of the
output shaft to power turbine.
- With the mounting device, press the hub to flex. pad coupling on until it rests flush against the shaft shoul
der (Check with feeler gauge).
- Dismount the mounting device.
- Fit screw 8 together with the 2-piece locking plate and disc 9 and tighten the screw firmly.
Checking the Rubber Pads (see illustr. 'F')

The rubber pads 10 have to be checked periodically according to the maintenance schedule visual on their
condition and wear as well as cracks. Rubber pads usually wear in steps from the hub to the flex. pad coupling
in output direction of rotation of the power turbine. If the pads are worn by more than 3 mm, they must be
replaced completely.
For the checking and possible replacement of rubber pads the coupling has not to be removed. This entails
loosening and removing of screws 13 to fixing plate 14.
Now the rubber pads 10 of the power turbine side can be pulled off the grooves and checked. Should this
checking not reveal unmistakable wear pattern then all rubber pads have to be checked.
For this, loosen the screwed fastening to the external ring of flex. pad coupling 11 and remove it. Then push
the external ring in direction of power turbine 12, till the remaining rubber pads are exposed.
Take good care, when pushing the external ring back, that the rubber pads (3-part) do not fall into lower
casing half 19 (illustr. 'K') of the hydraulic coupling. Consider existing markings on intermediate ring 7,
external ring 11 and hub 3 at assembling.
Coupling Type Voith 7S0TC contains 42 rubber pads.

Coupling Type Voith 866TC contains 60 rubber pads.
14
13
4 - 107. 240.382
L.B. 12.89
750llc RT
Oil Level Checking of the Hydraulic Coupling

The oil level of the hydraulic coupling has to be checked periodically according to the maintenance schedule.
If the hydraulic coupling has been dismantled and overhauled and after re-assembling the coupling it has to be
again filled according to the following specified oil quantity and with the oil quality specified by the coupling
manufacturer. The same applies, when the oil after a longer operational period no longer fulfils the specifica
tion (please refer to the maintenance schedule) or after the fusible plugs had melted.
Hydr. coupling type Voith 750 TC Filling quantity 50 It.! Rotating angle 91/3 screws (64,5°)
Hydr. coupling type Voith 866 TC Filling quantity 88 It.! Rotating angle 71/S screws (54°)
A checking has to be done of the correct oil filling of the hydraulic coupling as described below. For the
checking the ship must float in the water as straight as possible.
1. Unscrew the filling plug marked with an oil funnel tube on the hydraulic coupling (on the side towards the
power turbine).
2. Unscrew the topmost fusible plug (on the side towards the PTO gearbox).
3. Rotate hydraulic coupling slowly by hand, until oil just begins to spill out from the bore for the fusible plug.
4. Count the number of screws of the housing binding to the hydraulic coupling starting from the bore for the
fusible plug till the vertical line (pI. refer to the illustr. 'G' below). The vertical line has to be drawn from
the middle of rib 20 of the power turbine suspension (pI. refer to illustr. 'K') to the flange of the hydro
coupling.
Attention:
As first screw has to be counted the one which in the direction of counting lies after the section plane through
.the bore of the fusible plug. A screw which lies in the section plane through the bore of the fusible plug must
not be counted.
5. The oil level must be corrected and then again checked if it does not correspond with above mentioned
values.
6. Fit and tighten filling plug and fusible plug.
@ View from PTO Gearbox
Rotating angle
Oil level
Fusible lu
L.B. 12.89
750/1d RT
Overhaul of the Power Turbine
Overhauls on the planetary gearbox 12b (illustr. 'K') of power turbine 12 must be carried out only by the
manufacturer. These overhauls are executed by the exchange system Le. the planetary gearbox due for over
haul and sent in is exchanged by a newly overhauled one from the manufacturer. For this reason the over
__ hauled planetary gearbox must for mounting again be new aligned to the hydro coupling. The exhaust gas
turbine 12a alone, without planetary gearbox 12b can however be overhauled on board ship following instruc
tions by the manufacturer (please refer to maintenance schedule).
Attention:
Before dispatching the planetary gearbox for overhaul to the manufacturer works, the flexible pad coupling
has to be removed as described under "Removal of Hub to Flexible Pad Coupling".
Alignment of the Power Turbine

(The alignment values and tolerances of the coupling manufacturer may not be applied).
The alignment of the power turbine has to be done without oil pressure in the PTO Gearbox.
At a new alignment of the power turbine it is recommended to fit the flexible pad coupling without rubber
pads. However for a later checking of the alignment the rubber pads can be left in. The alignment of the
power turbine proceed as follows:
- Place the power turbine on the power turbine support in such a way that distance Xl and X2 (illustr. 'H')
between seating surfaces is equal.
- For the l-st alignment operation (with reference to illustr. 'H') adjust the axial position and the parallelity
of the axes between power turbine and hydro coupling with the help of an inside micrometer. This adjust
ment has to be done mainly with horizontal set screws 15 and if necess3ry with vertical set screws 16 (illustr.
'K'). The deviation may not exceed ± O,10mm between the individual measuring points.
- The 2-nd alignment operation for coaxiality (illustr. 'J') requires the use of a lever dial gauge. Place the
magnetic support of the lever dial gauge on external ring 11 of the flexible pad coupling. Set the lever dial
gauge at measuring point cr:> or @ with a slight pre-tension to '0'.
- Slowly rotate the hydr. coupling with the flexible pad coupling and note and record the measuring values on
four points as shown on illustr. 'J'. Deviations between the measuring points may not exceed the tolerances
indicated in the table to illustr. J.
Corrections have to be carried out by adjusting horizontal set screws 15 and vertical set screws 16 respec
tively (illustr. 'K'). Horizontal set screws have to be beard against the power turbine only, Le. do not tighten
so firmly therefore the housing should not be deformed.
Attention! The power turbine has to be so aligned that it finally stays higher than the hydro coupling by the
value (Difference of measuring points <D and @) indicated in the table of illustr. 'J'.
- After completing the power turbine alignment, check with a feeler gauge the seating points between vertical
set screws 16 and the seating surface of the power turbine. The two supporting surfaces must be parallel to
each other and all vertical set screws must be seated without any clearance.
- Fit waisted screws 17 (illustr. 'K') and tighten in steps across.
- Check position of the horizontal set screws 15 again and lock them with lock nuts 15a.
- Re-check the alignment of the power turbine as described above and record the measuring values. For this
final record utilize a copy of the enclosed checking sheet (illustr. 'H' and' J').
After completing this last check, fit rubber pads 10 (illustr. 'J') immediately.
(please be guided by the section: "Checking the Rubber Pads")
Remarks: For power turbine fastenings which do not feature the vertical and horizontal set screws but
realized with packing pieces and locating pins pay attention to the following:
1. The alignment tolerances for the power turbine indicated on illustrations 'H' and' J' respec
tively, must be respected.
2. Power turbines which are new aligned have to be again position drilled and pinned.
Should difficulties arise with the pinning of the power turbine, then the locating pins can be
omitted. Instead the four side guides for accommodation of horizontal set screws 15 must be
fitted (similar to illustr. 'K'). The two side guides on the engine side have to be welded-on.
The two opposite side guides however have to be held in place by two screws 18 each (size
M16).The flat bars belonging to them have to be welded-on also and serve as a base.
L.B. 12.89
750/1e RT
L
1. Alignment operations
Axial position and parallelity
of axes 866TC
750TC
LA
I
III I
LB-LD
---1.---11--- - - - -~=F:I=:_::_:::!!t.L.l
~??????????~
89.7256
New adjustment. measured

Type of hydr. coupling Nominal size Measuring point Measuring poInt
L LA I LB I LC I LD LA LB LC LD
750 TC
866 TC
243 :t1,5
239 :t1,5
:to,10
Tolerance one with another
r--- ----r - - - - ---
2. Alignment operations
Coaxiallty Lever dial gauge
~r---II------- --
r--------------, New adjustment by: .

New adjustment, measure Place: .
Type of engine Measuring point Measuring point
Date: /Slgnature: .
G)
+0,15
0 G)
-0,15
0 G) 0 G) 0 Ships name:
Type of eng./Maker: ....•••...............
.
RT 52,58 +0,05
:to ,05 -0,05 :tO,OS
-0,20 Total running hours of the engine: .
+0,20
RT 62.68,72,76 +0 10 :t0,05 -0,10 :to, 05 • of the exhaust gas turbine: .
+0,25 -0,25 • of the planetary gearbox: .
RT84, 84M, 84C +0,15 :tO,OS -0,15 :to, 05 • of the rubber pads: .
L.B. 12.89
t :JUt 11 RT
-t-if+-----------
89.7261
Entrance ports and venting grids of casing

for the hydro coupling must be always free.
~==~_---16----_==~~
L.B. 12.89
SULZER Efficiency - Booster

Group: 750
Function Checking and Maintenance of the 2
RT shut-off Flap and the Corner Valve
Sheet:
Too1s: Key to Illustrations

1 Round bar 1 Pin 13 Re-set ring
2 Brace dowel 14 Packing segments
3 Flap 15 (StaufferlGrease cup
4 Shaft 16 Orifice
5 Shaft 17 Pneumatic cylinder
6 End position indicator 18 Coupling
7 Pneumatic cylinder 19 Val ve spindl e
8 Guide bush 20 Val ve body
9 Lever 21 Threaded plug
10 Screll 22 Packing unit
11 Beari ng fl ange 23 Stuffing box flange
12 Flange 24 Nuts
25 Bearing bush
26 Ring
Shut-off Flaps (Sketch 'A')

Every 6-8'000 operating hours should a function check of the shut-off flap be carried out. In case of
poor combustion, or inferior fuel respectively should the check occur in shorter intervals e.g. every
3'000 operating hours.
For this check pullout the pin 1 and the brace dovel 2 during an operating stop. The flap 3 as vell as
the shaft' and 5 including the end position indicator 6 can nOli be checked for easy movement. At the sa·
me tiie check also the pneumatics cylinder 7 for ease of movement. Should the flap jam or be movable by
hand only vith difficulty then the shut-off flap unit lust be reloved completely. First clean the flap
interior from combustion residue.
Should after cleaning the flap still not move easily, "remove parts of sutffing box and check their con
dition. For this relove the lever 9 from the shaft 4. After loosening and removing the screvs 10 the bea
ring flange 11 and the flange 12 can be removed together with the guide bush 8. Check also IIhether the
re-set ring 13 to the packing segments 14 is not tightened too hard. Utilize this opportunity to replace
the old packing segments by new ones, taking care that the jointing gaps of the packings are alternately
offset by 180°. .
After re-ass8mbling the shut-off flap re-check it once again for ease of movement•• Should during opera
tion a gas leak occur at the packing segments tighten the re-set ring 13 a little more vith the round
bar. When doing this make certain that the easy movement of the flap is not impaired.
Remark: The (Stauffer)gre~se cups 15 must be tightened at regular intervals during operation. To fill the
grease cups use IUltra Thera Pastel.
Corner Valve (Sketch 18')

The functional check of the corner valve (sketch lD') should be carried out every 6 - 8'000 op~rating
hours (see also operation manual group 750). In case of poor combustion, or'inferior fuels respectively
should this check occur at shorter intervals i.e. every 3'000 operating hours. If one of these checks
shovs that the valve jals or does not shut properly any more, then the complete unit must be removed du
ring an operating stop. First clean the valve interior as vel1 as the orifice 16 of combustion residue.
If after careful cleaning of valve interior and orifice the valve still moves only vith difficulty then
the pneumatics portion of the valve lust be removed. Check the 'pneumatics cylinder 17 separately for easy
Movement.
a Q7
L. B.
750/2a RT
After having taken off the pneumatic part with coupling 18, remove valve spindle 19 together with valve
body 20 and threaded plug 21. Check whether gland flange 23 to packing elements 22 is not tightened too
much. Clean bores of bearing bush 25 as well as the spindle shank and smear them with 'Ultra Therm Paste'
before fitting. It is recommended also to replace the old packing elements 22 by new ones, taking care to
offset the individual packing separating joint by 180 0 •
After re-assembling the corner valve cheCk it again for ease of movement. In the event of a gas leakage
occurring at the packing segment in operation,tighten the stuffing box flange 23 lightly. The tightening
is done by alternate equal turning the nut 24 while checking carefully that the easy movement of the val
ve Is not impaired.
9.87
750/2b RT
14
13
15
11
12
10'-_ _~~l==~ 10
5'--I---r7T-/1~
15
1 2 15 7
4 -107. 240. 102
L.B. 1986
750/2c RT
17 1823 25 19 20 1621
I-I
4 - 707. 240. 70J

LB 9.87
SULZER BALANCER l-st AND 2-nd ORDER Group:770

4RT76 Fitting, Removing, Tensioning of Roller
Eq ui pped wi th Chain, Fitting, Removing of flexible Sheet: 1
BaJaJJEBT
Coupling and a Camshaft Section
Tool s: Key to Illustrations

1 Rivet puller 94704 1 Balancer chest 11 Cover in lower 23 Fixing screws
1 Mounting tool 94705 2 Excenter cl adding 24 Fl exi bl e coupl i ng
2 Locating pin 94707 3 Chain tensioner 12 Spindle 25 Oi 1 catcher
2 Rails 94708 4 Roller chain 13 Upper adjusting nut 26 Co upli ng bolt s
1 Feeler gauge 94122 5 Spray nozzle 14 Spacer ring 27 Coupling on the
Lifting tackle 6 Inspection cover 15 Tension sleeve camshaft
7 Side cover 16 Belleville springs 28 Camshaft section
7aLower cladding 17 Spacer disc R Eye screw
8 Chain drive sprocket 18 Bearing pin S Supporting surface
9 Balancing weights 19 Lower adjusting nut T Support
with chain sprockets 20 Toothed segment V Chain lock link
o 10 Chain sprocket with

balancing weight
6
21
22
Locking plate
Stop 1edge
X Chain wear measure
Ansicht auf freies Ende

VIEW FROM FREE END
;'
,/
T 8
1-101.198.899
About 500 operating hours after commissioning the engine we recommend checking the correct tension of
the roller chain and if necessary to adjust it. Further checks on the correct tension should be made
periodically after 3000 operating hours.
In the same intervals the chain and the chain sprockets should be inspected.
The chains must be checked for cracks, seizure traces, seized-up rollers and pins as well as for elon
gations due to wear. The admissible elongation is 1.5% of the original length i.e. when 5 links have
reached a total length of 515 mm the chain must be replaced. Please ~lso refer to the measuring method
on Fig. 'C', where on the totally detended chain lengths of 5 links are measured and the effective
length is described as X - Y. The roller chains for replacement must conform to the SULZER specifica
tion.
10 Q I,
770 la 4 RT76
The chain sprockets must also be checked for cracks and wear. If the teeth have become sharp
edged'in operation they have to be blunted with a radius of about 1 mm.
Lubrication
The spray nozzles have to be directed exactly between the outer and inner linkstraps of the roller
chain. The spray direction and oil flow have also to be checked at 3000 hours interval.
At the same opportunity check also the nozzles for the continuous venting of the lGeislinger' coupl
ing in the balancer drive (if such is installed), (see Fig. 'F' and group 740 sheet 1).
Removing the Roller Chain
1) Remove the upper and side cladding of the balancer chest.
2) Mount the rails 94708 for the removal of the lower cladding 7a (see Fig. 'B').
Unfasten the cladding 7a, lower onto the rails and pull off by about 460 mm from the engine.
Lift the cladding off on 2 eye screws R.
3) Turn the crankshaft to the crank position as per Fig. IC', so that the balancing weights 2-nd
order (9) point vertically downwards (otherwise there is a risk for accidents).
Attention! The locating pin 94707 must now be inserted in the guide foreseen in the balancer chest
1 for this purpose, and secured with screws, so that the gyrating mass l-st order (10)
is held in this position for the removing of the roller chain (see Fig. 'B' and 'C').
Remove the fuses from the switch box of the turning gear. motor, to prevent any likelyhood of the
turning gear being set .into motion while the work is in progress, on the following!
Remark: Please refer to Fig. 'C' for the required crank position of cylinder number one.
4) Oetend the chain in the following manner (Fig. 10 1 ).
- Remove the toothed segments 20, locking the upper and lower adjusting nuts 13 and 19, by loosen
ing and removing the fixing screws 23, which in turn are locked by locking plate 21.
- Loosen (turn upward) the upper adjusting nut 13 with a spanner, until the chain has slackened
sufficiently.
- Gring off the rivetted link pin ends on an easily accessible outer links between the balancing
weights.
- Pull the chain ends together using a lifting tackle or similar.
- Pull off the outer link strap using the rivet puller 94704, and remove the outer link.
- Pull the chain out of the balancer with suitable lifting tackle, proceding in reverse sequence
as the one described in the following paragraph on the fitting of the roller chain depicted on
Fig. 1['.
Fitting the Roller Chain
1) Turn the crank of the first cylinder to the position shown in Fig. 'C' and in accordance with in
dications on the adjoining table.
2) Make sure that the gyrating mass (10) is secured in the corresponding position as described under
(Attention) above!
3) Insert the roller chain in the sequence a, b, c, d, in accordance with Fig. IE' (Weight of comple
te chain 470 kg).
4) Pull lose chain ends together (use lifting tackle or similar).
5) Fit new chain lock link and push loose linkstraps lightly onto the chain pins with a hammer.
Locking links already used before may not be re-used a second time.
6) Mount the mounting tool 94105 on the locking link, so that the strong plate rests on the already
rivetted side.
1) Tighten the nuts on the tool 94105 equally half turns at a time, until the strap touches the
shoulders of the pins.
8) Remove tool 94105.
9) Rotate the turning gear until the locating pin 94101 can again be removed.
10) Tension the spring in accordance with the instructions in the section "Tensioning Procedure".
11) Fit the lower cladding 1a in reverse sequence to the removal procedure (also the remaining
cladding components).
5.84
770/1b 4RT76
®
T
+ +
+ +
91,708 T
91,708
+ +
+ +
7cr 11
11-11
--1 R 7cr
/'
-/
r I ll~
1\ -+-1 1-+-1
r--,
I-+-I I-+-I
. ---::JTf
~91,708
·h
1\
--
1 91.707
7-707.798.893
10RL
, i '-oJ
~~~ ~
~Q,,~'C "
..
~
':\~~~ ~ ~
~ ,\e .- . / / '
./ ©
11 i Teil ungen!P ITCHES ,III Tei lungen!P ITCHES
•
Steuerlellenzentrum Steuerlel 1enzentrum

CAMSHAFT CENTER CAMSHAFT CENTER
Y/lRN CHAIN
~'--
verschl ~~sene Kette
/"l ~ neue Kette
·""'.NEW CHAly'
7 ...........- -= ...... .... I
I
Anslcht auf Antriebseite

VIEW ON DRIVING END
\/ .~
!
-·----1.,:;1:17.198.89,
'~ Anstcht auf fretes Ende
VIEW ON FREE END
Kurbe lste11 ung Zyl.· 1 Kurbelste11ung Zyl. 1
theoretisch 00 n.O.T.P.
theoretisch 2700 n. O. T.P.
neue Kette ~ 0,5 0 n. O.T.P • neue Kette "-' 270,50 n. O.1.P.
versch11 ssene Kette '" 359 0 n. O.T.P. • Position fur Werkzeug 9~707 (siehe 770!lb) versch1tssene Kette ' V 2690 n. O.T.P.
POSITION FlR TOOL 9~707 (see 770!lb)
POSITION OF CRANK CYL. I POSITION OF CRANK CYL. 1
THElRET ICAL 0° AFTER TOC THElRET ICAL 2700 AFTER TOC
NEW CHA IN ,.., 0,5 0 AFTER TOC NEW CHAIN i"'" 270,50 AFTER TOC
WlRN CHAIN - 359~ AFTER TOC Y/lRN CHA IN rv 269 0 AFTER TOC
~
~I I~
( ( ( (
770/1d 4 RT76
Oberflachen bundig Stellung in fertig verspanntem Zustand

fOR CORRECT TENSIONING fORCE Of THE POSITION WHEN UPPER NUT IS TIGHT
CHAIN, SURfACE MUST B£ fLUSH
Stutzflache '5'
SUPPORTING SURfACE '5'
Tensioning Procedure
1. Turn engine crankshaft to conform with the indications
on Fig. 'C', so that the balancing weights 9 point ver
tically downwards.
2. Remove the locking elements on the chain tensioner 3
consisting of toothed segment 20 and locking plate 21.
3. Loosen the lower adjusting nut 19 on the tensioner suf
ficiently to permit tensioning of the chain. (about
20 - 30 mm, see Fig. '0').
4. Tighten the upper adjusting nut 13 on the tensioner
until the upper edges of spacer ring 14 and spring cas
ing 15 are flush.
5. Turn crankshaft alternately 'Ahead' and 'Astern'. This
will cause the spacer ring 14 to move slightly up and
down in the spring casing. The average of the two ex
treme position should be flushness of the parts mentio
•• ned under 4).
6. Tighten the lower adjusting nut 19 gently by hand to
.. • touch the bearing pin 18, lock the nut 19 in this posi
tion with toothed segment 20 and locking plate 21.
Checking: the upper edges of spacer ring 14 and spring
casi ng 15 must still be fl ush.
7. Tighten the upper adjusting nut fully. First by a turn
of about 72 0 till the spacer ring binds on the support
L
I
ing surface'S' (the torque rises noticeably), then
-'----- ---r------'
.t. ..... -~ 0
tighten the nut further by about 10 ; lock the nut 13
with toothed segment 20 and locking plate 21.
8. The te-tending of the chain is done in the reverse se
quence.
3- 107. 198.406
DRAWN FOR RT 58
1984
I .~
4"- Kette fUr Massenausgleich 1.... 2. Ordnung ~

4"-CHAIN FOR BALANCER ,. ~ 2. ORDER ~
I" 4RT76
Ansicht auf Antriebseite
~
~Y>I~V)
II l...
VIEW ON DRIVING END
elI~· elI~
::::~::J
~I :::::~
~-J
f8~I·
I I.
I
~~
I I
®
I
(+)
''----/
(+j
'-----/'
1-107. 198. "08

Gezeichnet fUr Massenausgleich 2. Ordnung l'
DRAWN FOR BALANCER SECOND ORDER :0

'"""i
"'I
I '0)
( ( ( ( ,
770/1f 4 RT76
Freies Ende 90t.O.5

FREE END
----
I I
_-.1..-1. _ _
-
----------
-----------
I I
~
~-...J
C1JO
®
1:Jl,)
VENT FROM c::
ELASTIC :ac
COUPLlNG\ ~~
L5~
0
~C
L5~ I
~i
.,,1
Ii
26 t~
27 ~l
28 I
I
0-107.198.865
Fitting the flexible Coupling or a Camshaft Section

When re-fitting a flexible coupling or a camshaft and to ensure proper alignment of the chain in the
balancer, pay special attention to the dimension 90 ~ ~.5 mm which must exist between the coupling
on the camshaft and the end of the end column, when the axial clearance on the camshaft driving gear
wheel is equally distributed. If necessary the camshaft section or the coupling on the camshaft have
to be shifted axially (Fig. IF').
The dimension 90:!: 0,5 mm applies also to the driving side of the camshaft.
Checking: The crank of cylinder one and the balancing weights must be as indicated in Fig. 'CI.
1984
770/1 4 RT76
Instructions for:
1. Removal of the Flexible Coupling
- Please refer to the removal instruction for the roller chain Sheet 770/1a).
- Remove the coupling bolts.
- Remove the flexible coupling.
2. Removing the last Camshaft Section on the free Engine End

- Turn the engine crankshaft so that the crank position of cylinder number 1 corresponds with
Fig. 'C', so that the balancing weights are hanging vertically downwards (otherwise risk of
accident).
- Block the chain sprocket with balancing weight 10 with tool No. 94707 (see removal of the roller
chain 770/1a).
- De-tend the roller chain.
- Support the flexible coupling 24. The oil catcher 25 may be used for this purpose, Fig. 'F'.
- Remove the coupling bolts 26. Loosen the hydraulically fitted SKF coupling.
- Remove the camshaft section.
3. Removing a Central Camshaft Section

- Turn the crankshaft to bring the balancer on the free engine end to its base position, see Fig.
'C'. (Otherwise risk of accident).
_ Block the chain sprocket with balancing weight 10 with tool No. 94707 (see instruction for re
moving the roller chain 770/1a).
- Loosen the hydraulically fitted SKF shaft couplings.
- Remove the camshaft section.
4. Removing the Gear Wheel on the Camshaft

Turn the crankshaft to bring the balancer on the free engine end to its basic position, see
Fig. 'c' and block the chain sprocket with balancing weight 10 with tool No. 94707.
- Loosen the hydraulically fittted coupling SKF in the direction of the balancer.
- Then turn the crankshaft to bring the balancer on the driving end to its basic position, see
Fig. 'C', and block the chain sprocket with balancing weight 10 with tool No •. 94707.
- Detend the roller chain on the driving end.
_ Support the flexible coupling 24, The oil catcher 25 may be used for this purpose. Fig. 'F'.
- Remove the coupling bolts 26. Loosen the hydraulically fitted coupling.
- Remove the camshaft section with the gear wheel.
Remark: When fitting a camshaft section proceed in reverse analogous sequence to the removal!
Pay particular attention each time, that the locating pin tool.94707 is removed as instructed
(see 770/1a), fitting a roller chain)!
1984
SULZER BALANCER 2-nd ORDER
68 Group: 770
4-6 RT 76 Fitting, Removing, Tensioning of the
(with Balancer)84 Roller Chain, Fitting, Removing the Sheet: 1
Flexible Coupling and a Camshaft Section
Tools: Key to ill ustrations

Rivet puller 94704 1 Balancer chest 11 Cover in bo Hom 20 Toothed segment
Mounting tool 94705 2 Excenter of chest 21 Locking plate
Feeler gauge 94122 3 Chain tensioner 12 Spindle 22 Pin
Lifting tackle 4 Roller chai n 13 Upper adj usb ng nut 23 Fixing screws
5 Spray nozzle 14 Spacer ring 24 Flexible coupling
6 Inspection cover 15 Spring casing 25 Oi 1 catcher
7 Side cover 16 Belleville springs 26 Coupling bolts
8 Chain drive sprocket 17 Spacer disc 27 Hydr. fitted coupl
9 Balancing weights 18 Bearing pin ing on camshaft
with chain sprockets 19 Lower adjusting 28 Camshaft section
10 Deflection sprocket nut S Supporting surface
V Chain lock link
X Chain wear measure
Ansicht auf Antriebseite

VIEW roWARDS DRMNG END
0A 6 5
r-r;;:==::;::i::~~~~~~::::;::;:;:.:--ifl
gezeichnet fUr
RT76
6
DRAWN FOR 3
6 2
0-107.198.421
8 9 10 11
About 500 ooeratinq hours after commissioninq the engine we recommend checking the correct tension of
the roller chain and if necessary to adjust it. Further checks on the correct tension should be made
periodically after 1500 hours.
In the same intervals the chains and the chain sprockets should be inspected.
The chains must be checked for cracks, seizure traces, seized-up rollers and pins as well as for elon
gations due to wear. The admissible elongation is 1.5% of the original length i.e. when five links have
reached a total length of dimension 'X', the cahin must be replaced ('XI, see table on sheet nO/lb)
Please also refer to the measuring method on Fig. IB' where, on the totally detended chain the check
measure extends over five links and the effective elongation x-y is established. The roller chains for
~ replacement must conform to the SULZER specification.
The chain sprockets must also be checked for cracks and wear. If the teeth have become sharp edged
from wear they have to be blunted with a radius of about lmm.
17 Rk
770/1a 4-6 RT
Lubrication
The spray nozzles must be directed exaclty to the slot between outer and inner straps of the roller
chains.
Spray direction and oil flow are also to be checked in the 1'500 hrs. interval.
At the same time the nozzles for constant venting the Geislinger Coupling in the balancer drive (if
equipped with it) have to be inspected (see Fig. 'E' and group 740 sheet 3).
Removing the roller chain

1) Remove cover on the balancer case.
2) Rotate engine crankshaft as per sketches lB' and 'B ' resp. so that the balancer weights point ver
l
tically downwards (otherwise risk of accident!).
Remove electrical fuses from the turning gear switchboard, thus preventing any likelyhood of the gear
to be"-set
._-_ ... _--
into motion while removal work is in progress •
_... _.._--_._--_._--_. -_ ..
Remark! The required position of the first cylinder crank varies with the number of engine cylinders
and also with the rotation direction of the engine. For the applicable alternative the corres
ponding indications are taken from the table Fig. lB'.
3) The chain is now slackened in the following manner: (Fig. 'Cl)
Remove toothed segments 20 locking the upper and lower setting nut 13 and 19 by removing the holding
screws 23, which in turn are locked by locking plate 21.
Turn upper setting nut 13 with the spanner upwards till sufficient slackening of the chain is attai '-/
ned.
- Grind off rivetted link pins on a suitably located outer link between the balancer masses.
- Pull chain ends together, (using lifting tackles, hoists etc.)
- Using rivet puller 94704 pull of the outer strap and remove the outer link.
Pull chain out of the balancer case with suitable 1ifting tackle, proceding in reverse sequence as
described in the following paragraph for the fitting of a roller chain, depicted in Fig. '0'.
Fitting the Roller Chain

Turn the crank of the first cylinder as per sketches 'BI and 'Bli resp. to the position shown in the ta
ble (770/1b).
- Insert the roller chain in the seq,uence a,b,c,d, as shown in Fig. 'D'.
Prototypes Modified Execution

Enaine tVDe RT58 RTG8 RT7G RT84 RT58 RTG8 RT7G RT84
Roller chain I Ditch 2'" 3" 3'" 4"
Ghain weicht in ka I ka 119 226 322 477 202 307 470 642
- Pull lose chain ends together (using hoists or similar).
Insert new locking link, and force loose strap with a hammer lightly onto the chain link pins. Previous
ly utilitzed locking links may not be re-fitted a second time.
- Set fitting tool onto the locking link, so, that the solid plate comes to lie onto the already rivetted
side
- Tighten nuts on fitting tool 94705 equally in sequence by half a turn till the strap lies against the
shoulder of the pin.
- Remove tool 94705.
- Using steel block as anwil rivet the annealed link pins.
- ~ow tension the chain as specified in the section 'tensioning procedure'.
L. B. 6.86
770/1b 4+6RT
Adj"liog oi,gr" I, B,l,o"r 2-od ord'r ~

Drawn for 4, 5 and 6 Cylinder Engines RT76 clockwise rotating
Prototvoes. Modified Executions
Enaine tvne RT58 RT68 RT76 RT84 RT58 RT68 RT76 RT84
Roller chain
pi tth 2t n 3" 3t" 4" 3" 3t" 4" 4t"
I XI Max admissible length over 5 pitches
mm 323 1387 1451 1515 611 387 1451 1515 61580
Number of itches ( J*c with chain of prototype
Number of itches RT58 (17tJ* 14t
RT58 (1 5t J* 13 RT68 (16tJ* 14 Number of itches
RT76 (15tJ* 13t RT58 (15tJ* 13
RT68 (14tJ* 12t
RT76 (13tJ* llt RT84 (15tJ* 13t RT68 (14tJ* 12t
RT84 (12 J* 11 RT76 (13tJ* llt
RT84 (12 J* 11
1-107.198.863
~~~-- Worn out chain
~-i--r---- new chai n
~ /~~
\ / I
.~. -- - -crankshaft
.+--~
\ ( center~
View onto driving end View onto free end
4-cyl. Engine 4-cyl. Engine
Crank pas. cyl."l Crank pOSe cyl.
0
thea reti ca 11 y a. T.O.C. theoretically 270 a.1.O.C.
0
new chain a.T.O.C. new chain ~ 270~5 a.1.O.C.
Worn out chain a.T.O.C. worn out chain - 269 a.1.O.C.
5-cyl. Engine 5-cyl. Engine

Crank pas. cyl. Crank pOSe cyl.
0
thea reti call y a.1.O.C. theoreticall y 279 a.1.O.C.
new chain a.1.O.C. new chain .... 279 ~ 5° a.1.O.C.
worn out chai n a.1.O.C. worn out chain . . . . 278 a.1.O.C.
6-cyl. Engi ne 6-cyl. Engine
Crank pOSe cyl. Crank pas. cyl.
thea reti call y a.1.O.C. theoreti call y 285 0 a. T.O.C.
new chain a.1.O.C. new chain -285~5° a.1.O.C.
worn out chai n a.1.O.C. worn out chain -284 a. T.D.C.
L.8. 6.86
770/1b 4+6RT
Adjusting Diagram to Balancer 2-nd Order

Drawn for 4, 5 and 6-cylinder Engines RT76 Anticlockwise rotating
Pro to tVDe s Modified Executions
Engine Types RT58 RT68 RT7& RT84 RT58 RT68 RT76 RT84
Roller chain
2t" 3" 3t" 4" 3" 3t" 4" 4t"
[Ditch
I X' Max.admissible length over 5 pitches
mm 3231387/451 [515 61t387 1451 1515.6i580
Number of itches ( )*= with chain of prototype

RT58 (17t)* 14t
Number of itches Number of itches
RT68 = (16t)* 14
RT58 (15t)* 13 RT58 (15t)* 13
RT76 = (15t)* 13t
RT68 (14t)* 12t
RT84 = (15t)* 13t RT68 (14t)* 12t
RT76 (13t)* llt RT76 (13t)* llt
RT84 (12)* 11
RT84 (12)* 11
.----,---,--- Worn out chain

new chain
~/-----~
\ / I
---Crankshaft
\ ~._.~
( center~ .
View onto driving end View onto free end

4-cyl, Engi ne 4-cyl. Engine
Crank pas, cyl. 1 Crank pas. cyl.
theoreticall y a. T,D.C. theoretically a, T,D,C.
new chain a. T,D.C, new chain a.T.D.C.
Worn out chain a, T,D,C. worn out chain a. T,D.C.
5-cyl, Engine 5-cyl, Engine
Crank pas, cyl, 1 Crank pas, cyl.
0
theoretically 351 a. T,O,C. theoretically a.T,D,C.
new chain - 35°650 a, T,D,C. new chain a, T,D,C.
Worn out ch::lin -352 a. T,O,C, Worn out chain a, T,D.C.
6-cyl, Engine 6-cyl. Engine
Crank pas. cyl. 1 Crank pOSe cyl.
theoretically 345 0 a. T,O,C. theo reti call y a. T,D,C.
new chain ...... 344 50 a. T,O.C, new chain a. T,D,C,
Worn out chai n -346 6 a. T,O.C, Worn out chain a. T,D.C.
L. B. 6,86
770 lc RT68 76 84
Faces flush before

point 6 of description
Position in final
tensioned state
Contact surface'S'
~ Tensioning Procedure (Figs. A, B & C)

~
1. Turn the engine to the crank position according to
the information on Fig. 'B' so that the balancing
mass 9 lies vertically downwards.
2. Remove the locking el ements (20, 21 & 23) which secu

re the adjusting nuts 13 and 19.
3. Unscrew the lower adjusting nut 19 by about 20 to 30
mm so that it will not seat during re-tensioning
(see Fig. 'G').
4. Tighten the upper adjusting nut 13 until the top face
of the distance ring is flush with the tensioning
sl eeve 15.
5. Using the turning gear,turn the crankshaft alternate
ly 'AHEAD' and 'ASTERN'. This results in the distance
ring 14 moving up and down slightly in the tensioning
sleeve 15. Fot the mean value the faces mentioned in
point 4 should be flush.
6. Lightly tighten up the adjusting nut 19 by hand and
then secure it in this position with toothed segment
20 and locking plate 21. Check: after doing this, the
distance ring 14 must still be flush with the tension
ing sleeve 15.
7. Fully tighten the adjusting nut 13, i.e. first of all
. until the distance ring 14 lies on the contact surfa
ce '5' of the tensioning sleeve. This can be determi
ned by a clearly felt increase of the torque. The an
.. gle through which the adjusting nut has to be tighte
ned until it seats is approximately as follows: RT68=
80 0 , RT76= 72 0 and RT84= 65 0 • After the adjusting nut
23
has lorded it has to be tightened through a further
~ before securing it with toothed segment 20, lock
ing plate 21 and screws 23.
8. The chain tension is released in the reverse order.
18 20 21 23 19
22
DRAWN FOR RT 58
nO/ld
Ansicht Quf Antriebseite

VIEW ON DRIVING END
RT58 = (26)* 21
4nzahl Glieder RT68 = (24)* 19
NUMBER OF LINKS RT76 = (22)* 17
RT84 = (19)* 18
)* = mit Kette der Erstausfuhrung
WITH CHAIN OF PROTOTYPE
Anzah 1 G1ieder
NUMBER OF LI NKS
RT58 = (35)* 41
RT68 = (32)* 40
RT76 = (30)* 38
RT84 = (30)* 38
RT58 = (85)* 61
Anzahl Glieder RT68 = (82)* 58
NUMBER OF LINKS RT76 = (78)* 58
RT84 = (76)* 58
! .;:'.
770/1e 4+6RT (L. B)
+
I Freies Ende X X RT58 120 0,5 nun
"'z
~
~
~
Z
H
FREE END X
X
RT68
RT76
80
90
+ 0,5
+ 0,5
nun
nun
H
...l
...l
c.. X RT84 90 + 0,5 nun
til
H
~
5U
~
u Ende des Endstanders
l-< H
END OF END COLLUMN
Q) Eo<
'tl til
OJ j
C ~
;J OJ
®
+' C C%..
'H ;J 0
;;J ....
.... Po Eo<
+' Po Z
C;J ~
:il~>
,I
Ii
:1
Del I!
-...
Oil ~~~~~~~~f1;\~0:'00:~ ,,~~~+--- ----.---.---- I,
-----+1ItT
I:II"
II,I
27 28
Gezeichnet fUr RT84
DRAWN FOR
0- 107. 215.259
Fitting the Flexible Coupling or a Camshaft Section

When re-fitting a flexible coupling or a camshaft section and to ensure proper alignment of the chain
in the balancer, pay special attention to the dimension acc. to the table above which must exist between
the coupling on the camshaft end and the end of the end column, when the axial clearance on the camshaft
driving gear wheel is equally distributed. If necessary the camshaft section or the coupling on the cam
shaft must be shifted axially (Fig. 'E'l.
The measure 'X' applies to both the driving end and the free end of the camshaft.
'-/
Checking: The crank of cylinder one and the balancing weights must correspond to Fig. 'B' for your num
ber of cylinders.
L.B. 9.86
770/lf 4+6RT
Instructions for Removal and Fitting in Connection with Balancer
BALANCER FUEL-AND ACTUATING PUMPS BALANCER

GEAR· WHEEL ON CAMSHAFT
Cl
n
,, fI Cl
2:
LU
'L n, ~
LU
LU
J.'~ If.. I ~ ~
1 ~ L~I:>
c:::
......
CAMSHAFT
"
i..J LA c:::
Cl
MIDDLE SECTION
COUPLING SLEEVES
COUPLING FLANGES COUPL INGFLAN GE S
FLEXIBLE COUPLING FLEXIBLE COUPLING
1) Removal of the Flexible Coupling:

- Remove roller chain according to instructions on Sheet 770/1a.
- Remove coupling bolts (see Fig. 'E').
- Remove flexible coupling (see 770/1e).
2) Removal of the last Camshaft Section at 'Free End':

- Turn the crankshaft so that the balancer masses of the balancer at the 'free end' lie vertically down
wards (see Fig. 'B'). An accident risk is created if this is not done.
- Release chain tension (see Sheet 770/1c).
Remove coupling bolts 26 (see Fig. 'E'). The flexible coupling shaft remains supported by the oil
collector. Slide the flexible coupling slightly back towards the 'free end' in order to create space
between the coupling flanges.
- Release the coupling sleeve at the other end of the camshaft section (see Sheet 420/2, 421/0 &421/1g
and slide it onto the neighbouring section.
- Remove the camshaft section (see Sheet 420/2).
3) Removal of a Camshaft Middle Section:

- Turn the crankshaft until the balancer masses of the balance at the 'free end' lie vertically down
wards (see Fig. 'B'). An accident risk is created if this is not done.
- Release the coupling sleeves at both ends of the camshaft section to be removed (see Sheet 420/2,
420/0 and 421/1g).
- Remove scamshaft section (see Sheet 420/2).
4) Removal of the gearwheel on the Camshaft:

Turn the crankshift until the balancer masses of the balancer at the 'free end' of the engine lie
vertically downwards (see Fig. 'B'). An accident risk is created if this is not done.
- Release the coupling sleeve for the gearwheel on the camshaft (see Sheets 420/2, 420/0 &421/1g) and
slide in the direction of the Ifree end' onto the neighbouring camshaft section.
Now turn the crankshaft until the balancer masses of the balancer at the 'driving end' lie vertically
downwards (see Sheet 'B').
Release the chain tension of the balancer at the 'driving end' (see Sheet 770/1c).
Remove the coupling bolts from the coupling on the 'driVing end'. The flexible coupling shaft remains
supported in the oil collector.
- Slide the flexible coupling slightly towards the 'driving end' in order to obtain space between the
coupling flanges.
~.
- Remove camshaft section along with gearwheel (see Sheet 421/4).
NOTE: The mounting procedure for the above parts follows the reverse order of dismantling.
1') Q I,
SULZER
EXHAUST PIPE Group: 811
RT Adjusting the Belleville Washer Elements
on the Exhaust Pipe Mounts Sheet: 1

Various spanners 1 Exhaust pipe 11 Lower bearing
High temperature 2 Insu1 ation 12 Lower sliding plate
resistant grease 3 Glide lining 13 Upper sliding plate
4 Support (fi xed) 14 Mounting (upper bearing
5 Glide shoe plate)
6 Bypass branch 15 Bo It with
16 Castellated nut and split pin
7 Drain cock 17 Belleville spring washer
8 Blank flange pack with cage
9 Bellows piece M Ring mark on item 17
10 Charge air receiver
1
L TiT---HL------3Illlliiiiiil~rL-.--------'
l.
5
DRAWN FOR RT 58
1
Note:
Before screwing them in smear all the bolts
of the exhaust piping with 'THRED GARD' or
'LOCTITE ANTISEIZE COMPOUND' (threaded holes
as well as bolt threads).
Non-observance of this precaution will result
in binding of the threads.
In order to prevent the drain cock 7 from be
coming blocked with soot, periodically open
it for a short time during service.
Do not remove the blank nange 8 unless the
engine has to run without the turbocharger
(see Service Instructions Manual, Group 059).
3 -107.197. 343
2.84
811/1a RT
As a rule, the exhaust pipe requires no maintenance. At least once a year, however, the condition
of the bolted connections for mounting the exhaust pipe on the charge air receiver have to be
checked. At the same time use a feeler gauge to determine if there has been wear of the Teflon anti
friction coating between the mount 14 and upper sliding plate 13 as well as between the lower bear
ing plate 11 and lower sliding plate 12.
Anti-friction coating - projection (in new condition) = 2 mm
Should minimal wear be detected, the intervals at which the anti-friction coatings on the sliding
plates have to be inspected or replaced should be determined at a later point in time.
When the engine is cold the spring washers in cage 17 should be so highly loaded that the upper
spring washer top edge is flush with the red ring mark 1M' on the Belleville spring washer cage.
Secure the castellated nut 16 on bolt 15 with a split pin.
II
2
Expansion
1:'''-''--14
4 - 107. 197. 375
17
M
/ Tellerfeder - Anord
nung beach ten !
Note arrangement of
the spring washers
4 -107.197. 349
L.B. 2.84
SULZER HYDRAULIC CONDUITS FOR THE ACTUATION OF
THE EXHAUST VALVES
Group: 846
RT Sheet: 1
Disconnecting and Mounting the Pipes
and Reconditioning the sealing Faces
Key to III ustra ti on

1 Suspension device 94833 * 1 Casing head (Ex 10 Spacer 22 Cover
I Milling/lapping 94834 haust valve hydrau 11 Bolts w. nuts 23 Grease nipple
device lic header) 12 Screw 24 Bearing bush
1 Grease gun 2 Exhaust valve cage 13 Bolts w. nuts 25 Spi ndl e
1 All en wrench (AF6) 3 Actuator pump 14 Lantern 26 Milling cutter
CARBORUNDUM Lapping paste 4,4a Steel ring 15 Simmer-ri ng 27 Allen screw
No. 200 and 500} 5,5a,5b,5c Hydraulic conduits 16 Flange 27a Washer
end pieces 17 Allen screw 28 Clamp screw
* = only necessary for RT76 a. RT8~ 6,6a Casing 18 Gri p' 29 Lapping mandrel
7,7a,7b,7c Shroud 19 Special nut OE Opening
8,8a O-rings 20 Allen screw SF Spherical sealing
9 Holding ri ngs
surface
DISCONNECTING HYDRAULIC CONDUITS
Pay careful Attention to the following Points:
'-....-/
- Take particular care that the sealing surfaces "SFI at the pipe ends are not in any way damaged. When
separating the connections pull the pipe first axiall y out of the ring 4 or 4a and only then remove it
sideways.
- Protect the ends of the disconnected pipes by suitable measures against any possible damage and against
any entry of dirt.
- When removin~ complete conduit sections with the crane, utilise the suspension device (Tool No. 94833).
MOUNTING HYDRAULIC CONDUITS

Pay careful Att~Ati9n ..to the..f.o1J9wing,Poin.ts: ..
- Convince yourself that the sealing surfaces at the pipe ends as well as the seating face in the steel
rings 4 or 4a are clean and absolutely undamaged.
- Join the pipes to the component connection axially i. e. do not join them up sideways, so that any pos
sibility of damage to the sealing surface "SFI is avoided.
- Screw the casings 6 or 6a on until landed, then turn them back by about! turn, whereupon the bolts 13'
can be inserted and tightened.
'--/ - When tightening the bolts 11, make sure that the distance IX· (see Fig. "C") is about equal on both
sides.
RECONDITIONING SEALING SURFACES ISF"
Should the case occur that the sealing surface "SF" (Fig. B,C or D}requires reconditioning, utilise the
tool 94834 (see sheet 846/lc).
Remove the shroud from the conduit or push it back sufficiently to permit the pipe being fixed in a vise.
Where the spherical sealing surface is only roughened or slightly damaged use the tool 94834 assembled
according to Fig. "F". Utilising a tap wrench drive the spindle 25 slowly. Apply some CARBORUNDUM lapping
paste from time to time to the lappjng mandrel 29 and while lapping withdraw the spindel 25 in short in
tervals to relieve the lapping surface. Use lapping paste No. 200 for pre-lapping and No. 500 for fini
shing.
1984
RT (L.B)
RT
Where the damages are more serious it may be necessary to lightly re-mill the spherical sealing surface
of the pipe ends utilising the tool as shown in Fig."E". For this purpose mount the milling cutter 26 in
stead of the lapping mandrel 29. Rotate also in this case the spindle slowly and apply very moderate pres- _
sure. The necessary milling pressure is achieved by corresponding twisting of the special nut 19 with the
grip bar 18.
For both cases utilise the tool in such a position that surplus lapping paste or milling swarf can fall
our through the opening "DE" without assistance. Fix the tool with clamp screw 28.
Prior to each application use the grease gun to inject some grease through the grease nipple 23.
L.B. lQA4
846/1b RT
® 5
o
7
7a
SF 5a
'----"
13
,@ 6a
8a
9
© 10
5b
7b
6a
7c
5c
@ DJIm--- 12
5c
DRAWN FOR RT 68 2 -107. 199.691
L.B. 1984
846/1c RT
Friisen mit Werkzeug
MILLING with Tool Nr. 9'83'
2 - 107. 199. 687 23a 25 OE 26 270 27 28
Schleifen mit Werkzeug N 9'83'

LAPPING with Tool r.
2 - 107. 199. 688 25 29 OE 270 27 28
L.8. 1984
Table of Contents
-'-"-------------------------------
Clearance Tables
lightening values for Bolt Connection.s
Weights
WorkSheets
ToolUsts
SULZER
TOO L S Group: 9LiO
RT Explanation Sheet:
The tools required for erection and maintenance of the engine are divided into three groups as per
the following "Tools Lists":
- Standard tools
- Recommended special tools
- Special tools available on loan.
Under "Standard tools" are listed (from page 940-1 onwards) the tools and devices required for normal
maintenance work on the engine.
Under "Recommended special tools" (from page 940-50 onwards) such tools and devices are mentioned
which allow certain maintenance work to be done with more ease and in a shorter
time, than with the standard tools.
These tools can be ordered separately either with the engine or at a later date
"Special tools available On loan" are such tools (shown from page 940-60 onwards) which are loaned for
transportation and for erection of the engine. They are to be returned to the
engine manufacturers after completion of engine erection.
A separate set of tools is issued for the exhaust gas turbo chargers which should also be stored se
parately from the engine tools.
When ordering additional tools or replacements, the code No. as well as the tool description including
engine type must be indicated (see tools lists).
Notices for: 1) Arrangement and use of hydraulic presses

-
are to be found
2) Storing maintenance and spares administra on the following
tion for the pretensioning jacks as well ~ sheets
as sectional drawings of these.
3) General instructions for usage of pre
tensioning jacks.
-
When oil must be added to the hydraulic pumps, the specification regarding oil quality issued by the
pump manufacturers must be followed.
198?
SULZER
Group: 940
68 JACKS AND PUMPS
RT 76
84
Arrangement and Application Sheet: a
19
900kN
®~
lII>odf!/ L'£
~. 230kN (RT 84)
100kN (RT 68. 76)
lI > 4 ®h'00kN
6 !ll'K ~ 45kN
lII>Y
r:::=:18
19
:::---17
9 ARRANGEMENT OF JACKS AND ACCESSORIES
FOR WORK ON CAMSHAFT, SEE GROUP 42l~ 1 -107. 197. 397
~i
05"':-19
(]) = Tightening/Loosening-the tie rods, the thrust bolts of the crankshaft main bearing covers,
the connecting rod bolts of the crank pin bearing and the crosshead bearing.
(]) = Removing the Fitting the crankshaft main bearing shells.
(£) = Loosening/Tightening the valve cage in the cylinder head.
(]) = Jacking out the cylinder liners.
(}) = Removing and fitting the crosshead bearing s~lls.
(£) = Loosening/Tightening the piston rod screws or -nuts respectively.
® = Loosening/Tightening the split gear wheel on the crankshaft.
Qj) = Loosening/Tightening the exhaust valve spindle, the valve seat and the balancer.
SULZER
Group: g~.O
JACKS AND PUMPS
RT 68
76 Arrangement and Application Sheet: OA
Key to the Arrangement of the

hydro jacks on sheet 940-0 Tool Code No. ENERPAC HOLMATRA OTC RARIPRES~
1 Hydr. jack 900 kn (9 Ot) 94950 CRL-1002 - RSL-1002 -

2 Hydr. jack 500 kn (50t) 94936 RC-506 Z-51 F150SU YS-120-A BS-506-RM
3 Hydr. jack 100 kn (lOt) 94937J CRC-106 C106C
- BS-106-RM
4 Hydr. jack 100 kn (lOt) 94937a
5 Hydr. jack 45 kn (4,5t) 94938 CRC-55 - C55C -
6 Locking valve (on jack 94937a) 94939J V 66 - V38-L 705-1M with
7 Locking valve 94939a RP3-44
8 HP Oil pump 700 bar 94931 P-462 TW7000 Y-29-A-2-C RP-1404-2-1C
9 Air hydraulic oil pump 700 bar 94941 BPA-20280 - Y-26-LD RP-703-AG
~
10 Air hydraulic oil pump 3000 bar 94942
11 HP oil pump SKF 226400 94931 a
12 Branch piece 94934a
13 Oi 1 branch pi ece 94934
14 Connecting piece 94933
15 Pressure gauge (0-1000 bar) 94932
16 Pressure gauge connecting part -
17 Connecting piece -
18 Coupling socket -- CR-400 A-118 Y-25-1 RP3-6A
19 Coupling pl ug -- CH-604 A-l19 Y-25-3 RP3-68
20 High pressure hose (1800 mm long) 94935 H-909 H2M Y-21-2 TR2-HS
21 High pressure hose (600 mm long) 94935a
24 Double nipple - '--'"
1 n 0/
SULZER
HYDRAULIC PRETENSIONING JACKS
Group: 940
RT76
Sheet: DB
Storage, Care and Spares Stock
The pretensioning jacks forming part of the engine tool kit must be carefully stored, when not in use, in a dry,
clean place, where they are protected from any damage. They have to be cleaned and greased before storage (the
connections must be blanked off with dust caps).
When stored for a longer period, or also when extensively used, the rubber O-rings may become hard. We therefore
recommend - to ensure correct lorking - to keep allays a number of O-rings and slide rings of the prescribed Quality
and dimensions in the engine store. When fitting new slide, rings pay particular care so as not to cause any damage
to them. No sharp edged aid or tools may be used for assistance.
The sliding rings of the piston joint rings have to be heated in boiling later prior to fitting them!
The keys to illustrations belol refer to the pretensioning jacks sholn on the following pages:
Tool No. 94145 Tool No. 94180 Tool No. 94215

Pretensioning jack to Pretensioning jack to Pretensioning jack to the
\ the foundation bolts and the tie rods cylinder cover studs
~ generator foundation
1 Vent SCfSl 4 Allan screl 3 Allan screl

2 Relief valve 5 Cylinder 10ler part 4 Connecti~g nipple
3 Jack nut 6 Cylinder upper part 5 Nut
3a Safety ring 7 Piston 6 Vent screl
3b Lock screl M6 7a O-ring } to piston joint ring 7 Flange ring
4· Piston 7b Slide ring 360 x 352 x 5.8 8 Belleville spring lashers
4a O-Ring } to piston joint ring 7c O-ri ng } to rod joi nt ring (39 pes. per bolt)
4b Slide ring 130 x 125 x 3.8 7d Slide ring 220 x 2~6 x 5.8 A35.5 x 18.3 x 1.25 x 2.8
4c O-Ring } to rod joint ring 8 Flange ring 9 Bolt
4d Slide ring 85 x 89 x 3.8 9 Belleville spring lashers 10 Gyl inder
11 Connecting nipple (41 pes. per bolt) 11 Piston
B45 x 22.4 x 1.75 x 3.05 lla O-Ring l!0 piston joint ring
10 Bolts lIb Slide rin~ 250 x 244 x 5.8
11 Vent screw lie O-Ring Do rod joint ring
lld Slide rin~ 125 x 130 x 3.8
'-./
: Tool No. 94251 Tool No. 94252
Pretensioning jack to Pretensioning jack to
the exhaust valve the exhaust valve cage
1 Cyl inder 1 Cylinder
2 Pi ston 2 Piston
2aO-Ring } to piston joint ring 2aO-Ring } to piston joint ring
2bSlide ring 130 x 125 x 3.8 2bSlide ring 190 x 184 x 5.8
2cO-Ring } to rod joint ring 2cO-Ring } to rod joint ring
2dSlide ring 70 x 74 x 3.8 2dSlide ring 110 x 115 x 3.8
3 Flange ring 3 Fl ange ri ng
4 Bolt 4 Conneding-nipple
5 Belleville spring lashers 5 Spacer ring
22 pes. per bolt 6 Pulling screl
B28 x 14.2 x 1 x 1.8 7 Bolt
6 Connecting nipple 8 Belleville spring washers
7 Nut 32 pes. per bolt
8 Belleville spring lashers (4 pieces) B28 x 14.2 x l.x 1.8
B80 x 41 x 3 x 5.3 9 Vent screl
9 Vent screl 10 Threaded sleeve
11 Locati ng screw
9.84
SULZER
HYDRAULIC PRETENSIONING JACKS Group: g~O
RT76
Storage, Care and Spares Stock Sheet: Oc '-"
Tool No. 94260 Tool No. 94313 Tool No. 94314

Valve seat withdrawing device Pretensioning jack to Pretensioning jack to the
axial damper connecting rod bolts
1 Spring dowel pin 1 Cylinder 3 Cyl inder
2 Drawing screw 2 Piston 6 Pi ston
3 Clamp plate 2aO-Ring }to piston joint ring 6a O-Ring }to piston joint r
4 Clamp ring (multisectional) 2bSlide ring 265 x 259 x 5.8 6b Slide ring 190 x 184 x 5.8
4a Tension springs 2cO-Ring }to rod joint !ing 6c O-Ring }to rod joint rin~
5 Sti rrup 2dSlide ring 160 x 165 x 3.8 6d Slide ring 140 x 145 x 3.8
6 Support 3 Fl ange ri ng 7 Vent screw
7 Clamp dish 4 Connecting nipple 8 Bolt
8 Nut 5 Bolt
9 Spring plates 6 Belleville spring washers 9 Belleville spring washers
10 Connecting nipple (31 pes. per bolt) 32 pes. per bolt "
11 Tapped pi n B35,5 x 18.3 x 1.25 x 2.25 23 x 12.2 x 1.25 x 1.85
12 Vent screw 7 Vent screw 10 Cover with grip
13 Piston 8 Ring
l3a O-Ring }to piston joint ring 9 Eye bolt M16
l3b Sl ide ring 150 x 145 x 3.8
l3c O-Ring }to rod joint ring
l3d Slide ring 90 x 94 x 3.8
14 Cyl inder
15 Co.pression spring
Tool No. 94424 Tool No. 94706

Hydraulic devi~e Pretensioning jack to the
the camshaft balancer
1 Piston 1 Cy1 inder
la O-Ring } to piston joint ring 2 Piston
lb Slide ring 90 x 86 x 3.8 2a O-Ring }to piston joint ring
2 Ring (two-part) 2b Slide ring 120 x 115 x 3.8
3 Piston carrier plate 2c O-Ring } to rod joint ring
4 A11 an screw 2d Slide ring 70 x 74 x 3.8
5 Screw 3 Belleville spring washers
6 Pins (45 pes. per guide stud)
7 Eye bolt 23 x 12.2 x 1.25 x 1.85
8 Grub screw } 4 Guide stud
9 Steel ball 11 mm ~ vent 5 Nut /"
10 Connecting nipple 6 Cover with grip
7 Connecting nipple
8 Retaining ring
9 Tommy bar 0 10 mm
11.84
SULZER HYDRAULIC PRE TENSIONING-JACKS Group: 940

General Application Instructions
RT Sheet: 00
For distinct screwed connections differing designs and sizes of waisted bolts or studs are used, which
are pre-tensioned by hydraulic jacks. The waisted fasteners have threads which extend over the nut; on
this threadend the corresponding jack size is mounted. For each thread of the various waisted fasteners
a sui table pre-tensioning jack is suppl ied in the engine tool set. The fasteners are pre-tensioned wi th
the pre-tensioning jacks, the nuts are only threaded on manually until seated.
Prior to mounting the jzcks the inside thread of the jacks and the extending thread end of the fastener
must bo cleaned with extra care. The thread must be undamaged and free working. The thread has to be
smeared with MOLYKOTE-GREASE.
Working Procedure for I.oosening

_ Thread the pre-tensioning jack by hand onto the extending thread end of the fastener to be loosened
until it is firmly landed without any clearance on the component part.
Now turn back the jack by (generally)! turn. Thp clearance thus obtained between jack and landing face
on the component part is essential, before starting the pre-tensioning of the fastener. It enables the
loosening of the nut till total relaxation of the fastener in one single work sequence.
_ Connect the pump and jack with the liP hose.
_ .Open the ventscrew on top of the jack a little (if existing).
_ Actuate the hydraulic pump. When the oil flows out bubblefree close the vont screw. The piston of the
hydraulic jack has to be now in its neutral position, it must not be situated in either end position.
_ Raise the pressure with the pump te 600-620 bar. The nut is now slack, loosen it with the round bar,
while keeping the pressure censtant.
_ Release the pressure and disconnect the jack from the fastener throad.
Working Procedure for Tensioning

_ The nut(s) having already been firmly seated mark the position(s) of each of them against the nut lan
ding on the component part, use a marking felt pen or similar; the marks arc later a reference for
judgeing the correct pre-tensioning.
_ Thread-on by hand the pre-tensioning jack onto the protruding thread end of the fastener until it is
fully seated without any clearance between the jack and the component part.
_ It may be necessary to turn the jack back a little to gain easy access through the slot in the jack
~ cylinder for manipulating the round bar to tighten the nut while the pre-tensioning is progressing.
_ Connect pump and jack by the HP hose.
_ Open the vent screw on top of the jack a little (if existing).
_ Actuate the hydraulic pump. Shut the vent screw when the oil flows out bubblefree. The piston of the
hydraulic jack has to be now in its neutral position, it must not be situated in either end position.
_ Raise the pressure with the pump, in accordance with the indication on the tightening of important
screwed connections (group 013, sheet 1 and 21.
_ Keep the oil pressure constant on the specified value and using the round bar tighten the nut onto its
seating surface until firmly seated. Check with tbe feeler gauge whether actually no clearance remains
between nut and seating. ,/
_ Release the pressure and unscrew the pre-tensioning jack, from the fasteners thread end.
_ Check with the referenced markings, whether all the nuts have been turned by the same angle. If marked
differences are noted, the tensioning proc~dure must be repeated.
Remark: Concerning the use of air-hydraulic pumps and of thoir maintenance please refer to the makers
) instructions.
'----'
9.88
940/0e RT76
94145
2 1
4
5
30
3b
94180
0-107. 134.603 10 9 7 11 8 7a 7b
1-107.198.415
M160
94215
8
l1b
9
10 2 - 107, 198.422
·5.84
9I,O/Of RT76
94251
5
-'
3 2a
2
/ 2b
2c
1 2d
~
2-107.197.015
94252
6
5 -$:
9
"
J
"--'
2
1 2a
2b
2c
2d
-10
11
~-+-_-----L..:...1-107.197.080
1984
940/0g RT76
94260
~.a
/3b/
13 3d
U .~13c
15
16 9
0-107. 199.692
~-9
94313 ~-8
-H--+-.-.
1~--4
"l'-. .....- - 3
B---2b
2 - 107 199 696
9.84
940/0h RT 76
94314
10
3-107.159.018
94424
I-I 7b
2
3
2 - 107. 198.419
9. 84
940/0i RT 76
94706
-1---7
-( ,--3
3 -107. 198. '28
11 .84
List of Tools for RT76 Engines
Description and Sketch

Code No. 940-1
a lication
Open end/ring spanner

2 Pieces SW 7
" " SW 8
" II SW 9
" " SW 10
" SW 11
" SW 12
If
SW 13
SW 14
SW 17
SW 19
SW 22
SW 24
SW 27
SW 30
SW 32
SW 36
SW 41
SW 46
SW 50
SW 55
SW 60
Spanner type 100

1 Piece SW 65
" " SW 70
t1 " SW 75
" " SW 95
" " SW 105
. " SW 110
Spanner type 115

1 Piece SW 185
1984

Code No. 940-2
application
Spanner type 310

1 Piece SW 17
" " SW 19
" " SW 22
" " SW 24
Spanner type 330

1 Piece SW 27
" " SW 30
" " SW 32
SW 36
SW 41
SW 46
SW 50
SW 55
SW 60
SW 65
SW 70
" " sw 75
" " sw 85
" " sw 95
" " SW 110
" " sw 115
()
1 Impact ring spanner
AF 130
••
Spanner type 360
1 Piece SW 19
Tool List for RT Engines (L.B.)
Description and
Code No. 940-3
Sketch
application
Box spanner type 410
1 off AF 8/10
" " " 13/17
" " " 19/22

" " " 24/27
Socket spanner type 420
1 off AF 30 x 190
~ " 32 x 190
36 x 220
41 x 260
46 x 300
50 x 350
55 x 350
65 x 350
-Eye bolt
6 off Ml0 x 90 (RT58)
6 off M12 x 125-(RT68)
6 off M12 x 125 (RT76)
6 off M16 x 145 (RT84)
1 bar for type 420 AF 65
box spanner
5.84
Description and
Code No. 940-4 Sketch
application
Spanner type 450
1 off AF 11
" " 12
" " 14
" " 17
" "
19
" " 27
" " 32
" " 41
" " 50
" " 60
Allen key type 460
1 off AF 5
" " 6
" 8
" 10
12
14
17
19
22
24
27
~j¥)
Screw driver type 110
1 off b 6,5 mm ,----,'

" " b = 8 "
" " b = 10 "
" " b = 13 "
" " b 16 "
" " b 18 "
Right angle screw driver
type 410
1 off b = 10 mm
" " b 13
"
" " b 17
"
" " b 25
"
1983
List of tools for RT76 Engines

Code No. 940-5
a lication
~ ~
"Seeger" Circlip pliers
1 pes. Type A 1
" " " A 2

" A 3 ..
" "
.. ! .
1 pes. Type J 1
" " " J 2
" " " J 3
Eye nut
4 pes. M 45
(for the suspension of
the fuel injection pump)
Eye screw
8 pes. M 10
M 12
M 16
M 20
M 24
M 30
M 36
4 M 48
1984
Tool List for RT Engi'1es (L. B. )
Description and 940-6 Sketch
Code No.
application
(~
Grip screw
2 off M 4 x 150
" " M 5 x 150
" " M 6 x 150
" " 1'-1 8 x 150

" " M 10 x 150
-----
~(!l~
. ~-
Extracting device for ta

pered and cylindrical do
wel pins
1 off M 6
II II
M 8
"
II
M 10
"
II
M 12
Jacking screw
4 off M 16 x 160
" II M 20 x 100
High-pressure grease gun

For the grease nipples on
the fuel injection pump
regulating linkage
1983

Description and
Code No. application 940-7 Sketch
94101 1 Inside micrometer with

case
("measuring range 50
1010 mm)
Accessory:
94101a 3 Extension
(also used for adjust
ment of the camshaft
drive and PTO gear
wheels)
j-M20
94111 1 Suspension bracket for ~l .
lifting main bearing
cover
Incl. 4 bolts
r-----:" 140 - - _ - J
94113 1 M12 eye bolt for remo

ving the main bearing
shells
94115 3 Tommy bars RT58/RT.76

4 Tommy bars RT68
3 off each for turning
of the nuts etc. when
using a pretensioning
jack
RT58 ¢ 6; 14,6; 20
RT68 ¢ 6; 8 14,6; 20
RT76 ¢ 8; 14 20
RT84 ¢ 8; 14 20
/
10.84

Code No. 940-8
application
94117 1 Roller support for remo

ving main bearing, com
prising:
1 Support
1 Roller
1 Eye bolt 114
1 Split pin 5 x 56
1 Bolt M 30
1 Pin ¢ 35
94118 1 Device for removing the

main bearing shells
x == 270 (RT58)
X z:: 320 (RT68)
X 375 (RT76)
X == 410 (RT84 )
94119 2 Wire ropes for removing

main bearing shells
X
X 2700 mm (RT58)
X == 3200 mm (RT68)
X 3700 mm (RT76,RT84)
5.84
Tool List for RT Engines (L.B )
Code No.
application
94122 1 Feeler gauge
94123 1 Special feeler gauge

for main bearings
/ I
6~O~~rfP·
~ 625---·~r
94124 1 Depth gauge

Measuring range to
250 mm
~
.......,~ ~
~.~~
~ '.
~
......
94126 1 Depth gauge
Measuring range
RT 58, 68, 76 = 500 mm
RT 84 = 700 mm
11.84
Tool List for (L.B.)
Description
Code No. a lication 940-10 Sketch
x
94141
1 Support for removal of
the main bearing shells
X 872 mm (RT58)
X 1036 mm (RT68)
X =: 1150 mm (RT76)
X 1286 mm (RT84)
941215 1 Pre-tensioning jack for

foundation bolts
X 132 mm (RT58)
X 132 mm (RT68)
X 150 mm (RT76)
X = 150 mm (RT84)
94146 1 Casing cover

(only supplied when en
gine is fitted with a
PTO)
X 1180 mm (RT58)
X 1325 mm (RT68)
X 1556 mm (RT76)
X 1725 mm (RT84)
94155 1 Turning-out stud with

nut for removal of
thrust bearing pads (For
engines with gear wheel
for camshaft drive fit
ted on thrust bearing
flange
X = 155 mm (RT58)
X 175 mm (RT68)
X 185 mm (RT76)
X = 190 mm (RT84)
94155a 1 Turning-out device for

removal of thrust bea
ring pads (For engines
with gear wheel for cam
shaft drive fitted on
crankshaft coupling flan
ges)
X 300 mm (9+12 RT76)
X =: 316 mm (8+12 RT84)
1.85'

Code No. 940-11
application
94180 2 Hydraulic pre. tension ~~--445 ••

ing jacks for the tie
rods
94201 1 Transport device for
cylinder liner with cy

linder jacket
94202 1 Suspension girder
94203 2 Web support

---94206
94204 1 Jacking girder
94205 1 Jack support
94206 2 Suspension straps with
2 screw
94207 2 Special screws for fas

tening the straps
94206 to the cylinder
liner
h----.--=~----.-:.'~
942 ~ 1 c:::::::r '"li
94205
1984
:c21 ! ist for RT Engines (L.B.)

ana 940-11a Sketch
Code No.
94215 1 Hydraulic tensioning de

vice with connecting
parts for tensioning the
cylinder head stud
bolts:
a tensioning jacks
b = air hydro pump (see
also Sheet 940-41,
Code No. 94941)
C :: high-pressure hose
d compressed air hose
30 m long (also use
for tool No. 94264)
e suspension device
94224 Ladder for measuring cy

linder liner bore
x = 3050 mm
(only for RT76 and RT84)
94225 1 Calibration guide for
I"
X
]
measuring cylinder li-
ner bore (together with 51
micrometer, see 94101)
x = 2125 mm (RT58)
x :: 2410 mm (RT68)
x 2650 mm (RT76)
x = 2900 mm (RT84)
94238 1 Set of feeler gauges
(10 blades) for checking
bearing clearances
blade length = 600 mm
blade thichness = 0.05
0.10-0.15-0.20-0.25
0.30-0.40-0.50-0.60
0.80 mm
12.87
Code No. Description and Sketch

940-12
a lication
94250 1 Gland bore cover plug,

including 4 latches
with spring washers,
nuts and heavy roll pin
X = 395 mm
94251 1 Pre-tensioning device

for the exhaust valve
X = 214 mm
94252 1 Hydr. pre-tensioning

device for the valve
cage consisting of:
4 Pre-tensioning jacks
and connecting stirrups
X = 1020 mm
Ii II
II II
1984
List of tools for RT 76 and 84 Engines
Description and
application
94259 1 Pressure pin to the

exhaust valve
RT76 L= 535
RT84 L= 575
94260 1 Valve seat removal

device
RT76 L= 642
RT84 L= 692
94261 1 Valve seat fitting

device
RT76 L= 640
RT84 L= 680
94262 1 Valve protection (only

for transportation of
a complete exhaust val
ve is it necessary to
mount the protection)
RT76 L= 595
RT84 L= 650 L
9,84
List of Engines
.. ,~ ..~
---~---:-~-~;';"'--F;;;';;"~~';";"'~~~------,"_'"
i (Description and
\ Code No. !application Sketch ,
;....-----+-...:..:---------.....&---r'--...L..----------------·~~·i
194263 11 Fitting and removing I
I, l' vice for the guide

consisting of:
,1,,1- . \~. ~
\ 2 Screw
I 2 Nuts Ef~
! I
~
,l
.~
I
"94265 11 Suspension device to the
Cylinder head
to that
3 Caps 'a'
for protection of
cylinder head studs
94266 1 Suspension device to the
valve cage
I
I
@
94267 2 Jacking devices for the

valve cage
I I
!
I
L-_....L...- L....- .. ,_J
Description and
Kode No. 940-15 Sketch
application
94269 Hydraulic tightening de

vice for nut of the fuel
injector nozzle
comprising:
a) 1 Special spanner
b) 1 Hydr. jack
(e.g. ENERPAC type
RC-55)
c) 1 High-pressure oil
hand pump (e.g.
ENERPAC type P-14)
(accessories for
L'ORANGE test stand
94272)
94270 1 Device for overhauling

the fuel injector seat
in the cylinder head
94271 Protection cap for fuel

nozzle
RT 58/68 . 3 Pieces per
cylinder
RT 76/84 4 Pieces per
cylinder
X=60mm
1.89
Tool List for RT 76 Engines
Description and
94272
1 Valve testing stand
l'ORANGE Type GXO-G004
For setting and testing
of;
Fuel injection valves,
(the circulating valve
for separate testing)
Relief valves of the
cylinder heads Relief
valves and static pres
sure regulating valves
of the fuel injection
pumps.
x == 1100 mm
94273
1 Mounting angle for fix
ing the fuel injection
valve on the l'ORANGE
test stand
x = 320 mm
94274 1 Screwed connecter piece

with blow through valve
and hose connections
for the setting and
testing of a fuel injec
tion valve. b
X = 230 mm
Additional parts:
94274a 1 Copper bend piece
94274b 1 Hose piece 1 m long
94274c 1 Testing device for the

circulating valve
X = 150 mm
8.86
Tool List for RT Engines (L~
Code No. rescription and 940-17 Sketch

application
94275 1 Hosepipe 1400 mm long
(1500 bar) for testing:
- fuel injector
- fuel injection pump
relief valve
- cylinder head relief
valve
- Static pressure regu
lating valve of the
fuel pump
94276 1 Testing head for test
ing cylinder head re
lief valves
x = 370 mm (RT58)
X = 445 mm (RT68)
X = 490 mm (RT76)
X = 530 mm (RT84)
94277 1 Testing head for tes
ting the fuel injection
pump block relief val
ves
94278 1 Valve seat· grinding
device GC?mpl.
Accessories:
94278a 1 Pilot
94278b 1 Clamping bracket
94279 1 Gauge
for checking the ex
haust valve seat wear
5.84
Tool list for RT-Engines (L.B.)

Description and
Code No ap lication 940-18 Sketch
94290 Exhaust valve retaining
frame with swivel device
(To be used when dismant
RT58
ling-, assembling or grin RT68
ding)
X 1200 mm RT58
X 1200 mm RT68
I---------X------~
x = 1500 mm RT76
X 1600 mm RT84
1-------- X --------i
94292 1 Gauge
for checking the wear of
exhaust valve head
X = 80 mm RT58
X = 85 mm RT68
o
X = 90 mm RT76
X = 100 mm RT84
1---- X -----<-.
94293 1 Special spanner for re
moval and fitting of
starting valve seal in
cylinder head
1.85
L.B.
Code No. 940-19
Application
94294 1 Device for tensioning
the spring of the star
ting valve, consisting
of:
1 Plate
2 Tensioning screws ><
X 253 mm (RT58)
X 203 mm (RT68)
X 253 mm (RT76)
X ::: 253 mm (RT84)
(RT58)
(RT68)
M 16
M 10
Jl
(RT76) M 12
(RT84) M 12
94296 2 Jacking screws for the

withdrawal of the star
ting valve from the cy
linder head
for RT58, RT76, RT84
94296 1 Jacking device for the

starting valve, with
2 Screws
for RT68
94305 1 Checking set (in wooden
box) for measuring the

,e ~~
crankshaft deflection.
l-----~-- 364 .-1
94311 1 Suspension device for

the connecting rod
Including 4 screws
X 350 mm (RT58)
X ::: 410 mm (RT68)
X ::: 460 mm (RT76)
X ::: 530 mm (RT84)
5.84
Tool List for RT76 and 84 Engines

Code No. 940-20
application
94312 1 Suspension bracket for

piston of axial
damper
(Only supplied for
engines with axial
damper)
94313 1 Pretensioning jack for

tensioning the central}
located tension bolt ~
('0")
--+--+
of axial damper
(Only supplied for

engines with axial
damper)
94314 2 Pretensioning jacks for

tensioning of lower and
upper connecting rod
bolts
x 121 238 mm (RT76)
X = 121 248 mm (RT84)
94317 2 Holding brackets for

lower connecting rod
bearing
>< 1
incl. each 2 bolts M24
L.~
and
I threaded tube of
1300 mm length

Code No.
application
94319 1 Holding stirrup for se

curing the bearing
upper parts of the
crosshead bearings dur
ing a bearing inspectio
94320 3 Supporting pipes to .' ..

0 0•
prop up the crosshead ".:J'

during a bearing inspec --- .. '/;
tion:
1 pc. L 304 mm
1 pc L 456 mm L
1 pc L 608 mm
( b) (a)
94321 3 Intermediate pieces to

raise the base of the
qydnaulic jack for a
crosshead bearing ins
pection
1 pc L 24 mm ( a) L
1 pc L 162 mm (b)
1 pc L = 314 mm (b)
94322 1 Fastening device for

the connecting rod o
shank
1 - - - - - - 1510 - - - - - I
94323 4 Stop pins to prop-up

the crosshead guide
shoes when removing or
fitting a connecting
rod or a crosshead

the crosshead, with or
without the connecting
rod. It also serves as
filler piece or oil spa
ce sealer on the cross
head, when the engine
944----
has to be operated with
out that respective
working piston.
5.84
Description and
application
94319 1 Holding stirrup for se

curing the bearing up
per parts of the cross
head bearing during a
bearing inspection.
94320 3 Supporting pipes to

prop up the crosshead ~
~.
during a bearing ins . .--1
pection ~
1 pc L = 354 mm
1 pc L = 506 mm
1 pc L = 658 mm L
'"--,,
(b)
94321 3 Intermediate pieces to
raise the base of the
hydraulic jack for a
crosshead bearing ins
pection
1 pc L 24 mm (a)
'-"--L
1 pc L = 162 mm (b)
1 pc L = 314 mm (b)
94322 1 Fastening device for o

the connecting rod
shank 1510
94323 4 Stop pins to prop up

the crosshead guide
shoes when removing or
fitting a connecting
rod a crosshead

the crosshead,
with or without the con
necting rod. It also
serves as filler piece
or oil space sealer on
the crosshead, when the
engine has to be opera
ted without that res
pective working piston.
K.Kstg. 1984
Tool List for RT Engines (L:B:)
Description 940-22 Sketch
Code No.
a lication
94329 1 (Impact) spanner for
tightening the connec
ting pieces of the pis
ton cooling telescoping
pipes in the piston rod

X 290 mm (RT58/68)
X = 295 mm (RT76/84)
94330 1 Template gauge for
checking the parallelity
of the piston cooling
telescoping pipes
X 205 mm (RT58)
X 230 mm (RT68)
X = 255 mm (RT76)
><
X = 275 mm (RT84)
94331 1 Pressure testing device
for the working piston
consisting of:
a) 2 Pressure test nip

ples with O-ring
b) 1 Brazing ring to c S\II 50 (RT58/68)

S\II 70 (RT76/84)
c) 1 Vent valve
X = 56 mm (RT58/68)
X 70 mm (RT76/84)
5.84
Tool List for HT Engines (L.B.)
Code No. Description and
application <)110- 2) Sketch
94))8 1 Tensioning device for
fitting and removal of
piston rings
94339 2 Clamping devices for
piston cooling teles

copic.pipes (when trans
porting a piston or
during piston removal)
X = 576 mm (RT 58)
X = 676 mm (RT 68)
X = 756 mm (RT 76)
X = 8)6 mm (RT 84:)
94:)4:1 1 Piston suspension

bracket RT 76
X = 4:)9 mm (RT 58)

X 576 mm (RT 68)
X 567 mm (RT 76)
X 520 mm (RT 84:)
RTS8
RT 68
RT 76 r .
--1--'-'
\'
- RT 8~
L.B.
9.87
Code No. 940-24
application
94342 1 Inserting funnel cone

for fitting the working
pistons
970
94343 1 Inserting cone for pis

ton rod
94345 1 Eye screw for suspend

ing piston rod
94346 1 Centring disc with wel

:;00
......
ded-on sleeve for guid f
ing the piston rod
through the crosshead . 0
<"'
pin
-..:
1
__ 155 __
94348 1 Threading tap for remov

ing the soot from the
threaded holes on the
top pf the working pis
tons
94350 2 Brackets for resting

the working piston on
the upper walk-way.
1984

Description and
application
94342 1 Inserting funnel cone

for fitting the working
pistons
970
94343 1 Inserting cone for pis

ton rod
94345 1 Eye screw for suspend

ing piston rod
94346 1 Centring disc with wel ......

ded-on sleeve for guid
ing the piston rod co
f
through the crosshead , t'
pin
-..::
t
10-- 155 __
94348 1 Threading tap for remov

ing the soot from the
threaded holes on the
top pf the working pis
tons
94350 2 Brackets for resting

the working piston on
the upp~r walk-way.
1984

Description and
Application
94356 1 Tightening device for
loosening/tightening
the piston rod nut or
the piston rod screw
respectively, consist
ing of:
a) 1 Holder for the hy
draulic jack
b) 1 Special spanner
with spanner hold
ing pin ' c '
(In addition required,
HP oil pump and jack as
shown on sheet 940-0
and -Oa)
94363 2 Long jacking screws to

separate the piston
upper part from the
lower part
94364 2 Screws for separating

the piston rod from the
(UI~LIIII!II !~;;;;;;;;;;~~
piston lower part (uti
lizing also jacking
screw 94363)
I
....- - - - - - - 450 --------j
94366 1 Template for piston top
outline X == 812 mm
f----------,x--------.-l
L )
6.87
Code No.
application
94381 1 Draw bolt for the pisto
cooling stand pipes
incl. 1 collar nut
94391 2 Sealing covers for blan .
king off the piston
cooling pipe glands (fo
emergency running)
each comprising: ~
1 Cover with gasket

2 Latches
2 Nuts with spring
washers
2 Heavy type dowel pins
X 95 mm (RT58)
X = 95 mm (RT68)
X = 100 mm (RT76)
X 100 mm (RT84)
94395 2 Sealing plugs for clos _

ing off the piston cool
ing chest
(for emergency running)
X
X =
83 mm (RT58)
83 mm (RT68)
Lx
X 90 MM (RT76)
X = 90 mm (RT84)
5.84
List of tools for RT-Engines (L.B.)

Code No. 940-27
application
94410 2 Adjusting devices to

the intermediate gear
wheel
X 245 mm (RT58)
X 245 mm (RT68)
X 250 mm (RT76)
X 250 mm (RT84) ><
In addition 8 pins (ex

changeable) for interme
diate gear wheel for the
P.T.O.-transmission
(if provided) Inside mic
rometer, see 94l0la.
94412 1 Tightening device for

the gear wheel on the
crankshaft, consisting
of:
944l2a 1 Socket spanner
X = 634 mm, AF70 (RT58)
X = 798 mm, AF80 (RT68)

x
X = 824 mm, AF85 (RT76)
X = 930 mm, AF95 (RT84)
/
.... X
944l2b 1 Spanner
X = 235 mm, AF70 (RT58)
/'
X = 370 mm, AFSO (RT68)
X = 405 mm, AF85 (RT76)
X = 541 mm, AF'35 (RT84)
944l2c 1 Plate with 2 pins
X = 450 mm (RT58)
X = 507 mm (RT68)
X = 560 mm (RT76)
X = 584 mm (RT84)
11.84
List of Tools for RT Engines (L.B.)
Description and
Code No. 940-27a Sketch
application
1 Device for removal and
fitting of a fuel cam
comprising:
94416 1 Retaining stirrup

X 740 mm (RT 58)
X 910 mm (RT 68)
X 890 mm (RT 76)
X H2O mm (RT 84)
94417 1 Lifting device

X = 768 mm (RT 58)
X = 878 mm (RT 68)
X = 966 mm (RT 76)
X = 1060 mm (RT 84)
In addi tion:
94417a
2 pins
94418 1 Support
X
X
X
=
=
550
650
700
mm
mm
mm
(RT
(RT
(RT
58)
68)
76)
/ ,
..II
X 780 mm (RT 84)

X
94419 1 Clamping bolt

X 55 mm (RT 58)
X 55 mm (RT 68)
X = 65 mm (RT 76)
X 65 mm (RT 84)
1984
Code No. application
94420 2 Holding stirrups to

block the camshaft driv
ing gear wheel
94421 Mounting device for re

moving and fitting the
camshaft driving gear
wheel on its shaft jour
nals, consisting of:
2 Supports
2 Screws 'a'
2 Screws 'b'
94422 2 Holding straps for

blocking a camshaft
section
=
cc
cc
94423 Mounting device for re

moving or fitting a cam
shaft section, consistin
of:
2 Supports
2 Nuts 'a'
1984

Code No. 940-29
application
94424 1 Jack. Tool for pulling

all the press fits into
camshaft
X 400 mm (RT58)
X 479 mm (RT68)
X 510 mm (RT76)
X 540 mm (RT84)
M14xl,5 94426 94425

94425 1 Connecting piece for
pulling the press fits
onto camshaft
M 14xl,5
co
o
94426 1 Connecting piece for

pulling the press fits
onto camshaft
M16xl,5
X = 210 mm (RT58)
X 233 mm (RT68)
X 233 mm (RT76)
M14xl,5
94427 1 Connecting piece for III 22xl,5

settling the fuel and
actuator cams
1-
. 1
._. - - 138 ---41-1
5.84
Tool List (L.B. )
Description and
Code No. Sketch
application
94428 1 Centering disc for posi

tioning the jacking tool
94424 on the camshaft
when pulling on a flange
coupling of the balancer
or torsional vibration ><
damper
X 230 mm (RT58)
X 270 mm (RT68)
X = 300 mm (RT76)
X 330 mm (RT84)
,eOO
94429 1 Hose pipe
(1500) bar
94430 1 Device for cutting out

an actuating pump
(1 off per pump)
94431 1 Suspension strap for the

actuator cam and the
fuel cam with
1 screw
94432 1 Gauge
for setting the cams
I
I
X 390 mm (RT58) i
_ i
X = 450 mm
X
X
510 mm
545 mm
(RT68)
(RT76)
(RT84) :d
I
I
1/
11.84

Description and 940-30a Sketch
Code No.
application
94451
1 Extracting device for
starting control pilot c
valve bush
comprising:
a) 1 Flange
b) 4 Threaded bolts M12
c) 1 Jacking screw
I
.
~ ..,1
114---.......
94461
1 Pressure Gauge applian a
ce Logic Box
a) Pressure Gauge
o 63 0 + 10 bar
b
b) Minimess-Pressure
Gauge Connection
c) Minimess-High Pressu
re Hose L 400
d) Hex. Head Screw
Driver
1985
94534 1 Spacing tube to hold

the shut-down servomo
tor in its service po
sition when adjusting
the regulating linkage 190
(when no control air is
available)
94551 1 Spanner for backing

union of the guide bush
of the fuel injection
pumps
X = 610 mm (RT58)
X = 610 mm (RT68)
X = 625 mm (RT76)
X = 625 mm (RT84)
94552 1 Device for measuring

the plunger stroke of
the fuel injection
pumps
incl. 2 bolts
94554 2 Devices for measuring
the stroke of the fuel
injection pump suction

\ :
and spill valves l----330~
incl. 2 bolts each
5.85
Tool List for HT Engines (L.B.)
Code No. Description and 940-32 Sketch
application
94555 3 Special spanners for

setting the fuel lnJec
tion pump suction and
spill valves
94556 1 Special ring spanner for

fuel injection pump re
lief valve
L = 250 HT 76 a. 84
L = 350 RT 58 a. 68
94557 2 Special spanners for

1------ L
setting the fuel injec
tion pump suction and
spill valves
94558 3 Spacers for laying unde ,
the push rode of the

fuel injection pump suc
tion valves (fuel charg
reduction)
94559 1 Torque wrench with hex.

socket and extension fo RI 'R
=_.L....- - - 8
tightening the bolts of
the fuel injection pump
valve covers ~lEo=====::r)I!iN:IOWl~s:Jee.fiiI'lJ]J
94560 1 Blocking device for ec

centric shaft (1 off
each per pump block, fo
fitting and transport)
x 490 mm (RT58)
x
X= 520 mm (RT68)
X= 540 mm (RT76)
X = 580 mm (RT84)
11.84

Code No.
application
94561 1 Withdrawing device for

seats of fuel injection
pump spill valves (for
7 mm bore)
94564 1 Withdrawing device for

suction and delivery
valve seats of fuel in
jection pump
(for 8 mm bore)
94565 1 Centering ring for lap

ping cylinder tToor"'No.
94567)
94566 1 Lapping cylinder for

sealing faces on fuel 108
injection pump body
(for valve covers)
94567 1 Lapping cylinder for

sealing faces of fuel
injection pump valve
...
covers
80
94571 1 Wrench for backing

union of fuel injec
tion pump valves
94572 1 Adjusting device for

the static pressure
regulating valves
5.84
List of Tools for RT -Engines(L.B.)
Description and
94645 1 Plug spanner for dis-

mantling and assembling Cl
Lr>
the valve groups in the
scavenge air receiver
= =
Lr> c.o
<.C
C"'-
o- 0- 0-
n:- c::: ~
.. ..
en <.C Lr>
...,.. ...,.. ...,..

~
L...-,,--J
<-
94652 2 Cenring studs for re- 0
'+-
moving and fitting the 225 c.o
flange motor on the ::e
auxiliary blower ------"

-----
Cl
C'I
320 ::e
~
= c.o ...,..
c.o r- =
0- 0- 0-
e::: e::: e:::
~ ~
= ~ ~
". -.
In Case of a Turbocharger
breakdown r- <0 ...,..
<-
0
Engine with: '+-
2 Turbocharger/4 Turbo-
charger
VTR 454 +l
94653 1 Cover 'M
3 Covers :l
To the gas inlet housing '0s::
0
0
VTR 564 (IJ
94654 1 Cover 3 Covers ~
ell
To the gas transition +l
s::
'M
VTR 714 +l
:l
94655 1 Cover 3 Covers 0
..0
To the air transition on +l "400 .. 550 for YTR -454
'M
the diffusor :it 505 .. 630 fo r YTR 564
VTR 454 640 .. 735 forYTR 714
94654a 1 Cover 3 Covers +l

'M
To the air outlet hous- :l
'0
ing c
0
0
VTR 564 (IJ
94654a 1 Cover 3 Covers ~
ell
To the air outlet hous- +l
s::
ing 'M
.c
+l
VTR 714 'M
:it
95654a Cover --------
To the air outlet hous-
ing
'--'
10.84
Description 81d 940-36 Sketch
Code No.
application
94661 Shifting device for re

moving and fitting a
cooler stack of a sca
venge air cooler, con
sisting of:
94662 1 Roller plate with

4 screws M 20
94663 1 Plate 230

with 3 screws M20
for
Cooler Type:
GEA-K 202/27/10/2 or
SERCK-K lOA
94663a 1 Plate
with ~ screws M20
for
Cooler Type:
GEA-K 275/32/10/2 or
SERCK-K lOA
94664 1 Support with roller

with 4 screws M24
94667 1 Eye screw M30
1l.8~
(for engines with P.T.O.)
TOOL LIST FOR RT ENGINES
Description and
ap lication
94701 2 Spurwheel crane trolley f-4-----ca. 650

(lifting capacity = 5 t)
for assembly and dismant
ling work on the P.T.O.
L. B. 1984
(For Engines equipped with Balancer)

List of Tools for RT-Engines (L.B.)
Code NO. 940-38
application
94704
Rivet puller with spanner
'a' and round bar 'b' to
the roller chains
b
/
94705 Assembling tool for the

chain lock link on the
roller chains
94706 1 Pre-tensioning jack

for the screw fasten
ing of the balancer
housing 1st order to
the end column
L = 140 mm RT 68 a. 76
L = 160 mm RT 84
L
"----'
94707 2 Locking bolts

(only for balancer 1st
and 2nd order
X =:281 mm (RT68)
X =:311 mm (RT76)
X = 321 mm (RT84)
94708 2 Rails with 4 screws

each (Only for balan
cer 1st and 2nd order)
X = 1060 mm(RT68)
X 1260 mm(RT76)
X =: 1450 mm(RT84)
11.84
(',;Ji th Efficiency-Booster)
Tool for RT Engines (L.B.)
Code No. 940-38a
a lication
94751 Mounting device for the
hydraulic coupling
X = 580 mm
94752 Withdrawing device for the
hydraulic coupling
X = 0 510 mm
a = Allen screw M 30
94753 Monting device for flexi
ble packet coupling
X = 380 mm
94754 Withdrawing device for
flexible packet coupling
X = 0 210 mm for 650 TC

X = 0 240 mm for 750 TC
X = 0 275 mm for 866 TC
a = Allen screw M24
4.87
(With Efficiency-Booster)
Toc1 List for RT Engines (L.fr.)
escription and Sketch
Code No. 940-38b
pplication
94755 Rest for hydraulic coup

Vi,/,
1.~ .J
ling during a break-down
of the power turbine
x = 740 mm
94756 Blind flange to exhaust

pipe
X = 595 mm
94757 Blind flange to exhaust

pipe
X = 340 mm
94758 Blind flange for oil out

let pipe
X = 140 mm
94759 Blind flange for oil out

let pipe
X = 210 mm
94760 Blind flange for' sealing

air pipe
X = 44 mm
1986
Code No. application 940-39
94831 1 Blank flange for blank

ing off the starting air
pipe when running in da

maged condition
X = 165 mm (RT58)
X = 185 mm (RT68)
X = 200 mm (RT76)
X = 200 mm (RT84)
94832 2 'SERTO' cap nuts and

2 'SERTO' closing-off
plugs for blanking off
the starting valve con
trol air pipes when
running in damaged con
dition
the hydraulic pipe with
two pertaining screws
.for RT 58 and 68 not es

sential
X = 2247 mm (RT76)
X = 2436 mm (RT84)
94834 1 Device for recondition~
ing the sealing faces on
hydraulic pipes to the
exhaust valve drive.
94871 1 Filling device for air
vessel of fuel return
pipine
X = 400 mm
2.86
List of Tools for RT68/76 Engines

Code No. 940-40
a lication
Jacks and Pumps for Fitt
ing and Removing
94931 1 Pump Working pressure
700 bar
Make Type
ENERPAC P462
HOLMATRA TW 7000
OTC Y 29-A-2-C
RARIPRESS BP-1404-2-10
94931a 1 Pump
SKF 226400
94932 3 Pressure gauges ¢ 100
Working pressure 0-1000
bar, connection G 1/2"
94933 2 Connecters
94934 1 Oil branch piece
94934a 1 Branch piece
94935 5 HP Hoses
length abt. 1800 mm
94935a 2 HP hoses
length abt. 600 mm
94936 2 Hydraulic jacks
500 kN (50 t)
ENERPAC RC-506
HOLMATRA Z-51F 150 SU 9~937 9~936
OTC YS-120-A
RARIPRESS BS-506-RM
94937 1 Hydraulic jack
100 kN (10 t)
ENERPAC CRC-I06
OTC CI06C
RARIPRESS BS-I06-RM
94937a 1 Hydraulic jack
100 kN (10 t) 9~931a 94938
(with blocking valve)
94938 1 Hydraulic jack
45 kN (4.5 t)
ENERPAC CRC- 55
OTC C55C
94939 1 Blocking valve
(on the jack 94937a) 9~937a
94939a 1 Blocking valve 9~939

ENERPAC V66
OTC V-38-L
RARIPRESS 705-1M with
RP3-44
94950 1 Hydr.jack 900 kN (90 t
ENERPAC CRL-I002
OTC RSL-I002
5.84
Description an Sketch
Code No. 940-41
application
94941 1 Air hydraulic pump

Make Type
ENERPAC BPA - 321 (old)
BPA -20280 (new)
OTC y - 26 - LD
RARIPRESS RP - 703 - AG
(goes with hydro ten

94941
sioning device 94215)
94942 1 Air hydraulic high pres

sure pump
HASKEL HF - B300
1983
•
(For Engines equipped with SIPWA)
List of Reco~mended Special Tools for RT-Engines (L.B.)
94242 1 Fitting template
180
94243 1 Sprit level
94244 1 Cylindrical dowel pin
60
11.84
Tool List for Reco~mended Tools for RT Engines (L.B.)
Code No. Description and 940-49 Sketch

application
94231 1 Device for fitting the
oil scraper ring spring
x = 264 mm (RT58)
x = 304 mm (RT68)
x = 334 mm (RT76)
X = 364 mm (RT84)
94264 1 Pneumatic impact wrench

with socket
SW 105 (RT58 & RT84)
SW 130 (RT68)
SW 130 (RT76)
SW 245 (RT84)
(compressed air hose
30m long. see tool
No.94215, item 'd')
x = 800 mm
94280 1 Tool kit (complete) for
fuel injector nozzle
maintenance, compr~sing:
94280a 1 Wooden case
94281 1 Lapping disc 0 46 x 36
94282 1 Cooper grinding pin

o 15 x 70
~
94283 1 Checking disc 0 54 "I 94282
94284 1 Wire brush 8

94283
94285 1 Case with drills for
cleaning of the spray
holes
94286 1 Plug gauge for checking
the spray holes
94287 1 Tin of lapping powder
94288 1 Surface plate
200 x 300 x 40
6 Dowel pins 0 10 x 28
94287
12.87
Tool list for Recommended Special Tools for RT Engines (L.B.)
Description and
94291 1 Valve grinding machine

1870----~~
compl.
94299 1 Grinding device for

grinding off any wear
ridge on the running
surface of the cyl.
liner
X approx. 233 mm (RT58
X = " 257 mm (RT68
X = " 274 mm (RT76
X = " 293 mm (RT84
94300 1 Tool cupboard

..
~
'. . '
~ .'.
~ .
~
.,
~
0
~ ~
~
~
0.: .•:::.;
5.84
Recommended special Tools for RT76 Engines
Code No.
Description and
application
I 9,*0-51 I Sketch
94316 2 Draw bolts for each

crosshead bearing
2 Draw bolts for each
crank pin bearing
with two each washers
and nuts
(The tool is useful I /
for the storage and
transportation of con
necting rod bearings)
94336 1 Console for resting

working piston
I---- 640
1984
List of Tools Supplied on Loan Basis for RT Engines (L.B.)
Sketch
.- '>< .I
94174 4 off Thread protectors

for the upper thread of M30 (RTS8)
the tie rods during j·\36 (RT68)
fitting of the cylinder M36 (RT76)
jacket 1148 (RT84) I ~~ ~
X = 140 mm (RT58) 4"'~'
_--1' ", ~ ~~' ,~-=-~
*-1
Jl ;
><
X
X
=
=
165
185
mm
mm
(RT68)
(RT76) - ~ ~
X = 205 mm (RT84)
94177 1 Thread protection for X

I
the lower thread of the
tie rods
X = 150 mm (RT58) I'""!"
X = 180 mm (RT68) ~
X = 205 mm (RT76)
X = 220 mm (RT84)
"'-'
94185 1 Leaf spring for screw
-j
ing on the lower tie
L:
rod nut
X = 720 mm (RT58)
X = 815 mm (RT68) "
X = 760 mm (RT76) X
,
X =1025 mm (RT84) ,
8.84

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V.No. Book No.

New Sulzer Diesel AG

for Sulzer - Diesel Engines

New Sulzer Diesel AG

© 1990 New Sulzer Diesel Ltd. Switzerland - Printed in Switzerland

For particular Attention

It has always to be treated as confidential.

parts should be used.

NEW SULZER DIESEL LIMITED

The engine can be equipped with "long" or "short" piston rods.

"Long D piston rod ."Short" pi ston

Pi ston Pi ston rod

The aim of the "M a i n ten a n c e Man u a 1" is to help to ensure

Information covering engine operation as well as the description of the func­

tioning of specific systems is contained in a separate book "Description and

The "Maintenance Manual" is divided into the following main chapters:

The following are a few explanations to the above items:

The "General Guide Lines for Maintenance" contain - in addition to indications

regarding precautionary measures to be taken - recommendations on how to carry

out the work.

maintenance operations are to be carried out.

valid at the time of going to press.

Modifications will be incorporated in the next edition.

FOR PARTICULAR ATTENTION 000

GE~ERAL GUIDE LINES FOR MAINTENANCE 011

lNFORMATION ON THE TIGHTENING OF IMPORTANT SCREWED CONNECTIONS 013

Thrust bearing - Checking the axial clearance 120/1

Cylinder liner - Measuring bore wear 214/1

Lubricating quills - Function check 215/1

Cylinder head - Removal and fitting 270/1

Fuel injector valve - Checking, dismantling, assembling and setting 272/1

Relief valve - Dismantling, assembling and checking 274/1

Crankshaft - Measuring the crank deflection 310/1

Torsional vibration - Taking a silicon fluid sample 313/2

Axial damper -,Dismantling and assembling 314/1

Cftnneeting rod and Checking running clearances 330/1

Crosshead - Checking the clearances 332 i 1

_ Removing and fitting a crosshead with working piston removed 337/3

Working piston - Removing a working piston 340/1

Piston rings Checking piston ring wear 34212

Piston cooling - Checking the stand pipes 360/1

Camshaft drive gear - Checking of running clearances, backlashes and condition of

Cam sha ft - Removing and fitting a camshaft section 420/2

Starting control air - Removing and fitting the pilot valves

) Starting air shut­ - Cleaning and function checking 432/1

Running direction - Inspecting and function checking

Shut-down servo- - Oismantling and assembling

WOODWARD governor Installing, removing and maintenance 510/1

Safety cut-out de- - Mai ntenance, fundi on check

Fuel injection pu~ps - Adjusting and checking the timing 551/1

Auxil i ary blower - Mai ntenance 654/1

Cylinder lubricators - Cleaning 721/1

Driving shaft to the - Dismantling and assembling 722/1

TOOLS - Explanation 940

120/2 310/1 330/2 330/3

RT Numberings of bearings and cyl inders and nomination of engine sides

Antriebseite Freies Ende

Exhaust side Exhaust side

View from driving end

Tightening Values for Bolt Connection.s

Precautionary Measures for Maintenance Work

following precautions have to be taken:

valve and leave in this position until maintenance work is co~pleted•

Information covering engine operation as well as the description of the func

) Starting air shut - Cleaning and function checking 432/1

~~il· ;~%~~~~~~ ~. tr-e

3lC Flywheel, Coupling bolts M85x4 29 0 4 --