Second Editon 7.99 SERVICE MANUAL MAINTENANCE AND OPERATING INSTRUCTIONS GEMINI ENGINE COMPANY P.0. BOX #258 - CORPUS CHRIST, TEXAS 78408 MODEL "G 26" NATURAL GAS ENGINES Foreword This manual is designed to provide service personnel witha complete description of the Gemini Model "G26" natural gas engine, together with detailed maintenance and overhaul instructions. Service instructions in this manual have been arranged to serve as a reference book for the experienced seaman and 3 gle for te es expend pon! “This manual describes only the basic engine. Compressors and other equipment for specific applications are esrecdl iy ssaraici amen . ee apm ° Pe “The manual is divided into sections covering each functional group or system. The section index provides a ready reference 10 each group. At the beginning of each major section there ts another index, listing By page al components in that section Provision is made at the end ofeach section to eater service bulletin references or other data pertaining tothe “The descriptions and specifications contained inthis manual were effective at time of printing and are subject to change without notice. WD Keep this manual handy for ready reference.SECTION INDEX DESCRIPTION SAFETY PRECAUTIONS GENERAL DESCRIPTION Unie Specifications - Lube Oil Specifications CYLINDER BLOCK AND COVERS Block, Cylinder Liners ~ Main Bearings and Thrust Washers Rear Main Bearing Housing - Oil Seals CRANKSHAFT - FLYWHEEL - CONNECTING ROD AND PISTON Piston Rings - Bearing Journals - Connecting Rod Bearings CAMSHAFT ASSEMBLY AND GEAR TRAIN ‘Cross Shaft - Tappets - Pushrods - Gears - Adapter - Camshaft Housing CYLINDER HEAD - VALVE MECHANISM AND COVER Valves. Valve Guides - Inserts » Rocker Arms - Head Covers LUBRICATING OIL SYSTEM Oil Pump - Oil Filters - Oil Systems AIR INTAKE AND EXHAUST SYSTEMS Crankease Breathers - Air Cleaners COOLING SYSTEM Hoses - Fan - Belt Adjustments - Radiator - Water Pump - Thermostat Pressure Cap IGNITION, CARBURETION & GOVERNOR SYSTEMS CLUTCH POWER TAKE OFF Description - Lubrication - Maintenance - Adjustment TROUBLE SHOOTING PERIODIC CHECKS & INSPECTIONS SECTION u Mm Vv vl vi vu 1x XI xi PAGE 26 13.16 121 22.04 25 26.29 30:33 34-35 36:37 38SAFETY PRECAUTIONS Never adjust or repair a machine while in operation. Always stop the engine before cleaning, servicing, or repairing the engine or driven equipment. Place all controls in off position to prevent accidental restarting. Before restarting, make sure that all tools and other material are removed from the engine and equipment. Keep the engine area clean. Good housekeeping results in a clean, safe work area. An orderly work area with clean walkways and neatly arranged tools and equipment is conducive to better work performance and morale, and is a major factor in accident prevention, Accidents resulting from poor housekeeping include tripping over loose objects on the floor, stairs, or platforins, slipping on greasy, oily, wet, or dirty floors, falling of poorly piled material, and cuts from sharp edges, Do not wear loose clothing around machinery. When around machinery, loose clothing, neckties, rings, wrist watches, bracelets, etc., should not be worn, Severe injuries have resulted from this all too common practice. Replace damaged fan blades promptly. Ifa fan blade or fan drive shaft is bent or damaged in any, it should be replaced. No attempt should be made to repair the damaged parts, Fan assemblies must remain in proper balance, When damaged, an unbalanced fan can fly apart during use and create an extremely dangerous condition, 5. Be sure engine operating area is properly ventilated. ‘The exhaust products of an internal combustion engine are toxic and may cause injury or death if inhaled. All engine installations, especially those within a closed shelter of building, should be equipped and maintained with an exhaust discharge pipe so that exhaust gases are delivered into the outside air. A closed building or shelter must be adequately vented, A means of providing fresh air into a closed building or shelter is necessary. . Observe No Smoking signs. Do not smoke around batteries, Hydrogen gas generated by a charging battery is explosive. Keep batteries in a well ventilated area, . Avoid ignition voltage shock. Breakerless, magneto and battery ignition systems can cause electrical shocks. Avoid contacting these units or their wiring. The reaction from the shock could cause persons to fall or jerk their hands, thus striking other objects and injuries could occur.8, Always allow engine to cool before servicing. Do not remove the pressure caps while the engine is operating or while coolant is hot, The cooling system is under pressure and severe burns could result from the hot coolant spewing out when cap is removed. Wait until engine and coolant have cooled down before removing radiator or surge tank caps. Always replace weak hoses, lines, and fittings. 9. Provide adequate fire protection. Locate fire extinguishers so that they are easily accessible if a fire starts, Carefully maintain records of extinguisher inspection and recharging to ensure the fire extinguishing capabilities when required. Consult your fire extinguisher supplier or insurance engineer for recommendations on the type, size, and quantity of fire extinguishers required for the engine installation, Select alternate routes of escape from any engine installation and post such routes in accordance with local and government requirements, 10, Exhaust from gas starters must be properly vented. Gas used co energize starters must be discharged away from the engine into a harmless area. Ignition connections and electrical equipment on engines exposed to potentially explosive ambient atmospheres should be specially equipped to eliminate spark hazard and itis the responsibility of the engine owner to specify or provide such connections and equipment. 11, Safety guards must be in place. Internal combustion engines must be properly provided with guards against hazards to persons or structures in. close proximity to rotating or heated parts and itis the responsibility of the engine owner to specify or provide such protection, Safety is basically common sense. There are standard safety rules but each situation has its own peculiarities which cannot always be covered by rules. Therefore, your experience and common sense will be your best guides to safety. Lack of attention to safety can result in: accidents, personal injury, reduction in efficiency and worst of all = loss of life. Watch for safety hazards, Correct deficiencies promptlyGeneral Description SECTION | ‘The Model “G26” is a two cylinder, horizontally opposed, four cycle, gas engine designed and built for heavy duty applications ‘The cylinder block assembly is the major section of the engine. It consists of removable wet-type cylinder liners, which are of close-grained alloy iron, crankshaft, camshaft housing, pistons, piston rings, connecting rods, ete, Each cylinder head assembly includes removable valve guides, valves, valve seat inserts ‘The counterbalanced forged steel crankshaft is supported by three main bearings, two of the precision aluminum steel- backed sleeve type and one roller bearing located in the front cover. ‘The pistons, of cast alloy aluminum, have four ring grooves, ‘One oil control and three compression rings are used on each piston. Top ring groove is machined in nickel cast iron insert for longer life. All connecting rods are forged steel, The rod is drilled allowing lubricating oil to reach the piston pin bushing Connecting rod bearings are of the precision replaceable insert type. Full pressure lubrication is used throughout. Lubricating oil is drawn out of the oil sump through the lube oil suction screen by a positive displacement, gear type pump. It delivers the oil under pressure through a filter into the cylinder block, where the oil is directed to the front and rear main bearings and through drilled passages in the crank shaft co the connecting rod bearings and piston pin bushings. A separate oil line from the main gallery lubricates the governor assembly, ‘This unit has a pressurized radiator cooling system. The water pump circulates the coolant through the engine Jackets and the radiator, Each cylinder head is equipped with a thermostat to maintain operating temperatures. A pressure type cap is fitted on the radiator. Three drain points are provided, one at the bottom of the radiator and ‘one at the rear of each cylinder. UNIT SPECIFICATIONS. move. 0% on Bore and Stroke, inches 43/0K4 43/84 Number Cylinders 2 2 Displacement, cubic inches 120 120 Roted Speed (ull ood) eco 400. 1400 Roted Horsepower (continuous) % 22 Lube Oil Copeciy, quar 2 2 Cooling System Copocity 5 2 2 LUBRICATING OIL SPECIFICATIONS Use Mil, sp9¢ 2104 8 ype oll having @ sulfate o1h content between 75% and 0% relined by oreliable company." isimportant to use the Proper cil for diferent embient lemperatures: 40%. and above sAe20 0. to aor SAE 20 Below 10%, SAE IO Multivincosity SAE 10W.90 lube oil i recommended for all season yeoraround servic,SECTION II CYLINDER BLOCK ‘The cylinder block, which is the main structural part of the engine, is a one-piece casting of alloy cast iron. Wet type cylinder liners are fitted into the cylinder block to form the coolant water jackets The lubricating oil sump is a separate sheet steel pan at tached to the bottom of the block. Under normal service, the liele attention \der block should require During engine overhaul, thoroughly clean the block with steam or a suitable solvent, drying with compressed air. Remove old gasket material from all gasket surfaces Remove all pipe plugs which seal oil passages and thoroughly clean the passages. Blow out all bolt holes. ete. Make sure all threads are clean and free of burrs. Use a tap to true-up any damaged threads, After the cylinder block has been cleaned, check thoroughly for cracks or damaged machined surfaces, paying special at tention to the cylinder head gasket surfaces, cylinder liner bores and main bearing bore. Replace block, if cracked. Minor imperfections in the machined surfaces should be removed with an oil stone or fine file. The cylinder block should be replaced if any machined surface or bore is badly damaged, FRONT CYLINDER BLOCK COVER The front cover provides the mounting for the water pump and supports the roller type front main bearing and the front crankshaft oil seal, On all units the lube oil level dipstick is located in front cover Always check the oil seal and bearing for wear or damage before reinstalling cover. Care must be taken to avoid damage to the dipstick tube, causing misalingment and resulting in inaccurate readings. Figure No. 3. Front Cover with Roller Main Beoring Front Cover . Outer Beoring Roce . Roller Bearing . Retaining Capscrew . Inner Bearing Raco Cylinder Block and Covers Figure No. 1. Front View Cylinder Block 1. Front Main Bearing Bore 2. Oil Possege 43. Front Comsheft Housing Support 4. Rear Camshaft Housing Support Figure No. 2. Rear View Cylinder Block 1. Front Thrust Washer Recess 2. Rear Main Bearing Housing Mounting 43. Water Jacket DroinCYLINDER LINERS ‘The cylinder liners are retained in place by the cylinder head. The bore is precision honed for an accurate clearance to the piston, Two "O" rings are used for sealing with the lock at the bottom of the liner, while a flange at the top seats into a recess in the cylinder block. This arrangement permits expansion during operation, Normally, the liners require very little service work. If the liners ate scored or if the liner exceeds the specified limits, the liner should be replaced. If the liner is to be reused, the bore should be lightly honed to remove the “glaze” and to remove any minor imperfec: tions, The ring ridge at the upper end of the liner must always be removed before installing new rings or pistons. REMOVING CYLINDER LINER 1, To remove the liner from the cylinder block, place a wooden block between the liner and the crankshaft counterweight. Rotate the crankshaft so that the wooden block forces the liner out of the counterbore. 2. After the liner is removed, clean all scale from the water jacket and inspect the cylinder block for cracks. Clean all mating surfaces between the liner and block to insure a {good fit for the new liner, Pay particular attention to the seating surface in the cylinder block that mates with the liner flange. Clean all rust or seale from corner of count. cerbore to assure clearance for new liner in this area, INSTALLING CYLINDER LINERS 1, Place new “O” rings on the cylinder liner. "O" rings must not be twisted in grooves or marred in any way when liner is installed in eylinder block 2. Lubricate “O” ring, “O" ring grooves in cylinder liner and mating surface of the cylinder block with clean engine oil. White lead can also be used. 8, Insert the liner into the cylinder block, using a block of wood and a medium weight hammer to drive into place. ‘When in place, the liner should not project more than the specified limits above the top surface of che cylinder block, MAIN BEARINGS AND THRUST WASHERS Two of the main bearings are precision sleeve type steel backed aluminum alloy faced bearings. One is in the cylinder block and the other is in the tear main bearing housing which boli tothe elinder Bock, The third main if is a straight roller bearing with removable inner race, The roller cage and outer race assembly of the bearing are pressed into the cylinder block front cover, The inner race is pressed onto the crankshaft Whenever the crankshaft is removed, a thorough inspection of the main bearings and thrust washers should be made. Look for galling, pitting, or excessive wear. If the clearance exceeds specified wear limits, the bearing should be re- placed, Figure No. 4. End View Cylinder Block — Cylinder Liner Removed Gylinder Liner Cylinder Liner “O” Ring Seat Cylinder Head Gasket Surface Lube Ol Pump Mounting Push Rod Compartment 2 1 3 Figure No. 5 Cylinder Liner and " 1. Cylinder Liner 2. Cylinder Liner Flange 3. Liner "O" Ring "Ring Figure No. 6. Installing Cylinder Liner 1. Cylinder LinerREMOVING SLEEVE TYPE MAIN BEARINGS If it is necessary to replace a main bearing, the old bearing ‘must be removed from its housing by use of a bearing puller First remove the dowel capscrew located at the top of the ‘main bearing saddle. Since the bearing will no doubt be distorted in removing, it should be discarded. Do not at: tempt to salvage for future use, INSTALLING SLEEVE TYPE MAIN BEARINGS. 1, Sleeve type bearing may be pressed or driven into place with a bearing driver. Correct positioning of the bearing with respect to the drilled lube oil and dowel capscrew holes is essential. Do not upset or distort edge of bearing, Install and tighten securely the dowel capscrew. 2. Inspect the thrust ring washer at each main bearing. If excessive wear or galling is observed, a replacement part should be used. Make certain that chrust washer is pro: perly located by dowel pin and oil groves are toward crankshaft throws, ROLLER TYPE MAIN BEARING The roller bearing is alight press fit into the cover and is re tained by two capscrews and washers, Bearing should be replaced if noisy or if rollers or races are rough, REMOVING ROLLER BEARING. 1, Remove capscrews and drive bearing out of caver with a pin punch. Inner race must be pulled from the crankshaft. Always replace bearings and races as a set, INSTALLING ROLLER BEARING. 1. Drive or press bearing until it is fully seated in the cover 2. Replace capscrews and washers. 3. Drive inner race onto crankshaft until it rests against the shoulder on the crankshaft. A piece of clean pipe slipped over the end of the crankshaft will serve as a driver. CRANKSHAFT Ol SLINGER A neoprene ring type oil linger is located on the rear end of the crankshaft between the rear main bearing and the rear oil seal. An oil slinger should be installed on all units not previously equipped with a slinger. No slinger is required at the front oil sea. INSTALLING OIL SLINGER Slightly stretch and slip the oil slinger over the taper end of the crankshaft. Care must be taken to prevent keyway in shaft from cutting the slinger. Push slinger onto the straight portion on the crankshaft until itis against the shoulder of the shaft, taking care to prevent any waviness or twist in the slinger ring, Figure No. 7. Cross Section Rear Main Bearing Housing and Oil Slinger REAR MAIN BEARING HOUSING ‘The main bearing housing is attached to the rear of the cylinder block to support the rear main bearing, rear thrust washer, and oil seal. Shims are used between the bearing housing and the cylinder block to control the crankshaft end play. Figure No. 8. Reor Main Bearing Housing 1. Rear Main Bearing 5. Crankshaft Oil Slinger Housing 6. Rear Oil Seal 2. Main Beoring 7, Dowel Pin 3. Thrust Washer 8. Shims. 4. Connection OI LinaREMOVING REAR MAIN BEARING HOUSING 1, Remove any driven units which may be attached to che engine flywheel. 2. Remove engi ml) Aywheel and flywheel key. (See Section 3. With a screwdriver, bend locking plates away from hex head capscrews. Remove bearing housing capscrews, 4, Remove starting motor and top crankcase cover and disconnect oil lines from rear main bearing housing inside the cylinder block. 5, Using jack screws in holes provided in bearing housing, pull housing from engine taking care to prevent damage to the shims, oil seal, and main bearing, if they are to be reused 6. Clean housing thoroughly and inspect all components for wear or damage, paying special attention to the main bearing and thrust washer. INSTALLING REAR MAIN BEARING HOUSING 1. The rear main bearing housing with main bearing, thrust washer, shims and "O" ring seal, but without the shaft oil seal, should be installed and bolted in place. 2, Adjust crankshaft end play, as covered in Section 8, 3, Install oil slinger and new rear oil seal. 4. Lock plates are used to secure capserews, be sure to bend lends over capscrews after tightening to specified torque. OIL SEALS Always inspect the seals for wear or damage whenever the engine is disassembled. In most cases itis recommended that the seals be replaced. REMOVING OIL SEALS 1. The seal is removed by driving it out from the back side with a pin punch. Never reuse seal once it has been removed from the cover or bearing housing. INSTALLING FRONT OIL SEAL 1. Carefully clean oit seal recess. 2. Drive seal into recess until itis fush with the outside of the cover. Be sure that the lip of the seal is toward the in. side of the cover. 3. Apply coat of light grease to lip of seal prior to assembly to engine, 4, Assemble to engine — Take care to avoid damaging seal fon crankshaft keyway. INSTALLING REAR OIL SEAL 1. Rear main bearing housing must be assembled to engine and oil slinger in position before the rear oil seal is in- stalled, See Section 3. 2. Coat lip of seal with light grease and drive seal into recess until flush with outside surface of housing. Be sure lip of seal is toward inside of bearing housing. 8. Assemble to engine, taking care to avoid damaging seal oon erankshaft keyway. Figure No. 9. Rear View Cylinder Block ond Rear Main Bearing Housing 1. Rear Main Bearing Housing 2. Crankshaft 3. Reor Olll Seal 4. Lock Plates 5. Retaining Copscrews — Rear Main Bearing HousingSPECIFICATIONS AND WEAR LIMITS Description Cylinder liner protrusion beyond cylinder lock Cylinder line oper Cylinder liner out-of-round Cylinder block front main bearing bore diameter Rear main bearing housing bore diameter Main bearing 1.D. sleeve type (assembled in housing) Front cover plate bearing bore I.D. (housing bore) Main bearing to crankshaft oil clearance . Crankshaft end play End of cylinder head stud to face of block (approximate) Dimension Maximum Part Wear Limits 001/.006 4.37574.376 (0000/.00075 008 0015 003, 3.3758/8.3765 3.3765 3.375/3.3765 3.3765 3.000/8.002 3.5428/3,5498 3.5488, (002/.0045 (0075 006.008, o12 43/16 TORQUE WRENCH SPECIFICATIONS Description Rear Main bearing hub capscrews Cylinder head studs SERVICE REFERENCE Description Torque Ft-bbs, 25.30 15-35, Reference No. »SECTION | Crankshaft, Flywheel, Connecting Rod and Piston CRANKSHAFT ‘The crankshaft is a one-piece steel forging with integral counterbalance weights. The shaft is counterbalanced to in- sure vibration. free operation of the engine, Rifle drilling of the shaft carries the lubricating oil under pressure to the connecting rod bearings. REMOVAL OF CRANKSHAFT To remove a crankshaft from the engine, proceed as follows; 1, Drain water and lubricating oil from engine. 2. Remove radiator, radiator supports, cooling fan, fan hub and water pump. (Note: Left hand threaded capscrew is used to secure fan to hub) 43. The starting motor and top crankcase cover may then be removed, 4. Disconnect governor linkage, lube line and drain line, Remove two capscrews holding governor to adapter. Governor assembly may then be pulled away from adapter 5. Remove front cover. Using a standard gear puller, remove the inner race of the front cover bearing from the crankshaft. NOTE: End of crankshaft must be pro- tected from damage at the fan capscrew tapped hole while using puller. 6. Remove the camshaft driving gear from the crankshaft, using the $/8"-16 tapped holes provided for this pur: pose. Remove cylinder head covers and cylinder heads. See Section 5. 8. Clean carbon from top of cylinder liner bore. Use a scraper. Do Not use emery cloth. 9. Remove the connecting rod bearing caps. The piston land connecting rod assemblies may then be removed from the cylinder liner. Make sure the caps and bearing shells remain wich their respective connecting rods and in the correct relationship. Note: The rod and cap are marked for the purpose of relative identification. 10, Remove fywheel, using puller. 11. Disconnect the lubricating oil piping from the rear main bearing housing inside the crankcase 12, The rear main bearing housing may then be removed from the back side of the eylinder block, (See Section 2,) 18. The crankshaft may then be removed fram the cylinder block. CRANKSHAFT INSPECTION ‘The crankshaft should be thoroughly cleaned and inspected before it is reinstalled, 1. The crankshaft should be cleaned with fuel oil or other approved commercial cleaning solvent which does not injure the material or surface finish. Particular ateen tion should be paid to all oil holes, 2. Check the crank for any roughness or scoring on the journals. Look for any indication of cracks. especially in the fillets. Measure all journals at several points to check whether they fall within the specified limits, Replace shaft if necessary. Figure No 10. Crankshaft Flywheel Keywoy Rear Main Beoring Journal and Oil Passage Connecting Red Journel (No, 1 Cylinder) Connecting Rod Journal (No. 2 Cylinder) and Oil Passage Integral Counterbalance Front Main Bearing Journal Keyway Keyway — Comshoft Drive Gear Keyway — Cooling Fan HubINSTALLING THE CRANKSHAFT |, Before reassembling the crankshaft in the engine, carefully clean all oil holes with small wire brush and make certain all oil passages are clear. Check the main bearings and thrust washers as outlined in Section Il Replace as required, 2. Install crankshaft from back side of block, making sure that bearings and journals are clean and well oiled. Care should be taken that the shaft does not serape or mar the front main bearing. After the shaft is fully in place, the front main bearing will support it temporarily until the rear main bearing housing can be assembled. 3. The rear main bearing housing with main bearing, thrust washer and shims should be installed and bolted tight with the eight capscrews. Note: Do not instal oll seal in 2. Flywheel Clamping Plate hhousing at this point. With a feeler gauge, or dial in- 3. Lock Plate dicator, check the end-play in the crankshaft. Remove 4. Lock Plate Ear Folded Against Hex Face of Copscrew the rear main bearing housing in order to add or remove 5. Clutch Shaft Counterbore shims to obtain this clearance. 4. Torque capscres to specified tightness and secure by bending lock plates. 5. Install oil stinger, (See Section 2.) Note: If engine was not originally equipped with oil slinger, one should be instal ced at this time. 6. Install rear oil seal The balance of the engine may then be reassembled in the reverse order from that outlined earlier in this sec- tion. Care should be taken when installing the camshaft driving gear on the crank so that the timing mark faces outwardly and meshes correctly with the camshaft gear timing marks. Figure No. 13. Installing Flywh 1. Flywheel 2. Flywheel Clamp Plate 3. Copscrew (4) 4. Copscrew Lock Plate Figure 11. Checking Crankshaft End Ploy 1. Feeler Gouge 2. Crankshaft 3. Pry bor ‘on Model G26P 1. Dial Indicator ! Figure No. 14. Checking Flywheel Run Out a 2. FlywheFigure No. 15. Checking Clutch Shaft Run Out fon Model G26P 1. Diol Indicator Attached fo Engine Bose 2. Clutch Shoft FLYWHEEL Installatio: Before installing the flywheel, make certain the crankshaft taper and mating flywheel bore are clean and free of burrs. Oil taper lightly. After the clamp plate has been installed, tighten the four capscrews partially working back and forth across the bolt pattern, then torque co specified limits. ‘The lockplate ears should be folded against the hex face of the capscrews for positive locking. Whenever the flywheel has been removed or whenever a clutch assembly or coupling is installed, the run-out of the flywheel should be checked (although flywheel run-out is set within limits at the factory, severe shock due to rough han- dling during shipment or installation may cause some deflection). Check flywheel face run-out with a dial in- dicator mounted to the engine frame or base as shown. (See Fig. 14) Run-out maximum is .004" for the flywheel face (and .008" on O.D. at end of clutch shaft on engine so equipped). (See Fig. 15) When making this inspection, it is important to bring the crankshaft into a full forward position with a pry bar at each point where indicator reading is taken, This will prevent in dicator error due to crankshaft end play. Loosen and retighten the four capscrews as required to eliminate any excessive run-out PISTON AND CONNECTING ROD The piston is made of alloyed cast for uniform clearance in the liner. 1 (3) compression and (1) oil ring, The top groove is a cast iron insert. The piston pin bosses are diamond bored for a oating fit on the piston pin, The piston pin is retained in the piston by two spiral lock snap rings. The piston is fitted with three (8) compression rings and one (1) oil control ring. luminam, cam ground he piston has 4 grooves, ‘The connecting rod is machined at the upper end to receive he piston pin busing and ar the lower or split end for the crank pin bearing. The cap is doweled to the rod itself to maintain alignment at all times. The crank pin bearing is of the precision ype which requires no shims or fittings. The rod is rifle drilled to carry lubrication to the piston pin, REMOVAL OF PISTON AND CONNECTING ROD 1. Remove the cylinder head, 2, Remove the carbon from the upper inside surfaces of the cylinder liner. DO NOT USE EMERY CLOTH. 3. Remove the starting motor and top crankcase cover. 4. With a screwdriver, bend the lock washers away from the head of the connecting rod bolt and remove the bolt. Since the cap is a snug fit on its dowels, light tapping with a mallet may be required to remove it from the rod, The rod and piston may then be pushed out through the top of the cylinder liner, 5. Make sure each eap and bearing half is retained with its respective connecting rod and in the correct relationship. The rod and cap are marked for the purpose of relative identification E Figure 15A. Rod ond Cop ‘Identification Morks 1. Connecting Rod 2. Identification MarksSERVICING THE PISTON The piston and connecting rod should be thoroughly in- spected just as it is removed from the engine, Often a close inspection will reveal some condition of wear, car: bon buildup or lubrication which might not be available for inspection after cleaning. Inspect the rings for wear. If they have a bright shiny ap- pearance over the full face they probably should be replaced. If, however, tool marks are still visible, itis an indication of negligible wear and the rings may continue to be used. Never reuse rings which have been removed from the piston, ‘New piston rings should always be used with a new piston, Also, if the engine has been in service for some time, it is advisable to use new rings even though the same piston may be used. | Remove the piston from the connecting rod. The snap. rings retaining the piston pin are of the spiral type. Use a small screwdriver to start one end of the ring out ofits slot and then the balance may easily be removed. The piston pin may then be pushed out of the piston and rod, Check the clearance between the piston and piston pin, Refer to specifications The piston should be thoroughly inspected for wear or score marks. A piston which is badly scored shoutd not be reused. Make sure all the carbon and deposits are re moved from the piston, especially in ring grooves. . Use feeler strip between bottom of skirt and bottom of piston liner to determine the clearance. (Note: Piston is ‘cam ground, i.e., the diameter parallel to the piston pin bore is smaller than the diameter perpendicular to the piston pin; also, piston is taper ground with the largest diameter at the bottom of the skirt.) The feeler should always be inserted opposite to the piston pin bore because of the cam shape. Never have the feeler in line with the piston pin bore, Figure No. 17. Checking Piston to Liner Clearance 1. Cylinder Liner 2. Piston 3. Feeler Gouge FITTING PISTON RINGS The gap between the ends of che piston rings should be checked by inserting the rings, one at a time, into the liner. Use a piston to push the ring into the liner to make sure the Ting is square with the liner bore. The rings should be pushed down far enough into the liner to be on the wiping area of the rings when the piston is installed. Use a feeler gauge to measure the gap. IF ts necessary to in. crease the gap to meet the specifications, the ends should be filed to obtain the recommended clearance. Care should be taken to retain squareness of ring ends. 1, Compression rings The chrome ring must be installed in top groove. ‘The other two compression rings are to be installed wich the inner bevel towards the piston crown, 2. Oil Controling: Install oil control ring in the bottom groove, ‘Check the ring clearance in che piston ring grooves with a feeler gauge (See Fig. 18) ‘When installing piston rings on pistons use a ring expand. ing tool. Make sure the gaps are staggered from one ring to the next, Figure No. 16, Piston Assembly Piston Piston Pin Snap Rings Snop Ring Groove “Botfom* Mark on Piston Oll Control Ring . Cast Iron Compression Rings Chrome Compression RingFigure No. 18. Checking Ring Clearance 1. Piston Ring installed in Ring Groove 2 Feeler Gouge SERVICING THE CONNECTING ROD After thoroughly cleaning the connecting rod, it should be inspected for any servicing which may be required, 1, Piston pin and bushing. The piston pin should be inspected for wear, galling, or cracks, To remove worn bushing, place connecting rod on a flat surface of arbor press table. Shim up under piston pin boss to provide a rigid, level support with recess to allow free exit of old bushing, Insert small end of driver in bushing and apply pressure To install new bushing, provide support as covered above, Press bushing in connecting rod bushing bore, making certain that oil hole is directly inline with the rifle drilled passage in the connecting rod. Drill a 1/16" diameter hole through the bushing into the oil groove, using the cexisting hole in the top (head) end of the rod as a pilot Remove burts from inside of bushing. Hone bushing to 2, Inspect the crank pin bearing halves carefully, An indica: tion of wear, scoring, or over-heating is sufficient reason for replacement The two bearing halves are identical in all respects, They do not form a true circle when out of engine, According- ly, do not attempt to measure the inside diameter unless the shells are installed in the connecting rod and the bolts tightened to the specified torque. Bearing clearance may be checked by measuring the thickness of Plastigage that has been compressed between the journal and the bearing, Micrometer measurement of the crankshaft journal will indicate any excessive wear of the crankshaft, (Note: Do not file or lap bearing caps of use shims to obtain the pro per bearing clearance.) 3. Rod alignment must be checked for ewist and bend. Twist must not exceed .002 when reading is taken 3” from centerline of rod. To check bend. insert 6” long arbors in both the piston pin bore and the crankshaft ‘bearing bore. The difference in center to center measure ‘ment at either end of these arbors must not exceed ,0025. ome Figure No. 19. Connecting Rod Assembly 1. Piston Pin Bushing 2. Drilled Oil Passage to Piston Pin Copserow Aluminum Insert Bearings Dowel Pin Connecting Rod Cop 3. 4 5 6 7. Copscrew Lock Washer Figure No. 194. Checking Connecting Rod Bearing Clearance 1. Connecting Red Cap 2. Aluminum Insert Bearing 3. Plastigage 4. Seale for Checking Clearance ASSEMBLY OF CONNECTING ROD AND PISTON 1, Make sure all of the component parts are clean and free from rust or corrosion.2. Place upper end of connecting rod between piston bosses in line with pin holes. It is important that the piston be assembled in the correct relationship to the connecting, rod. The word “Bottom” is cast of stamped on the inside lip of the piston. This side of the piston must be on the side of the rod opposite the connecting rod bolts, Lubricate the piston pin with clean oil and slide into posi tion. If the fits are correct, the pin should slip readily in position without forcing. 53. Install the snap rings in the piston to lock the piston pin in position, INSTALLING PISTON AND CONNECTING ROD IN ENGINE Note: See Cylinder Liner (Section II) for liner condition before installing piston, 1. Apply clean engine oil to the piston and piston rings, 2. Use a piston ring compressor to compress the piston tings, Just before slipping the compressor over the rings, check the ring gaps to make sure they are staggered in relation to each other. 8. Wipe clean the connecting red bore, as well as the upper bearing shell. Also, the crankshaft journal should be wiped and clean lubricating oil applied. 4. Insert the connecting rod and piston assembly into the cylinder liner. The split line of the connecting rod should bbe facing upward. Use a wood block or hammer handle to push the piston into the cylinder bore. Just before the connecting rod bearing reaches the crankshaft, apply clean oil to the bearing itself, 5. Wipe clean the bearing cap and lower bearing shell and apply clean lubricating oil 6. Assemble the cap with bearing to the connecting rod, ‘making sure the marks on the rod and cap coincide, 7. Install the connecting rod bolts and lock washers, Tighten the bolts to the specified torque, Bend one of the tangs of the lock washer up against the flat of the con: necting rod bolt and the other tang downward to prevent the capscrew from working loose. 8. Check connecting rod side clearance 9. Turn the engine over several revolutions to make sure no binding exists, SPECIFICATIONS AND WEAR LIMITS New Weer Desc Porte mie Cronkshott moin bearing journal diometer 2.9980/2.9978 2.9185/2.9180 Ccronkehof end play 005/008 012 Piston pin bushing 1.4380/1.4364 Crankshaft main bearing ol cleorance on 002.0065 0078 CCronkshat-connacting rod Beoring ail clearance 1015/.0040 006 Piston pin bushing to pin clearance 005/.0011 02 Piston pin diameter 1ag7514073 Piston pin piston tleeronee 1000/.0008 001 Piston 0.0. (shri tion agar Piston to Cylinder Liner ‘legronce at kirt. 0038/0058, Piston Ring te Ring Groove ‘ide Cleorence Tt Compression oa 004s 010 2nd Comprastion 10025/.004 008 3rd Compression (0025/.004 008 Oilring (02/0038 008. Ring gop ‘Compression sings 213/.023 Oilengs 13/028 TORQUE WRENCH SPECIFICATIONS Description Torque F./ths, Roar Moin Bearing Hub Coser 25:90 Flywheel clomp plate Capscrews sos CConmacting Red Copscrews 5055 Serlee References Deseption Reference Number Figure No. 20, Connecting Reds Installed 1. Connecting Red Cop 2. Copscrew 3. Copscrew Lock Wosher Folded Against Flat Surface of Copscrew 4. Area for Checking Connecting Rod Side ClearanceSECTION IV and Gear CAMSHAFT ASSEMBLY ‘The camshaft, camshaft housing, tappets, and drive gears may be removed from the engine as a unit assembly. ‘The camshaft is driven by a helical gear mounted on the crankshaft, inside the front cover. This gear is keyed to the crankshaft. (See Section 8.) The camshaft is a solid forging including the ground cam lobes, The shaft is supported in an aluminum housing which in turn is mounted in the cylinder block. Er Figure No. 21. Valve Train Pushrod Toppet Rocker-Arm Assembly Valve Valve Spring Valve Spring Retainer . Valve Spring Retainer Lock Thrustwasher 9. Lockwasher Copscrew Camshaft Assembly . Shim REMOVAL OF CAMSHAFT 1, Drain the lubricating oil from the crankcase and the cooling water from the block and radiator. 2, Remove the cylinder head covers, With each valve in the closed position, remove the four (4) push-rods in turn by depressing the valve spring, 3. Remove the radiator and supports, cooling fan and hub (Note: Left hand capscrew is used to secure fan to hub), water pump and front cover, 4. Check the backlash between the cross shaft driven gear and the camshaft-mounted drive gear. (Note:‘the cam- shaft must be pulled completely forward to eliminate Camshaft Assembly Trains tend play and the cross shaft must be moved to the left, flush against the governor adapter). By following this procedure, a true backlash will be obtained, 5, Remove the governor and adapter, being careful not to damage the shims located beween the adapter and the block. 6. Remove the cross shaft through the governor adapter ‘opening. (Note: Cross shaft drive and driven gears are mated gears and should be handled as a pair.) 7. Inspect the cross shaft tang drive for wear. 8. Check the backlash between the camshaft gears at this 9. Rotate the engine until all six (6) capscrews behind the ‘camshaft gear are visible. By inserting a socket wrench through the access holes in the gear, these capscrews may be removed. ‘The entire assembly may then be removed from the engine by using two (2) of the mounting capscrews just removed as jackscrews. Insert the two capscrews into the aluminum housing in the tapped holes provided in the Ange, Tighten evenly until the assembly starts to move outward. After the unit has been moved out approxi: mately 14", it may be pulled completely free of the cylinder block by hand. (Note: The shims removed with the housing must be used upon reassembly.) Figure No. 22, Gear Train . Governor Adopter Governor Adapter Shims Cross Shaft Cross Shaft Driven Gear Cross Shaft Drive Gear Needle Bearing Comshoft Driven Gear Cronkshaft Gear Timing Marks 1sSERVICING THE CAMSHAFT ‘Thoroughly clean the assembly so that a complete inspec: tion may be made. Remove the tappets from the housing and clean in dividually Remove the capscrew on the end of the camshaft opposite the gear which retains the thrust washer plate, Care should be exercised not to bend or damage the brass shims under this plate. (Some engines may not have shims. They are used only as required to obtain the pro- per end clearance.) The camshaft with the gears may then be removed from its housing. Care should be taken when sliding the shaft ‘out that the nose of the cam does not scrape or damage the bearing surface which is an integral part of the hous- ing. INSPECTING THE CAMSHAFT Check the valve tappets for indication of excessive wear or galling, especially on the face which contracts the cam. The bores in the aluminum housing for the tappets should also be inspected. ‘The camshaft drive and driven gear teeth should be in- spected for evidence of pitting or excessive wear. If the Dacklash is within the stated limits and the gear teeth are in good condition, neither of the gears need be removed from their respective shafts, Ifthe small drive gear on the crankshaft must be replaced, see Section $. When the large gear on the camshaft must be removed, itis advis- able to use a press. The gear isa press fit on the camshaft. }. Inspect the camshaft journals for wear or scoring. Also, inspect the thrust facés of the camshaft housing on each end for wear or galling, If a galling condition is noted, but not 100 severe, it may be cleaned up with emery cloth, ASSEMBLY OF CAMSHAFT AND GEARS - When new gears are required on the camshaft, special at- tention should be given to the proper method of installa: tion. The gear should be heated in an oil bath at 400°F. for at least twenty (20) minutes before attempting instal- lation. It is important that the gear be properly lined up with the key and slipped on the shaft perfectly straight without any cocking. (Note: Make sure timing marks face outward.) Also make sure the gear is tight against the shoulder on the shaft, The smaller gear may then be heated and slipped on the shaft. Assemble the camshaft into its housing. Use a liberal amount of clean oil on the bearings, The thrust washer with the same shims previously removed should be assembled. Tighten che capscrew tight and check the end ‘clearance with a feeler gage. Add to remove shims a re quired to obtain correct clearance. Make sure the lock- washer is in place and the eapscrew tight. “ Figure No. 23. Checking Camshaft Endplay 1. Camshaft Housing 2. Thrustwasher 3. Feeler Goge 4. Comshoft 5. Toppets INSTALLING CAMSHAFT HOUSING 1, Install the four valve tappets in the camshaft housing. 2. Install the complete camshaft assembly in the cylinder block, Slide the unit through the large hole in the front wall, checking to make sure the steel shims are flush against the back side of the camshaft housing flange Supporting the assembly with one hand through the top cylinder block opening and around the camshaft will simplify guiding the rear support into its recess in the rear wall of the eylinder block, Before the camshaft assembly is pushed into its final posi tion in the cylinder block, check the following items a. The large camshaft gear has two punch marks on ad: jacent teeth. These marks must straddle the single punch mark on a tooth of the smaller crankshaft drive gear, Figure No. 24. Timing Marksb. Double check the condition of the steel shims and their relative position to the six (6) holes in the mount. ing flange, and line up the mounting holes with the tapped holes in the cylinder black . If a new cylinder block or camshaft assembly is re- quired, a “shim gage” must be used. Once the number of shims has been determined, the housing should be installed in the cylinder block. Install the cross shaft (Gee below) with the cam gear pulled forward and the cross shaft driven gear moved flush against the gover: nor adapter. Check the back faces of the bevel gears for alignment. The large diameters should meet at a common point. Note: If the back faces do not meet at a common point, shims must be added or removed (behind che camshaft housing), until the required alignment is obtained. INSTALLING CROSS SHAFT 1, The camshaft must be pulled forward in the housing to eliminate all end play. 2, Install cross shaft into governor adapter. Drive flex cou- pling half on end of cross shaft so that the flat surface at base of tang on coupling half is flush with the end of the cross shaft. (This permits the cross shaft to have end play within the governor adapter.) 3. Install the governor adapter, cross shaft and governor ‘gear assembly through the governor adapter opening on the No, 1 side and position in the needle bearing located fon the No. 2 side of the gear case, (Note: The needle bearing must extend 3/32" maximum inside surface of the gear case.) The governor adapter must be installed over the shaft with a correct number of shims located be the adapter and the block to obrain a backlash of + .005" measured at the tip of the tooth, To in: crease the backlash, shims must be added. To decrease, remove the proper number of shims. (Note: If excessive backlash is found and all shims have been removed be- tween the adapter and gear case, the adapter must be replaced or shims must be added between the camshaft housing and cylinder block.) 4. Shims are used only to obtain the above gear backlash, and the resulting end play is correct, when the required backlash is obtained, 5. All other engine components previously removed in order to service the camshaft should be reassembled in the reverse proper order. CROSS SHAFT DRIVE AND GEAR ‘The driven gear is pressed onto the cross shaft and secured by a key. The gear must be positioned against the shaft shoulder with the bevel face inward, (Note: The drive and driven bevel gears are matched and must be used as a set only.) GOVERNOR ADAPTER ‘This adapter performs a three-fold job. (1) Mounting for the governor, (2) houses needle bearings for supporting the cross shaft drive, and (8) establishes the backlash in the bevel ‘gears by the use of shims mounted between the adapter and Bear case 1, Press one needle bearing into the adapter approx. 1/16" below che thrust surface on the gear end — and press the other needle bearing into the opposite end of the adapter approx. 1/16" below the inner edge of the counterbore, 2. Care must be taken when slipping grommet over the adapter housing not to cut or mar the sealing surfaces, Figure No, 25 Governor Adapter Assembly 1. Governor Adapter 2. Needle Bearings (2) 3. Grommet Figure No. 254. Governor Adopter With Cross Shaft instolled 1. Adoptor 2. Adaptor Shim 3. Gear 4. Cross ShaftFigure No. 26. Pushrods PUSHRODS 1. The pushrods should be inspected for: a. Loose buttons on either end of the rod. b. Shiny areas, indicating contact between the block ribs and the rod. (Note: If this condition exists, an inspec tion of the pushrod cavities must be made and the in terfering area removed.) . Straightness of rod. 2. When installing, itis very important that the pushrod be centered in the tappet socket, To assure positive position: ing, visual inspection of the tappets and pushrods should be made before installing the valve covers, TAPPETS Inspect the tappets for indications of excessive wear of gall: ing, especially on the face which contacts the cam. Clean the tappet thoroughly and coat with lubricating oil before installing in the camshaft housing. Note: The tappets are offset to the cam lobes in the cam shaft housing to cause rotation of the tappets. SPECIFICATIONS AND WEAR LIMITS Dimension Maximum Desetption ‘New Port Weor Limite (Camshaft «camahaft housing ‘earance 017.008 06 Camshattend pisy 009/01 ie ‘Tappeto housing clearance ‘0157008 04 ‘Cam Gear-cramk gear backlash (9089/0103 00 (Gross shat drive gear “riven geat backlash 0087-005 oo ‘cam geat = ctankshat Service References Reference Number interference fe 005/008 roa shat drive geat caabaftinterierence Bt 00570085 Crow shaft driven gear-cro shat interference fe ove 012 Description 16SECTION Vv Cylinder Head, Valve Mechanism and Cover CYLINDER HEAD The cylinder heads are made of alloy cast iron and are re tained to the cylinder block by eight (8) studs. The valve guides, inlet valve and exhaust valve are located in the cylinder head, Valve guides and valve seat inserts are replaceable. While both cylinder heads are similar in outward ap pearance, cafe must be taken to avoid interchanging the heads on the engine. Each head has the cylinder number cast on the rocker arm mounting side and must be installed only on this cylinder. Figure No. 27. Cylinder Head Assembly Cross Section 1. Cylinder Head 2. Inlet Valve Seat Insert 3. Inlet Valve Guide 4. Inlet Valve 5. Valve Spring 6. Inlet Valve Oll Seal 7. Valve Rotator Assy. 8. Valve Spring Lock Set Figure No. 28. Front View of Cylinder Head 1. Valve Stem Oil Control Packing {Inlet Valve Only) 2. Valve Spring 3. Valve Spring Retainer Locks 4. Valve Rotators (2) Figure No. 29. Back View of Cylinder Heod 1. Cylinder Head Gasket Surface 2. Valves 3. Volve Seot InsertsREMOVING CYLINDER HEAD Drain cooling system, Remove cylinder head cover. Disconnect the water hose. Disconnect the valve lubricating oil line at the rocker Loosen valve tappet adjusting screws and release push rods by pressing inward on each valve. (Note; When removing pushrods, care must be taken to prevent che valve tappets from being pulled out of the camshaft hous ing.) Disconnect the water outlet elbow and thermostat at the top of the cylinder head. Remove the intake piping and the exhaust connections, Remove the rocker arm assembly. Remove the cylinder head nuts and remove the cylinder head. Tapping the cylinder head with a lead or plastic hammer may be necessary to loosen it from the gasket. (Note: Do not loosen the cylinder head by driving a screwdriver or other steel object between the cylinder head and cylinder block. Care must also be taken not to damage the rocker arm oil line when sliding the cylinder head off of the studs.) INSTALLING CYLINDER HEAD Clean all gasket surfaces of the cylinder head and mating surfaces of the cylinder block. Place cylinder head gasket in position over studs, Always use a new cylinder head gasket whenever cylinder head is removed, Install cylinder head and torque to specified tightness Assemble the other components in reverse order of removal 8 Figure No. 31. Valve Refacing VALVES Using a standard “valve in head” type valve spring com pressor, relieve the valve spring tension and remove the valve rotators and locks. Remove valve springs and valves, Clean all carbon and varnish from the valve with a fine wire brush, Inspect the valve face and the edge of the valve head for pits, grooves, warpage, or other defects. Inspect the valve stem for straightness, scuffing, and wear, Minor imper fections can usually be removed. Severely damaged valves should be replaced, Check the valve stem to guide clearance of each valve in its respective guide. Excessive stem to guide clearance will result from valve stem or guide wear and both parts must be checked for wear, Valves which ate in generally good condition and which are to be reused should be refaced before reassembling into the eylinder head. The refacing operation should be closely coordinated with the valve seat regrinding opera. tion to assure a good seat. Use a valve refacer similar to that shown in the illustration in this section, Replace the valve ifthe edge of the head is less han 1/32" after grind: ing, Grind the end of the valve stem to remove any wear caused by the rocker arms, (Note: Do not grind more than is required to true the end.) Figure No. 30, Installing Cylinder Head 1. Torque Wrench 2. Exhaust Valve 3. Cylinder Head Copscrew 9VALVE GUIDES. 1, Clean the valve guide bores with a regular valve guide cleaner and inspect bore for wear and scoring. Wear may be checked with a new valve, If valve to guide clearance is excessive, the guide must be replaced. Scored or scuffed ‘guides must likewise be replaced, REMOVING VALVE GUIDES 1. Press or drive the guide out of the cylinder head, pressing from the valve spring side of the cylinder head to prevent upsetting the metal around the eylinder head valve guide bore. INSTALLING VALVE GUIDE 1. Press valve guide into the cylinder head from the valve spring side, Guide must be pressed in until the groove around the guide is flush with the bottom of the valve spring recess 2. The valve guides must be reamed to size after being pressed into the cylinder head. Use a standard spiral fluted type valve guide reamer of the size shown in the specifications, Ream may be hand or power driven. VALVE SEAT INSERTS. Inspect valve seat inserts for conditon of the seating area. In serts having a wide or pitted seat area should be reground, Badly worn or pitted inserts should be replaced. REMOVING VALVE SEAT INSERTS Removing of the inserts can best be accomplished by means of an expanding type valve seat puller; that is, one that ex pands outward just below the insert and, by means of a screw, pulls the insert from the cylinder head, Ifa regular seat puller is not available, drill ewo 1/8" holes allel to the valve guide 180° apart through the valve seat insert, Care must be taken not to drill into the bottom or sides of the counter bore. The insert can now be broken out with a punch, INSTALLING VALVE SEAT INSERTS 1. Clean counter bore and remove all burrs. chips, or upset metal, Use a hand scraper, if necessary, for cleaning, in order to obtain positive contact between insert and cylinder head. Caution: Avoid removing metal beyond original bore, 2, Shrink the insert in dry ice or other cooling medium for approximately 20 minutes, or the cylinder may be heated in boiling water for approximately 20 minutes to expand the valve seat recest 3. Place insert in position, making sure that it is started true, and press insert into counterbore until fully seated. 19 Do not use a lubricant when pressing insert into cylinder head. 4. Grind the insert to obtain the correct seat width and angle as shown in the specifications. The valve seat {grinder should be of a type similar to that shown in Fig, 38, ‘The position of the valve contacting area can be raised or lowered by means of a 30° and 60° grinding stone, These stones should also be used to narrow a seat which is too ‘wide. The finished position of the seat must be such as to place the head of the valve .050 to .060 beyond the sur: face of the cylinder head. VALVE STEM OIL SEAL The valve stem oil seal consists of a Teflon sleeve, rubber jacket, and spring retainer ring. Note: An oil control seal is used only on the inlet valve and care must be taken when assembling the cylinder head and when placing cylinder head on engine to assure that the seal is on valve which will bbe the inlet when installed on engine. OEE Figure No, 32, Installing Valve Seot Insert Care should be taken when installing oil seal over valve stem, not to score che inside diameter of the Teflon sleeve. Carefully start seal over valve stem with thumbs against Teflon sleeve to avoid dislodging it and push seal down slow. ly until jacket contacts top of valve guide. Use valve seal in stallation tool to complete seal installation over valve guide. If tool is not available, place wo small screw drivers 90° from gap of retainer spring and pull down over valve guide until seal is seated on top of guide. Work valve stem up and down a few times with rotating ac: tion to assure free movement of valve stem in seal.Figure No. 33. Grinding Valve Seat VALVE SPRINGS 1. Check valve spring pressure, free height, and squareness before reassembling cylinder head, 2. Valve spring pressure may be checked on a standard type spring tester. Check spring to limits shown in specifica: 3. Stand spring on a flat surface beside a steel square Measure free height, Rotate the spring against the square to check squareness. Spring must be plumb in this posi tion within .035, REASSEMBLING CYLINDER HEAD The cylinder head is assembled in reverse order of disassembly. Care must be taken to assure that any reused valves are assembled in the location from which removed. Lubricate the valves and guides with oil as they are assem: bled, Be sure that valve spring retainer locks are fully in place 3 Figure No. 34. Rocker Arm & Support Assembly 1. Rocker Arm 2. Rocker Arm Shaft Support 3. Toppet Adjusting Screw 4. Oil Inlet Elbow 20 VALVE ROCKER ARM ASSEMBLY The valve rocker arm assembly normally requires litle at tention other than checking for wear on the bushings and shaft or valve stem contacting points, Care must also be taken to determine that the oil passages in the shaft and rocker arm are open. Both rocker arms are identical and may be used in either the inlet or exhaust positions, The rocker arm shaft is drilled for lubrication of the rocker arm bushings. A spurt hole in the rocker arm nearest the lube oil line connection directs oil upward to lubricate the valves, (Note: Both rocker arms have spurt holes, but only the rocker arm nearest 10 che oil line aligns with the oil passage in the rocker shaft.) Remove socket head setserew at the center of the support to free shaft and to remove rocker arms. Replace rocker arm bushings or shaft, if clearance exceeds wear Timits, If replacement of bushings is required, it will be necessary to drill the 1/16" diameter spurt hole through the bushing, After pressing into place, use the existing spurt hole in the rocker arm as a pilot, Ream bushing to size. ‘When reassembling, be sure that end of shaft drilled for oil passage is toward the left side of the support VALVE TAPPET CLEARANCE ADJUSTMENT The valve clearance adjustment should always be checked after the first 250 hours of operation and every 2,500 hours thereafter. Valve tappet clearance adjustment should be made only while the engine is cool (Engine shutdown and allowed «0 ool 20 minutes). Any adjustment made while engine is hot will result in incorrect tappet clearance at engine operating temperature. ADJUSTING VALVE TAPPET CLEARANCE 1, Remove both cylinder head covers 2. Rotate flywheel until both valves in one cylinder are fully closed, (Timing mark at T.D.C.) 3. Adjust tappet clearance to specified clearances shown on specification page. Be sure lock nuts are tightened after correct adjustment is obtained 4, Rotate flywheel one complete revolution and adjust valves in the other head. 5. Install cylinder head covers. (Note: Covers are marked by a number 1 or 2 on the top of each cover. Be sure the cor rect cover is installed on the respective cylinder.) ©Figure No. 35 1. Valve Rotators 2 Toppe! Adjusting Screw 3. Lube Oil Line Figure No. 36. Adjusting Valve Toppet Clearance 1. Feeler Gouge 2. Toppet Adjusting Screw 3. Oil Spurt Hole CYLINDER HEAD COVERS Each cylinder head cover contains an oil deflector to direct the oil spurted from the rocker arm to the exhaust valve. ‘The oil deflectors are angled differently in each cover and must not be interchanged from one cylinder head to the ‘other. ‘The covers are identified by a number 1 or 2 on the top of, ‘each cover and care must be taken to install the numbered ‘cover on the cylinder head so as to match the number on the front of the cylinder block, a1 OWL, DEFLECTERS Figure No. 37. Cylinder Head Volve Covers SPECIFICATIONS AND WEAR LIMITS Vale Seat Insets "Valve seat insert-seat angle ine sen oe 30 Vane width 0080 imerfree fe 03/08 ote vais Vane fac angen son ‘rhs o Vane sem 6.3. exhaust 75/3720 ier 90/3954 vane Gude Vive gue 1.0, (came) sms. ike geese clearance ‘hau san/-cos' 008 oe ants 0016 ‘Vale gue jider bead nerfecnce fe cons 002 Vale Springs Va spring ree length ase Vale ring tension @ 186 Tommprened leg sil lbs Vane spring eraton @ 138 ‘imprened length 13bn 60 e Yate Roker ar Bushing 1 2g9/ 38 {Vane Reker Ar Shaft learance 008/018 “Flpper Clearance (eld) nie ower 008 rho ee ory ‘TORQUE WRENCH SPECIFICATIONS Cylinder Head Sted Nu so. Fast Service References Deseription Reference NumberSECTION vi Lubricating Oil System GENERAL DESCRIPTION The engine is pressure lubricated throughout. Lubricating cil is drawn out of the oil sump through the lube oil suction screen by a positive displacement, gear type pump, which delivers the oil under pressure through the filter into the cylinder block, to the front and rear main bearings and through drilled passages in the crankshaft to the connecting rod bearings. The connecting rods are drilled to provide positive lubrication to the piston pin bushing, Internal oil lines carry lube oil to both rocker arm assemblies, The rocker arm shaft is drilled for lubrication of the rocker arm bushings. A spurt hole in the rocker arm, nearest the lube oil connection, directs oil upward to lubricate the valves, Both rocker arms have spurt holes, but only the rocker arm nearest to the oil line aligns with the oil Figure No. 49, Simplex Oil Pump Arrangement passage in the rocker shaft, 1. Engine Oil Pump 2. Discharge Line 3. Dipstick Tube Figure No. 38. Valve Lubrication 1. Oil Spurt Hole Figura No. 41. Duplex Oil Pump Arrangement 1. Engine Oil Pump 2. Compressor Oil Pump 3. Engine Oil Pump Discharge Line 4. Compressor Oil Pump Discharge Line LUBE OIL PUMP TThe lube oil pump is driven by a cross shaft-which drives the oil pump and the governor. (See Section Il) The power is transmitted to the cross shaft through a bevel gear driven from the camshaft. REMOVING LUBE OIL PUMP Disconnect inlet and outlet lines. Remove «wo (2) capscrews at fan side of pump and two (2) nuts and lockwashers at cylinder block sde of pump. The pump may then be reg) moved toward the outside of the cylinder block, Figure No. 39. Lube Oil System Schematic 21, Inspecting Lube Oil Pump: Inspect tang drive for wear and/or fretting corrosion (reddish brown deposit.) In- spect 8/64 oil hole in setscrew on pilot boss of pump. This hole must be open as it provides lubrication for the tang drive 2, Disassemble pump and inspect gears for wear. Disassem- ble pressure relief valve (on bottom of pump) and inspect plunger for fretting or scuffing. Inspect seat for pening ‘or unusual wear, The end clearance between the sides of the gears and the housing is controlled by a plasti shir, ‘The following color code applies to shim thicknesses: Silver .00050 Clear .00075 Orange .0010 Purple .0015 Red .0020 3. Assembly: Extreme care should be taken to insure all par are clear. Any foreign particles or grit will affect operation. The proper shims should be selected to pro- duce minimum clearance between the gear side and housing, After tightening four (4) capscrews, the drive shaft should be rotated using finger pressure only. If binding or tightness is noted, repair or replace parts as re quired. 4, Installing Lube Oil Pump: The pump drive tang should be aligned with the slot in the cross shaft as closely as possible, The pump housing may then be assembled over the cylinder block and rotated until the tang and slot coincide and the pilot diameter fits into the counterbore im the block, The inlet port is on the bottom. Lines are furnished with “O" ring fittings. Replace all “O" rings before lines are reassembled. Lube Oil Filters: All units are equipped with throw away filter elements which screw into the filter head. Fill new replacement ele- ment with clean lube oil before assembling. Fill engine crankcase to proper level as indicated on dipstick LUBE OIL SUCTION SCREEN ‘The suction screen is screwed into the front of the oil pan, connected to the oil suction line. To clean and inspect screen, disconnect oil suction line, unscrew suction screen and service as required. If screen is crushed or torn, it must be replaced, Later model engines have a perforated steel suction screen which is permanently fixed in the bottom of the oil pan, ‘This screen design requires no maintenance, Figure No. 42 Lube Olll Suction Screen Checking Oil Level ‘The oil evel dipstick, located in the front cover on the No. 2 side of the engine, has full and add marks, The lube oil oil level must be kept above the add mark, Oil level may be checked with the dipstick while the engine is running. However, as the engine operates with a crankcase vacuum the following procedure must be used to obtain a correct dipstick reading, 1, Remove dipstick from tube 2, Wipe dipstick clean 3, Return dipstick to tube making certain rubber stopper at top of dipstick is snug in tube, Allow $ to 4 seconds for ‘vacuum to equalize, allowing oil to rise to running level in tube. 4, Remove dipstick and check oil level indicated. 5, Engine must be stopped to add oil if needed. 6. Twelve (12) quarts of oil are required to raise the oil level from the add (L) mark to the full (H) mark. Figure No. 43. Oil Level Dipstick 1. Dipstick Tube 23