Professional Documents
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New
Sulzer
Diesel
New Sulzer Diesel AG
Winterthur, Schweiz
Maintenance Manual
for Sulzer - Diesel Engines
RTA76
Installation I Vessel:
Type:
Engine No.:
Mailing address:
Point 2 lies above the line 1 min. Refitting 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 refit the piston ring.
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'
(r' "~ = l rC
6=~: ; * I k1
e = 'KN'
<" ~ = I .rC
87.7019
Cr = 0.4 + 0.45mm
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
6L~
I
L. B. 1 Q"
360/1a RT
The nozzle 7 and 9 respectively is tightened onto the stand pipe until metaltometal 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 3040 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 dek~ol with the backing screws 6 and secured with locking
wire.
L.B.
1.85
360/1b RT 76/84
Wasser - Eintritt
I-I WATER -INLET
3
I I
gezeichnet fiir RT 76
DRAWN FOR RT 76
1 107. 199.663
1.85
360/1c RT 75/84
11 ,---
Wasser - Austritt
WATER - OUTLET
8
9
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
1-107.199.660
1.85
SULZER PISTON COOLING Group: 362
Maintenance of Clands for the
RT Sheet: 1
Telescopic Pipes
II IIII
IIIL
7---_..1J
8--_--l1J:&:
1~
III - III
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.
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.
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:
1 Feeler gauge 94122
or
1 Dial gauge
or
1 Lead wi re
1 Tore h
The gearwheels pf new engines have to be visually examined during the runningin period after a few
hours in service (12 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 gnia~d the neighbouring gearwheels.
When the gearwheel s have run well for the ini tial running hours (68000 h) the abovementioned inspec-
tion may be carried out annually.
o 3 y
I~
6/60
2
1
v. 2-1t17.156.156
L.B.
410/2a RT
8
9
7 t
Del IIIIII
~
Oil
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 9406).
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 n o ~ 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 2piece 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
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 repin the bearing, e.g. after fitting a ~ gearwheel set, etc.,
use the pin holes already predrilled 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')
II
@
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 IIIIII
.b
.~
c: IiI
Oil
~ '"11
II
\
Huile ., . ....,...........
Aceite
19 10
21
22
A 0-107.197.092
20
gezeichnet fiir RT 58
DRAWN FOR RT58
L.8.
SULZER
Group:
CAMSHAFT DRIVE WHEELS 410
RT Replacing the 2Piece Gearwheel Sheet:
on the Crankshaft 3
I-I
o
I
I
t i
I
~I i
I 1 ,~ x
I
I
~~ ~"
~ ~
I s
l---------j. 0107.159.099
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
~-94 12c
94412c
94438
1
944120 94935
30
""---94412b
2-107. 133.588
T . R .
410/3b RT
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.
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
E E
·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'
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 50,Of:7~ 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 yr~Dle 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
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'.
, 1 0 I
420/20
10
1
5
8
~. B. 11 .84
420/2b RT
@ c§l51~
=~ ~
I
J ~=. _..... -
I
-t·
I
I
I
-1 -
1
111-111
1
32~ 9
0-107. 217. 136
1985
420/2.c RT
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.
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
tfahsmaC/el ~reu tS
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.
nekco f tsn er~ 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
'-'"
Note: Three high pressure oil pumps of various designs are required when carrying out the work in
Group 421, Sheets lli described below. Fill up both pumps (Tool No. 94942 and 94931) before
use with an oil of viscosity grade SAE 40.
The nonreturn valve 94939a inserted between oil pump and jacking tool 94424 serves a special purpo-
se. When pumping, the nonreturn 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 nonreturn valve.
Open both vent s~erc 'EI on tool 94424 and operate the high pressure pump until the oil escapes
bubblefree. 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
5
6
3 -107. 197. 653
L.B. 1.88
SULZER
Group:
CAMSHAFT 421
RT
~
Pressing on the Fuel Pump Cam Sheet: IB
Connecti on E
according to
Sheet la
94424
,/
4 107. 197. 367
Connection
according to
Sheet 1a
L.B. 1.89
SULZER
CAMSHAFT
Group: 421
RT
Pressing on the Actuator Cam Sheet: Ie
Connection according
to Sheet 1a
L
@) Connecting according
to Sheet 1a
L.B. 1.89
SULZER
CAMSHAFT Group: 421
RT Adjusting the Fuel and Actuator Cams Sheet: 1D
. ~-+M2 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
Connection according
to Sheet 1a
E R E
Connection according
to Sheet 1a
Pressure may only be built up at connection 'H' when the tool has been
correctly fitted and is under pressure. Accident risk!
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
Connection according
to Sheet la
3 2 E\ R
-~ \
\
94425
~.
"'-MI6xl,5
4 107. 197. 380
Connection according
to Sheet 1a
L. B. 2.84
SULZER
CAMSHAFr Group: 421
RT Removing and Fitting the
Sheet: 1G
Camshaft Coupling
9~31a
/
E R E
5
Connection according
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
bubble-free. Shut the two vent screws.
- 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
correctly fitted and is under pressure. Accident risk!
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
949310
I
/
i
Connection according
to Sheet la
Open both tn~v screws 'E' on tool 94424 and operate the high pressure pump until the oil escapes
bubblefrQe. 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
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
o Achtung !
ATTENTION! MAX. OIL PRESSURE 25MPa (250barJ
94932
Anschluss
LPC-----J
CONNECTION
L. B. 1985
421/3a RT
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
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 retightened; 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
94421
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 2piece 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 cutout 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
8
2
9 9
gezeichnet fur RT 58
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 GNIVRD~ ~DNE 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 reusedj provided a new
rim on which the teeth are not finishmachined is fitted to the hub, screwfastened 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
We recommend that during each 4year 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 shutoff 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
* 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 SHUTOFF VALVE
Cleaning and Function Check Sheet: 1
~;+':#=S
-~
,VAF'~ 15
15 61-=J"~ 1
4 17
r 3
C
gezeichnet fur RT58
,, DRAWN FOR RT58
,
,
18 I
I
I
2~. r
r p
432/1a RT
The starting air shutoff valve r,as to be dismantled periodically for cleaning and inspection. When
necessary,regrind the valve seats of the nonreturn and shutoff valve. The threaded bush must first
be unscrewed if the shutoff 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 shutoff 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.
Shutoff 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 shutoff 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.
L.B. 2.84
SULZER
Group:
RUNNING DIRECTION SAFEGUARD 453
RT Sheet:
Inspection and Function Check 1
3 2 1
II HI-HI
1- 107.195.548
L.B. 2.84
453/1a
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 shutdown 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 cutout 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 shutdown servomotor.
T • R. ?,R.1
SULZER
Group: 455
SHUTDOWN SERVOMOTOR
RT
Dismantling and Reassembly Sheet: 1
II
I
19
21
,
11__
3
15 22
~
2 III
1
2'
16
T 0
455/1a RT
Normally the shutdown 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 4year survey in any case.
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 shutdown 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 pretensioned 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 shutdown servo-
motor by filling and venting the control air system several times.
In the,vented condition the shutdown 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
Tools: Key to Illustrations
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
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 hci~ approx. 6 1/4 litres are poured
in at oil filling connection 14.
Now run the engine for 510 minutes at low revolutions.Since the oil can ~lno 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.
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
S~FETY DFVICE
CUT-OL~
Group: 530
RT Maintenance, Function Check Sheet: 1
7 8
~s a rule the safety cutout 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
L. B.
L
551 /l a RT
I R 6.86
551/lb RT
11. Start 1ubricating oil pu~ s 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. Retighten the clamp screll 29.
14. For RT 5868768484M 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 ngi ,1 of nell engine parts. Thi s ensures that
the roller of the V.I.T. rests on the zero circle.
15. Notchin 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~ul rluftversorgung I
:
:I:
I
'
, . I'
I
CON OL rI'! +
SUPPLY AIR
"'"
'!l
~.; 1: ! , \"~
Ir'T;
~ ~
I l\~'
~1
Dc=:-~26
Gezeichnet fur RT 62
DRAWN FOR RT
L. B. 6.86
551/1c RT
®
..
6.03
9~53
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 shutdown 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~ e~t e~!2V seats ~se
©C .
9" 5 61~-{l
73
ves contained in the tool kit (see
Fig. Ie'),
These are used as :s~olcf
@
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
.......... _ _ J
CONTROL VALVES I t 18 t t t 18 I
52T.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
-
IIII
20 t t 20
E- II.ll ~fl- 1t~
I
21 22 22
19
6a u 13 2 10
8
( ';
(
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).
6.86
L. B.
551/1g RT
The same setting values as given on sheet 55l/1f (setting injection pumps) tsu~ 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
~ 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 ~efJr or a Her T.0. C. d~a 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.
This position signifies:
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 cutout c~e ks (see section 0.
E) Cut 0 u t C h e c k s
The cutout checks for the injectio~ pumps are of major importance and must therefore be carried out
after every resetting of the injection pumps. We further recommend that these checks also be eda~ 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 Cutout 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 Cutout Device
The instructions on sheet 011 of the operating and instruction book must be followed without fail.
L. B. 5.86
551/1i RT
®
I
Brennstoffpumpe ausgeschaltet
FUEL PUMP OUT OF OPERATION
5
--""'----1--- E
E
C\l
I I
II ~/ f II-II
::"JepmuPfotsnerB~/v
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
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 segat~ (a total of 60 Nm (6 mkp).
©
60Nm
6mkg 94566 ® 94567
2107.072.383
SULZER
- ~', ~ ~-
... '<L ._ .....
1--'-
~
~-
_. ~ .. ,
Group: 551
RT CheckiY1[ S8tting cf the Relief 1Jalve Sheet: 3
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
Gezeichnet fur RT 58
DRAWN FOR RT 58
94556
2-107.197.098
©
A
94277
94273
94272--+--
MA
gezeichnet fur RT 58
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 (01600 bar).
L. B. 2.89
SULZER
FUEL INJECTION PUMPS Group: 551
RT Checking and Setting the Static Pressure Sheet: 4
Regulating Valve
o 1
~
94273
I
94572
I
:I
II
II
I I
:1':
II
II
'I
"~I
'I
t=
gezeichnet fur RT 58
, -107, 198.892 DRAWN FOR RT 58
7
551/4a RT
®
gezeichnet fur RT 58
DRAWN FOR RT 58
A
MA
94572 94275
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
Vorschlaghammer
6kg SLEDGE HAMMER
zwei Zahnabstande
TWO TOOTH PITCHES
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 MOLYCOTEpaste '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
pretensioning 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 pretensioning of the nipple
(See Illustration 551/5).
Using a sledge hammer (5 ~ 6 kg) on tc~pmi wrench 94551 tighten the nipple till the rotation of the
nipple has reached the premarked 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
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).
L.B.
5.84
6L,O/1b RT
o
I-I
.r-+--2 3
5
I I /
,I I '
gezeichnet fUr RT 58
DRAWN FOR RT 58
6 ~ V/
IlI-lll
l~
------
~_.-~
-----
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
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.
- 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:>
o
I-I "'-
0-0 N
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O~
v
I
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r 29
(' 32
v I + l. ) Luftkiihler
~~
V1
~
ffili ~N 27
28
AIR COOLER
I
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~
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31
Y
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III ~ i n ,01
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I mtnrtHtH1;1 I I I Ii
, v 30
/~'- - ~_= ~- r-~
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II·
8 26
O1-OI ~
25 gezeichnet fur RT 58
DRAWN FOR RT 58
t t 0 - 107.197. 031
~ ,-,----,,--,,---,--, ),'i u ~
"" ::0
co
-I'- • t t --t
( ( \. - - - - - - - I (
SULZER
AUXILIARY BLOWER G roup: 61:;4 oJ
RT Sheet: 1
Maintenance
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:
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.)
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.
_ Reconnect 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~-r
3 -107 215.251
12 7a 7 18
®
,r
~ ? F? ~
•
.. J.
J -
~ L ~
.. I
- 1-.
. __ .
' - ' - I- ._~- - c- .-
\ - ,
~
2-107, 215.253
.
-
----
( Ij 1
9'652 1
L.B. 1981,
654/1c RT
© 2~a
/~-
<~
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~I
I
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I
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C-..J L: -r:.1 L: _ :J ~L
I
I
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(lrJ~'1
l"" ---'i
+,'tr iH§"m~t'- I
m: /94-/j521'~!,
u~ I
, ~
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Ii!
,_ m
10 15
20
22
21(~-30) ',----"
17
20
''-.../
4 -107215.254 -120
L.B. 1981,
SULZER
CHARGE AIR COOLER Group: 660
RT Cleaning (Air Side) Sheet: 1
~ith Engine at Standstill
6 ~7bar
@--.------------. ®
Gezeichnet fi:r RT 58
DRAWN FOR RT 58
6 5
ri
" I:
j I)
F ~ d I I,-L-----+-------'-,
Jjl~>L 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 shutoff cocks 9 and 13 and open 12.
Separate the fresh water supply pipe just after the shutoff cock from connectionQVand connect up
the pipe(Din its place.
Open shutoff 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 kcab~epi into the collecting tank of the cleaning plant.
After stopping the circulating pump, separate the cleaning fluid supply pipe after the shutoff cock
5 and connect up the fresh water supply pipe(!)in its place.
Close shutoff cock 12 and open 13.
Open shutoff cock 5 and flush the cooler through with fresh water for a few minutes.
Put all the shutoffs which were set for the cleaning process back into their positions for normal
service, i.e. close items 5,4 & 13 and open shutoff 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).
L ••
2.84
SULZER
CHARGE AIR COOLER Group: 660
RT Cleaning (Water Side)
with Engine at Standstill
Sheet: 2
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
/ E
H L 13 1J7 L
\
. 3-107.197.036 17
+-+
G 1
1-107132. 796
,.
G
gezeichnet fur RT 58
DRAWN FOR RT 58
tr
Cleaning Methods
Cleaning can be done mechanically, hydrauli-
1--'.... 10
cally or chemically.
9 13
.~h -t 2 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 tubecleaning 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
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 wellfitting, 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.
A
// \'\
/
/
/
/ ."
\ "'\
::".B. 2.84
SULZER
SCAVENGE AIR COOLER
Group:660
RT76 Removing and fitting the Cooler Stack Sheet: 3
The removal of a cooler stack has to be done always on the side opposite the water connections for
inlet and outlet. The walkway 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 transportstraps '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 seawater pumps and check cooler for possible leaks.
L.B.
12.84
660/3b RT76
.........
+'1+: i I-'--'-'-'-'-'
1-107 198.895
1984
~
Gezeichnet fur Luftkuhlerelemente GEA c
© I-I /Type27531O~
DRAWN FOR CHARGE AIR COOLER GEA
+ +
. _... ....
+
IX
9'66'
K-
x'------ -Jj~
.... ~ :0
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1-107.198896 IC7l
( "
( ( (
SULZER
Group: 721
CYLINDER LUBRICATING PUM?5
RT Sheet: 1
Cleaning
28 29 12
2107. 132.785
I 0 ? QI,
721/1a RT
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 anticlockwise = increased oil delivery.
L.B. 2.84
· "~ t~. ,'" ..;,:.",', ":".
1. Dismounting.
Should:casing
.'
5, after loosening of fastening screws 4, not
be removable without applying force, then the ca~ing is of
-
Symbolisdte Dlnlellung
SYNSOLIC aAtJRAN •
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--;WItrD!1' -' :;~ :;-~=:I' "-;~: -r RT 58 + 84 MOUNTING INSTRUCTION .
li-ts~· .gQaiJ:=;' !I At: L
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.
ned easily •
-
.
-
.............
.-~:;ra.,~.lu=:I~;:;rI:48~+5m;Ri=If .~
BL 56 + 90
MOUNTING INSTRUCTION
FLOW CONTROL VALVE (REXROTH) WI.....
..
.~, d"f9.~OIE =;
.... 2
IiULZ&R' E 4. 10'7.093.727 .. 3
( )
( \ ( ;~ ( (
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leIo_ 4107. 09J.727
A
To hydraulic motor
A
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8 A T
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o
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10
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::=., .. Item 8 & 9 only on valves
--
_ . _.....-
"T58 -84
10/-
I MOUNTIIICl INSTRUCTION
FLOW CONTROL VALVE
Ge.
0...
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.
~noit e A 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- -~ -~ "T " -" - "- /- -; I 'I
SO-I-+-+--+--+--+---+---+------+-:.."e-----1
/'"
S>mbolische DorsteIlung
l:I ~ / '
,0_'
SYMBOLIC DIAGRAM
1.
._', ..2 ~
!~ 3O-Ii+_~/V
-1-+-+--+---f---+----+--t-7fI'<'---+--------I
_ _--+__----I
A •
!• r- '!
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 4t02215.218
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
t- 1~
Ruck/auf
RETURN
8 T
+ ~I
~
Eintritt
INLET
.",.
3 -107. 215.211
5
5
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 htg~el 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.
L.B. lOQC::
740/10 RT
o z= 15mm @
7
12
13
®
Nicht tragende Flanken
NON DRIVING FLANKS
(
\",--",
.______7
Ritzel
PINION
Tragende Aanken
DRIVING FLANKS
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 tn~rf 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 17D180 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 screws to driving column 1 and remove the cover.
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-
g~ilp studs to the coupling flange 16 must be removed and the 2piece 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) ~orp
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 screws to driving column 1 and remove the cover.
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.
Refitting the pinion shaft 10 is done analogous to its removal but in reverse se~unc. 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. (Shrinkon 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'
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 refitted 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 ,
:,
. 10
••
".
2 ,,,"
,:
I
I
I
,I,
"
," , I
"'
'I
I:, , -$-
"
, --_.:::Y ...
'30
II
II ~ + 23
"
"
31 5 89 40 6
4 10Z 240,095
L. B. 1986
740/2e RT
10
18
@ 22
21
20
19
17
4107. 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
Key to III ustrati ons
1 Orings (for shaft sealing)
2 Orings (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 orings 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 selz~n must be clea-
ned at each inspection. Their free passages may not be enlarged under any !ecn~tsmucri
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. A5023 Salzburg/Austria
1986
L. B.
740/3b RT
2 2 3 1 3
1986
L. B.
EfficiencyBooster
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.
Loosen screw 5 (illustr. "A") and remove it together with 2piece 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.
Draw the hydro coupling off the pinion shaft with the withdrawing device.
Push hydr. coupling as far as possible onto the pinion shaft.
Screw mounting device 94751 with stuckon 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).
Fit screw 5 with 2piece 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
14
13
L.B. 12.89
750llc RT
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.
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.
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.
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 a lignment 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:
The 2nd 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 pretension 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.
Recheck 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 g uided by the section: "Checking the Rubber Pads")
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 weldedon.
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 weldedon 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
L
LA
I
III I
~? ? ? ?~
89.7256
2. Alignment operations
Coaxiallty Lever dial gauge
~r- I - - - ---
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
~
L.B. 12.89
SULZER Efficiency Booster
Group: 750
Function Checking and Maintenance of the 2
RT shutoff Flap and the Corner Valve
Sheet:
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 reassembling 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
8
5'-Ir7T/1~
15
3
1 2 15 7
L.B. 1986
750/2c RT
®
17 1823 25 19 20 1621
I-I
4 707. 240. 70J
LB 9.87
SULZER BALANCER lst AND 2nd 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
6
21 Locking plate
22 Stop 1edge
X Chain wear measure
;'
,/
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, seizedup 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 osl~ 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 2nd
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 lst 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 reused 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
1
®
T
+ +
+ +
91,708 T
91,708
+ +
+ +
7cr 11
11-11
--1 R 7cr
/'
/
r I l~
1\ -+-1 1-+-1
r--,
I-+-I I-+-I
. ::JTf
~
·h
91,708
1\
---
1 91.707
7707.798.893
10RL
, i '-oJ
~ ~
C'~, Q "-
..~
~
~ \:' ~
~ ,\e . . / / '
./
©
11 i Teil ungen!P ITCHES ,III Tei lungen!P ITCHES
•
Steuerlellenzentrum Steuerlel 1enzentrum
CAMSHAFT CENTER CAMSHAFT CENTER
•
Y/lRN CHAIN
~'- /"l ~
verschl ens~ Kette
neue Kette
·""'.NEW CHAly'
=
7 ........... ...... .... I
I
I~ ~I
( ( ( (
770/1d 4 RT76
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-
ing surface'S' (the torque rises noticeably), then
-'----- ---r------'-
L
I
.t. ..... -~ 0
tighten the nut further by about 10 ; lock the nut 13
with toothed segment 20 and locking plate 21.
8. The tetending of the chain is done in the reverse se-
quence.
3- 107. 198.406
gezeichnet fur RT 58
DRAWN FOR RT 58
1984
I .~
I" 4RT76
Ansicht auf Antriebseite
)V~I>Y~
~ II l...
VIEW ON DRIVING END
::::J:~ ·~Ile I~
~:
J-~
~Ile
·I~8f
I I.
~
I
I I
®
I
(+)
''/
(+j
'-----/'
( ( ( ( ,
770/1f 4 RT76
----
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
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).
Detend 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.
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 2nd 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
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, seizedup 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 xy 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 46 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).
L. B. 6.86
770/1b 4+6RT
1-107.198.863
~- Worn out chain
- -r -i ~ new chai n
~ /~
\ / I
.~
crankshaft
\ ( cent r~ .+-~
View onto driving end View onto free end
4cyl. Engine 4cyl. 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 ~ 5~072 a.1.O.C.
Worn out chain a.T.O.C. worn out chain 269 a.1.O.C.
5cyl. Engine 5cyl. 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.
6cyl. Engi ne 6cyl. 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 °5~ 82- 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
~- /
\ / I
\
Crankshaft
( cent r~ . ~._
View onto driving end View onto free end
4cyl, Engi ne 4cyl. 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.
5cyl, Engine 5cyl, 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.
6cyl, Engine 6cyl. 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
Contact surface'S'
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 retensioning
(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
gezeichnet fUr RT 58
DRAWN FOR RT 58
nO/ld
@
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
! .;:'.
770/1e 4+6RT (L. B)
®
;J
+' C C%..
'H ;J 0
;;J ....
.... Po Eo<
+' Po Z
C ;J ~
:il~>
,I
Ii
:1
Del I!
...
Oil ~ ~:0 ':0~\;1f~ ~ - +~ , ----.---.---- I,
-----+1ItT
I:II"
II,I
27 28
0- 107. 215.259
L.B. 9.86
770/lf 4+6RT
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
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).
1
L Ti-HL3Il~r.'
l.
gezeichnet fUr RT 58
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).
Nonobservance 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:'-4
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
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 prelapping and No. 500 for fini-
shing.
1984
RT (L.B)
RT
Where the damages are more serious it may be necessary to lightly remill 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
1
2
7a
SF 5a
'"
,@ 13
6a
8a
9
© 10
5b
7b
6a
7c
5c
@ DJIm--- 12
8
5c
gezeichnet fur RT 68
DRAWN FOR RT 68 2 107. 199.691
L.B. 1984
846/1c RT
L.8. 1984
Table of Contents
-'-"--------------------------------
Maintenance Instructions
Clearance Tables
Weights
Maintenance Schedule
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 9401 onwards) the tools and devices required for normal
maintenance work on the engine.
Under "Recommended special tools" (from page 94050 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 94060 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).
198?
SULZER
Group: 940
68 JACKS AND PUMPS
RT 76
84
Arrangement and Application Sheet: a
19
900kN
® ~ L'£
lII>odf!/ .~ 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 ~l24 1 107. 197. 397
i~
05"':19
(]) = Tightening/Looseningthe 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 .sl~
(£) = 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
JACKS AND PUMPS Group: g~.O
RT 68
76 Arrangement and Application Sheet: OA
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 Orings may become hard. We therefore
recommend to ensure correct lorking to keep allays a number of Orings 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:
9.84
SULZER
HYDRAULIC PRETENSIONING JACKS Group: g~O
RT76
Storage, Care and Spares Stock Sheet: Oc '-"
11.84
SULZER HYDRAULIC PRE TENSIONINGJACKS 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 pretensioned 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 pretensioning jack is suppl ied in the engine tool set. The fasteners are pretensioned wi th
the pretensioning 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 MOLYKOTEGREASE.
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
3
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
7
5
'
3 2a
2
/ 2b
2c
1 2d
~
2107.197.015
94252
6
5 $:
9
"
J
"--'
2
1 2a
2b
2c
2d
-10
11
1984
940/0g RT76
94260
~.a /3b/
13 3d
U .~13c
15
16 9
8
7
6
5
0-107. 199.692
~-9
94313 ~-8
H+..
1~- 4
"l'-. .....- - 3
B2b
2 107 199 696
9.84
940/0h RT 76
94314
8
9
10
3-107.159.018
94424
I-I 7b
2
3
2 107. 198.419
9. 84
940/0i RT 76
94706
6
-1---7
( ,3
1
11 .84
List of Tools for RT76 Engines
1984
List of Tools for RT76 Engines
••
Spanner type 360
1 Piece SW 19
Tool List for RT Engines (L.B.)
Description and
Code No. 9403 Sketch
application
Box spanner type 410
1 off AF 8/10
" " " 13/17
" " " 19/22
" " " 24/27
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)
5.84
Tool List for RT Engines (L.B.)
Description and
Code No. 9404 Sketch
application
~j¥)
Screw driver type 110
1 off b 6,5 mm ,----,'
" " b = 8 "
" " b = 10 "
" " b = 13 "
" " b 16 "
" " b 18 "
1983
List of tools for RT76 Engines
~ ~
"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 9406 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
---
~
. ~-
Jacking screw
4 off M 16 x 160
" II M 20 x 100
1983
Tool List for RT Engines (L.B.)
Description and
Code No. application 9407 Sketch
Accessory:
94101a 3 Extension
(also used for adjust-
ment of the camshaft
drive and PTO gear
wheels)
jM20
94111 1 Suspension bracket for l~ .
lifting main bearing
cover
Incl. 4 bolts
r-----:" 140 _ J
/
10.84
Tool List for RT Engines (L.B.)
1 Roller
1 Eye bolt 114
1 Split pin 5 x 56
1 Bolt M 30
1 Pin ¢ 35
x == 270 (RT58)
X 375 (RT76)
x
5.84
Tool List for RT Engines (L.B )
Description and 9409 Sketch
Code No.
application
~ .~
~ '.
~
......-
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 94010 Sketch
x
1.85'
List of Tools for RT76 Engines
94205
1984
:c21 ! ist for RT Engines (L.B.)
ana 94011a Sketch
Code No.
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)
Ii II
II II
1984
List of tools for RT 76 and 84 Engines
Description and
Code No. 94013 Sketch
application
9,84
List of Engines
- -~- -:-~-~;';"'- F; ;'; "~ ';";"'~ ~- - - ,"_'" .. ~, ..~
i (Description and
\ Code No. !application Sketch ,
;.-+:&r'L·~i
194263 11 Fitting and removing I
I
I
@
I
L-_....L...- L....- .. ,_J
Tool List for RT Engines (L.B.)
Description and
Kode No. 94015 Sketch
application
X=60mm
1.89
Tool List for RT 76 Engines
Description and
Code No. application 94016 Sketch
x = 320 mm
8.86
Tool List for RT Engines (L~
94278 1 Valve seat· grinding
device GC?mpl.
Accessories:
94278a 1 Pilot
94279 1 Gauge
for checking the ex-
haust valve seat wear
5.84
Tool list for RTEngines (L.B.)
Description and
Code No ap lication 94018 Sketch
~- - - X- - - - -I
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 -----<-.
1.85
L.B.
Tool List for RT Engines (L.B.)
Description and Sketch
Code No. 94019
Application
5.84
Tool List for RT76 and 84 Engines
".:J'
0
( b) (a)
5.84
List of tools for RT76 Engines
Description and
Code No. 94021 Sketch
application
'"--,,
(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)
K.Kstg. 1984
Tool List for RT Engines (L:B:)
Description 94022 Sketch
Code No.
a lication
5.84
Tool List for HT Engines (L.B.)
Code No. Description and
application <)110- 2) Sketch
RTS8
r
RT 68
RT 76
.
1''-
\'
RT ~8
x
L.B.
9.87
List of Tools for RT76 Engines
Description and Sketch
Code No. 94024
application
970
pin
-..:
1
__ 155 __
1984
List of Tools for RT76 Engines
Description and
Code No. 94024 Sketch
application
970
pin
-..::
t
10-- 155 __
1984
List of Tools for RT76 Engines
Description and
Code No. 94025 Sketch
Application
(UI~L! !~;
piston lower part (uti-
lizing also jacking
screw 94363)
I
....- - - - - - - 450 --------j
L )
6.87
Tool List for RT Engines (L.B.)
Description and 94026 Sketch
Code No.
application
X
83 mm (RT58)
5.84
List of tools for RTEngines (L.B.)
/
.... 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)
11.84
List of Tools for RT Engines (L.B.)
Description and
Code No. 94027a Sketch
application
X
,
94418 1 Support
..II
X 550 mm (RT 58)
X = 650 mm (RT 68) /
X = 700 mm (RT 76)
X 780 mm (RT 84)
X
1984
List of Tools for RT76 Engines
Description and 94028 Sketch
Code No. application
=
cc
cc
1984
Tool List for RT Engines (L.B.)
M 14xl,5
co
o
M14xl,5
1-
. 1
._. - - - 138 411
5.84
Tool List (L.B. )
Description and
Code No. Sketch
application
,eOO
94429 1 Hose pipe
(1500) bar
94432 1 Gauge I
for setting the cams I
X 390 mm (RT58) i
_ i
X = 450 mm
X
X
510 mm
545 mm
(RT68)
(RT76)
(RT84) :d
I
I
I
1/
11.84
Tool List for RT Engines (L.B.)
Description and 94030a Sketch
Code No.
application
I
~ . ..,1
114.......
1985
Tool List for RT Engines (L.B.)
Description and 94031 Sketch
Code No. application
5.85
Tool List for HT Engines (L.B.)
Code No. Description and 94032 Sketch
application
11.84
Tool List for RT Engines (L.B.)
Description and 94033 Sketch
Code No.
application
80
5.84
List of Tools for RT Engines(L.B.)
Description and
Code No. application 94034 Sketch
.. ..
en <.C
~
L...,,J
<-
94652 2 Cenring studs for re 0
'+
moving and fitting the 225 c.o
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
''
10.84
List of Tools for RT76 Engines
Description 81d 94036 Sketch
Code No.
application
94663a 1 Plate
with ~ screws M20
for
Cooler Type:
GEA-K 275/32/10/2 or
SERCK-K lOA
~8.l1
(for engines with P.T.O.)
TOOL LIST FOR RT ENGINES
Description and
Code No. 94037 Sketch
ap lication
L. B. 1984
(For Engines equipped with Balancer)
List of Tools for RTEngines (L.B.)
Description and Sketch
Code NO. 94038
application
L
"'
X = 1060 mm(RT68)
X 1260 mm(RT76)
X =: 1450 mm(RT84)
11.84
(',;Ji th EfficiencyBooster)
Tool for RT Engines (L.B.)
Description and Sketch
Code No. 94038a
a lication
4.87
(With EfficiencyBooster)
Toc1 List for RT Engines (L.fr.)
escription and Sketch
Code No. 94038b
pplication
1986
Tool List for RT Engines (L.B.)
Description and Sketch
Code No. application 94039
2.86
List of Tools for RT68/76 Engines
1983
•
(For Engines equipped with SIPWA)
List of Reco~mend Special Tools for RTEngines (L.B.)
180
60
11.84
Tool List for Reco~mende Tools for RT Engines (L.B.)
94287
12.87
Tool list for Recommended Special Tools for RT Engines (L.B.)
Description and
Code No. application 94050 Sketch
~ .'.
~ .
~
.,
~
0
~ ~
~
~
~
~
0.: .•:::.;
5.84
Recommended special Tools for RT76 Engines
Code No.
Description and
application
I 9,*0-51 I Sketch
I---- 640
1984
List of Tools Supplied on Loan Basis for RT Engines (L.B.)
Sketch
.- '>< .I
j
ing on the lower tie
L:
rod nut
X = 720 mm (RT58)
X = 815 mm (RT68) "
8.84