MIE 07-66-03 Issue 3 - Rev A - Class 66 Overhaul Policy

MANAGEMENT INSTRUCTION ENGINEERING MIE 07/66/03
Issue: 3
CLASS 66 LOCOMOTIVE OVERHAUL Rev: A
POLICY Date: July 2011
Page: 1 of 82
CLASS 66 LOCOMOTIVE OVERHAUL POLICY
Author: D Hawkridge:
Major Projects Engineer
Approved: T Shakerley:…………………………………………………..
Engineering Director
Authorised: P Maybury:…………………………………………………..
Chief Executive Officer
This is a proprietary technical publication issued by Freightliner, and is confidential. The technical publication
(including the data and information relating thereto) is not to be loaned, used, disseminated, reproduced, copied
or adapted, either in whole or in part for purposes other than for which it was supplied without the express
written approval of the Engineering Director.
Freightliner Group Ltd, 3rd Floor, 1 Eversholt street London NW1 2FL.
© Freightliner Limited 20010

Issue: 3
Page: 2 of 82
REVISION LIST
REVISION NO. PURPOSE DATE

1A ORIGINAL ISSUE 10/01/11
2A REVISED TO INCLUDE MINOR CHANGES TO THE 05/04/11

‘X’ AND ‘Y’ CONTENT AND ADDITION OF
APPENDICES 1-24
3A ADDITION OF RELIVERY TASK AND REMOVAL 13/07/11
OF COMPRESSOR OVERHAUL
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Table of Contents
1. Definitions 3
2. Reference Documents 3
3. Introduction 4
4. Methodology 4
5. ‘X’ Exam carried out at 22,000 MW HRS – In Carbody Engine Overhaul 6
6. ‘Y’ Exam carried out at 44,000 MW HRS - Out of Carbody Engine Overhaul 8
7. Exam sequencing 11
8. Appendix index 12
1. Definitions
M.I. Electromotive Diesels Ltd Maintenance Instruction.

L1-4 Regular maintenance.
L5 Overhaul maintenance.
E.M.M. Engine Maintenance Manual.
R.M.M. Running Maintenance Manual.
2. Reference Documents
Document No Description Date Revision

MIE 07/66/01 Class 66 Locomotive Maintenance January 2011 3A
Schedule
S00221ED JT42CWR-T1 UIC-II Emissions February 2006 First
Compliant Locomotive Running Edition
Maintenance Manual
E00118ED 645/710 Series Engine Maintenance August 2006 First
Manual Edition
M.I. 100 Crankcase main bearing steel bore January 1998 Rev C
alignment qualification
M.I. 316 Resurfacing of cylinder head January 1998 Rev C
retainers – 567 C, D & all 645 & 710
engines
SA_04_040 Oilpan endsheet cracking short July 2004 First
term containment & repair Edition
procedure
M.I. 317 Upper deck boring bar fixture January 2008 Rev C
Issue: 3
Page: 4 of 82
3. Introduction
Freightliner operates a fleet of class 66 locomotives across all three of its

operating businesses, Freightliner Ltd (also known as Freightliner
Intermodal), Freightliner Heavy Haul Ltd and Freightliner Poland Ltd.
This document defines the overhaul (Level 5) requirements for the fleet
across all three of its operating companies and covers the following major
components:
• Bogies
• Power Unit (Including Turbocharger)
• Main alternator (Including auxiliary alternator)
• Brake Frame equipment
This document sits alongside MIE 07/66/01, which defines the routine (Level
1-4) maintenance requirements for the class 66 locomotive that operate
across all three operating companies.
Note:
This document is a ‘live’ document and will evolve as further component

overhaul policies are derived and inspections are undertaken.
4. Methodology
During 2010 Freightliner Group Ltd embarked on an extensive project to

understand the condition of the highest Mega Watt Hour locomotive in the
fleet. Locomotive 66504, which was 11 years into its life cycle and had in
excess of 24,000 Mega Watt hours was chosen to donate its power unit,
main alternator and compressor for teardown and assessment by Brush
Traction Ltd at Loughborough. The findings, recommendations and
conclusions of this piece of work has resulted in the maintenance
periodicities and content detailed within this policy.
Appendices 1 through 24 provide details and photographic evidence from

the 66504 power unit conditional assessment exercise and should be used
alongside the E.M.D. publications referenced in section 2.
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The utilisation of the class 66 locomotives across the three operating

companies varies considerably, where the following is typical:
• Freightliner Intermodal locomotives average 180 MWHRS per

calendar month.
• Freightliner Heavy Haul locomotives average 140 MWHRS per
calendar month.
The maintenance intervals for the overhaul of the major components have
been split into the following counters:
• Mega Watt Hours for power unit and traction equipment (excluding
traction motors).
• Mileage for running equipment such as bogies and traction motors.
• Calendar for ‘life expired’ equipment such as rubberised
components, seals and hoses etc...
Issue: 3
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5. ‘X’ Exam carried out at 22,000 MW HRS – In Carbody Engine Overhaul
• Based on the monthly average Freightliner Intermodal fleet

utilisation of 180 MW hours this equates to a nominal 10 year Exam.
• Based on the monthly average Freightliner Heavy Haul fleet
utilisation of 140 MW hours this equates to a nominal 13 year exam.
5.1 Engine Task Description References
5.1.1 Drain lubricating oil and renew with fresh R.M.M. Section 5.9.3
charge of oil and new filters after M.I. 1761
overhaul work is complete Appendix 11
5.1.2 Renew all power packs for UTEX R.M.M. Section 3.17
E.M.M. section 5
Appendix 1, 2, 3, 5
5.1.3 Inspect & MPI head seats M.I. 316, M.I. 317, M.I.
318
Appendix 4 & 7
5.1.4 Renew new head seat rings R.M.M. section 3.2.2
E.M.M. section 5.1.1
M.I. 316
5.1.5 Renew new lower liner inserts R.M.M. section 3.2.3
M.I. 315
E.M.M. section 1.2
5.1.6 Inspect rocker arms and rocker arm R.M.M. section
bushing, renew as required 3.17.1.5
Appendix 8
5.1.7 Renew valve bridges and lash adjusters R.M.M. section 3.17.1
E.M.M. 2.3
Appendix 15
5.1.8 Inspect and re-qualify crankshaft R.M.M. section 3.5
E.M.M. section 6.3
Appendix 9
5.1.9 Renew thrust collars R.M.M. section 3.6
E.M.M. section 6.4
5.1.10 Renew lower main crankshaft bearings R.M.M. section 3.7
Inspection &
Qualification Guide
Issue: 3
Page: 7 of 82
5.1.11 Renew upper and lower connecting rod R.M.M. section

bearings 3.17.1.1
5.1.12 Inspect MPI engine mounting feet M.I. 318
Appendix 6
5.1.13 Inspect scavenging pump assembly, renew R.M.M. section 5.2.3.1
if required E.M.M. section 9.13
Appendix 17
5.1.14 Inspect front end gear train R.M.M. section 3.12
E.M.M. section 6.8
Appendix 12 & 13
5.1.15 Remove, teardown & inspect torsional R.M.M. section 3.17
vibration damper, renew if required E.M.M. section 6.6
Appendix 10
5.1.16 Inspect exhaust manifolds sections, renew R.M.M. section 3.21.2
if necessary E.M.M. section 8.15
Appendix 20, 21
5.1.17 Renew exhaust manifold base gaskets R.M.M. section 3.21.2
E.M.M. section 8.2.
Appendix 7
5.1.18 Inspect and MPI turbo adaptor screen R.M.M. section 2.21.2
E.M.M. section 8.2
5.1.19 Load bank Test Appendix 23
5.1.20 Clean, inspect & pressure test aftercooler R.M.M. section 6.9
assemblies E.M.M .section 10.4
5.2 Electrical Task Description References

Equipment &
Systems
5.2.1 Renew auxiliary generator RMM section 10.5
M.I. 3707
M.I. 1753
5.2.2 Renew auxiliary generator drive shaft M.I. 1753
rubber couplings
5.2.3 Renew engine speed magnetic pick up R.M.M. section 3.15
sensor
5.2.4 Renew EMDEC wiring harnesses EMDEC Operating &
Troubleshooting Guide
N00012EP
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6. ‘Y’ Exam carried out at 44,000 MW HRS - Out of Carbody Engine

Overhaul
• Based on the monthly average Freightliner Intermodal fleet

utilisation of 180 MW hours this equates to a nominal 20 year Exam.
• Based on the monthly average Freightliner Heavy Haul fleet
utilisation of 140 MW hours this equates to a nominal 26 year exam.
6.1 Engine Task Description References
6.1.1 Drain lubricating oil and renew with R.M.M. section 5.9.3
fresh charge of oil after overhaul M.I. 1761
work is complete Appendix 11
6.1.2 Renew all power packs for UTEX R.M.M. section 3.17
E.M.M. section 5
Appendix 1, 2, 3, 5
6.1.3 Renew new head seat rings R.M.M. section 3.2.2
M.I. 316
6.1.4 Renew new lower liner inserts R.M.M. section 3.2.3
M.I. 315
E.M.M. section 1.2
6.1.5 Renew rocker arms and rocker arm R.M.M. section 3.17.1.5
bushings E.M.M. section 2.5.2
Appendix 8
6.1.6 Renew valve bridges and lash R.M.M. section 3.17.1
adjusters E.M.M. 2.3
Appendix 15
6.1.7 Renew upper and lower connecting RMM section 3.17.1.1
rod bearings EMM section 3.2.2
6.1.8 Remove, teardown & Inspect RMM section 3.17
torsional vibration damper, renew if EMM section 6.6
required Appendix 10
6.1.9 Visually examine crankcase for M.I. 100, M.I. 317,
surface finish defects & MPI for M.I. 316, M.I. 318
fractures Appendix 4, 7 & 18
6.1.10 Inspect & MPI engine mounting feet M.I. 318
Appendix 6
6.1.11 MPI oil pan assembly M.I. 318
6.1.12 Inspect exhaust manifold sections R.M.M. section 3.21.2
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renew if necessary E.M.M. section 8.15

Appendix 20, 21
6.1.13 Renew exhaust manifold base R.M.M. section 3.21.2
gaskets E.M.M. section 8.2.
Appendix 7
6.1.14 Inspect and MPI turbo adapter R.M.M. section 2.21.2
screen E.M.M. section 8.2
6.1.15 Inspect scavenging Pump assembly, R.M.M. section 5.2.3.1
renew if required E.M.M. section 9.13
Appendix 17
6.1.16 Renew with Utex or overhaul main R.M.M. Section 5.3.1.1
oil pressure and piston cooling
pump
6.1.17 Examine crankshaft journals for R.M.M. Section 3.5.2
damage and alignment E.M.M section 6.2.2
Appendix 9
6.1.18 Renew camshaft bearings R.M.M. Section 3.10
6.1.20 Examine stub shaft assemblies R.M.M. Section 3.10
Appendix 15
6.1.21 Clean, inspect & pressure test R.M.M. Section 6.9
aftercooler assemblies E.M.M. section 10.4
6.1.22 Counterweight housing assembly RMM Section 3.10.5
MPI and repair as required M.I. 318
Appendix 16
6.1.23 Examine front & rear gear trains RMM Section 3.12
E.M.M. sections 6.8 &
6.11
Appendix 12 & 14
6.1.24 Inspect oil separator and ejector R.M.M. Section 5.7
assembly
6.1.25 Camshaft drive housing assembly R.M.M. Section 3.10
MPI & repair as required M.I. 318
Appendix 19
6.1.27 Renew Turbocharger and clutch R.M.M. Section 3.20.1
assembly E.M.M section 8.1.2
Appendix 13 & 22
6.1.28 Inspect auxiliary generator drive R.M.M. Section 3.11
assembly
6.1.29 Renew upper & lower crankshaft RMM section 3.17.1.1
bearings EMM section 3.2.2
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6.2 Electrical Task Description References

Equipment &
Systems
6.2.1 Renew auxiliary generator RMM section 10.5
M.I. 3707
M.I. 1753
6.2.2 Renew auxiliary generator drive M.I. 1753
shaft rubber couplings
6.2.3 Renew engine speed magnetic pick R.M.M. section 3.15
up sensor
6.2.4 Renew EMDEC wiring harnesses EMDEC Operating &
Troubleshooting Guide
N00012EP
6.3 Mechanical Task Description References

Equipment &
Systems
6.3.1 Overhaul compressor (including MIE 07/66/04
bottom end)
6.3.2 Renew compressor drive shaft M.I. 1753
rubber couplings
6.3.3 Renew Mechanical Blower Bearing & M.I. 1753
inspect blower fan impellor for
damage
Note:
Items deemed to be L1-4 or routine maintenance items, for example Fuel

Injectors, Water Pumps, Turbo Soak back pump, engine harnesses and engine
hoses are already incorporated into MIE 07/66/01 and are excluded from this
policy.
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7. Exam sequencing
6.1 Freightliner Ltd (Intermodal)
‘X’ Exam → ‘Y’ Exam → ‘X’ Exam

10 years → 20 years → 30 years
6.2 Freightliner Heavy Haul Ltd
‘X’ Exam → ‘Y’ Exam

13 years → 26 years
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8. Appendix index
Appendix No Appendix description Page No

1 Exhaust passageway debris in block 13
2 Heatshield fractures 14
3 Cooling tube fractures (p-pipe) 15
4 Head seat fractures 16
5 Upper liner bore fretting 18
6 Engine mount pan cracks 21
7 Block wear stepping 23
8 Cam follower roller condition 25
9 Crankshaft defects 28
10 Torsional vibration damper (pendulum 30
type)
11 Pan debris 36
12 Front end gear train auxiliary spring 37

drive
13 Accessory drive housing 41
14 Rear drive train (clutch) 43
15 Camshaft condition 45
16 Counterweight housing cracks 48
17 Scavenging oil pump defects 50
18 Coolant manifold rusting 52
19 Camshaft housing defects 54
20 Exhaust manifolds 56
21 Heat shield cracks 60
22 Aftercooler rusting 62
23 Load bank testing 64
24 Y exam pan crack weld repair 76
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Appendix 1 - Exhaust passageway debris in block
Check the Block for exhaust passageway heat shield fragments once the power
assemblies are out. The exhaust heat shields tend to fracture along their top
edges and the steel debris drops down onto the block exhaust deck. When the
Exhaust Manifolds are removed, these small damaging fragments can drop
unseen into the exhaust passageway. These fragments then find their way into
the Cylinder Head when the engine runs.
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Appendix 2 - Heat shield fractures
Fractured heat shield top edges are usually found as shown in these photos.
They are usually around the upper edge bolting points and render the heat
shield sections scrap, as both sides tend to tear out together.
The fractured heat shield debris can rest on the top of the Block and fall into
the exhaust passageways when the exhaust sections are removed, refer to
Appendix 1.
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Appendix 3 - Cooling tube fractures (p-pipe)
Cooling tube faults can be found on careful inspection. If the pipe was to fall
off or just separate, this would go undetected until serious Piston/Liner
troubles resulted on the power assembly concerned.
The spray tube also provides the lubrication to the piston pin and piston carrier
assembly, as well as providing a cooling flow. The pipe end should always
remain aligned with the piston recess. Use the EMD lining up tool (see EMM at
BDC for correct positioning).
.
Photo below shows silver solder fractured on a “P” Pipe. The pipe pulls out of
casting when twisted. Repair or replace the item. Realign correctly upon
reinstallation.
Issue: 3
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Appendix 4 - Head seat fractures
Although the head seats may appear to be suffering moderate grooving from
the seating ring, MPI is likely to show that the head seat faces have part
developed cracks, which are not necessarily visible to the eye.
Head seat seen as cracked when MPI applied. The crack goes down into the
cylindrical section. These defects, more than any other ageing feature on the
block, determine the first service life length of the engine in the locomotive.
All twelve need MPI application around the seat face, although the cracks tend
to start in the areas shown.
Issue: 3
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Head seat seen as cracked when MPI applied. These cracks can extend into the
bore itself in time. EMD Specs allow the weld repair of these defects in situ
and provide engine mounted tooling for the re-machining process.
All the seating faces show some degree of fretting and ridging which can be
machined out, even in situ with the specialist EMD machining attachments.
The Following documents apply:
• M.I 318 Field Weld repair of EMD Crankcases.

• M.I. 316 Resurfacing of Cylinder Head Retainers.
• M.I. 317 Upper Deck Boring Bar Fixture
Issue: 3
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Appendix 5 - Upper liner bore fretting
Upper bores can have significant fretting, which whilst still in dimensional
tolerance overall, need rectification. Excessive fretting results in a looser fit on
the Liner and accelerated fretting around its upper collar area.
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Upper Liner bore showing deep fretting (some exhibiting a stepped wear ridge).
This tends to be towards the outboard side, and similar effects are seen on the
Liners. (Damage to the left of the upper yellow tape). Whist they can be in
tolerance on dimensions, serious cases need repairing before accelerated
fretting of the Liners occurs (Weld and remachine, which can be done in situ
with EMD specialist tooling), Refer to MI 316 and MI 317 for methods and
equipment.
Upper liner bore deep fretting and ridging. All 12 bores need to be
measured, acceptable sizes lie between12.091” to 12.104”.
Issue: 3
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The Upper liner bores can show ridging and the worst ones can be deep fretted
as well. No attempt is made to quantify this in the EMD specs, but fitting good
liners in these bores will accelerate fretting and reduce the contact and sealing
quality.
Issue: 3
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Appendix 6 - Engine mount pan cracks MPI on ‘X’ exam
Carry out containment as specified in E.M.D. Service Advisory SA-04-040.
The photograph below shows a full depth crack in the engine front left mount
web adjacent to #7 cylinder usually occurs on the 710 – 12N engine to varying
extents and is usually visible upon inspection.
Front Left crack, in the “usual” place. Shown inverted, this is a moderate
example.
Front left full depth crack, commonplace on these engines. This showed as full
through when MPI tested on rear of plate. The crack tends to extend back into
the curved infill plate as it develops.
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Internal view of the full depth crack in the Front Left engine mount web.
(Note the lack of the weld continuation around the corner).
The repair process is in line with specific instructions, as no MI covers this

defect. However E.M.D. Service Advisory SA-04-040 does provide instruction on
this type of repair.
Notes on repair processes:
The ‘Y’ Exam repair procedure allows access to the rear of the crack by
inverting the Pan and working from the inside.
Issue: 3
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Appendix 7 - Block wear stepping
An example of head seats all showing minor ridging and fretting, but no obvious
cracking. Lower liner bores all unfretted and mid spec. The wear step is quite
obvious on all four top end frames, and is worst under the crab plates. This is
easily visible on the head frame ends and is easily measured. (Bottom left photo,
above and below yellow tape).
Issue: 3
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An example of exhaust top deck wear ridge under an exhaust manifold foot,
exceeding 0.010” at this point requires repair (weld and remachine). Refer to
MI 318.
Issue: 3
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Appendix 8 - Cam follower roller condition
Most rollers will be in good reusable condition, but a few may have evidence of
side loading and/or may be beginning to show surface break-up and are hence
scrap.
An example of typical good condition of all three cam follower rollers.

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An example of rockers with significant surface defects developing on

both valve rollers. These are to be rejected.
Typical exhaust roller surface defects. Scrap condition.

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Surface pitting on a valve roller. Scrap condition.

Issue: 3
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Appendix 9 – Crankshaft defects
Crankpins with built up defects and light grooving can be easily rectified, but
otherwise the hardened crank can be in excellent condition.
Main Bearing journals measure around 1.6 to 2.5 thou up on minimum reuse
size at ‘X’ exam. Connecting Rod crankpins measure as 1.6 to 2.4 thou up on
minimum reuse size at X exam. Any light damage on the crank pins can be
cleaned out by skilled handwork with a stone, leaving a serviceable Crankshaft.
The EMD’s “Inspection & Qualification Guide” gives evidence of recognised

main bearing wear with pass and fail criteria.
The normal wear patterns are evident, through to the bronze in places, with
some scoring. Much more prevalent is the amount of overlay relocation or
smearing (basically melt out and movement) of the surface. This is probably
due to dry starting of the engine after the oil film has broken down, an effect
bound to be seen on engines without lube oil priming pumps.
Fortunately, the soft bearing surfaces seem able to take damage and not inflict
injury on the crankshaft’s hardened journals. Smearing and tear out of the
overlay is commonplace, unlike the Big End bearings, which suffer greatly from
cavitation erosion pitting instead. The Upper Bearings are often all fit for reuse
if required, the Rear #7 is the only one with significant wear usually.
Close up of a built up lump on a Crankpin.

Issue: 3
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Relationship between damage on the bearings and lump on crankpin.

bearing damage limited to deep scoring.
Detail of the scoring and lump on a crankpin. This was the only damage
on this crankshaft.
Issue: 3
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Appendix 10 - Torsional vibration damper (pendulum type)
The tuned pendulum style torsional vibration damper can be found to have
significant defects with its ‘odd’ weight mechanism and may have suffered
enough damage to render it scrap. The EMD documentation does not detail the
required quality of surface finishes on hardened pins and contact surfaces, but
on critical components such as this they need to be almost as new to be safe
for reuse. This item can be well into the first stages of break-up.
The damaged pins and pockets belong only to the ‘odd’ tuned lobe and suggest
that this is working well beyond safe fatigue limits. Unique to the 12-710N
series, this failure mode has no previous EMD history to refer back to unlike
most other engine components. Without more comparative data from
examining other high hours engines, it is difficult to estimate the rate of failure
of the T.V. damper and how long it could be left to run before catastrophic
failure occurs. Until the Damper is dismantled, the damage is difficult to
access.
T.V. damper disc breakouts. “Odd” segment lobe only, other three pairs
undamaged.
Issue: 3
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T.V. damper fractures, debris from these found in Pan. Pan debris of this type
can be an indicator of T.V. damper state.
Worn end frames due to roller end contact.

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Worn roller.
Issue: 3
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Bore roller pocket fretting
Cracking at point of roller contact

Issue: 3
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Breakout on pivot contact
Inner recess wear

Issue: 3
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Bore wear and breakout at contact point.
Bore wear and break out. All the defects shown in this section render the
complete Damper scrap.
Issue: 3
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Appendix 11 - Pan debris
Hardened steel debris breakout found in pan. Found to be from T.V. damper,
see Appendix 10. With the oil drained, search the Pan for metallic debris and
attempt to identify it. (This is most important on the ‘X’ Exam when the engine
remains in situ).
Issue: 3
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Appendix 12 - Front end gear train auxiliary drive condition
This is the resilient gear drive for the pumps at the front (free) end of the
engine. Examination can reveal some modest wear trends, but the EMD
requalification information does not adequately quantify the allowed wear on
the running surfaces to give a clear verdict on this assembly. There is no
requalification data for the compression springs, so assessment on this item is
uncertain. However, it is probable that overhaul with new springs could be
adequate as the wear in the recesses are not severe and will not affect its
performance or lead to failure.
Light wear on end frame recesses, rear.

Issue: 3
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Light wear on front end frame recesses
Front recess wear detail.

Issue: 3
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Broken section, cause unknown. Still fit for use.
Light wear on drive segment spring seat

Issue: 3
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Accessory drive gear in good condition. Typical example of gear tooth

condition for reference.
Issue: 3
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Appendix 13 - Accessory drive housing
This is a single piece aluminium casting, machined with steel inserts for the
screw threads. Being aluminium, this needs to be Dye Penetrant NDT checked
when removed. This may be found free from cracks, although some previous
welding may have been done internally at manufacturing to correct casting
defects. If found to be crack free, this is good for use, if not it can be
repaired.
The casting appears to be in good condition generally without cracks or thread

defects.
Issue: 3
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A typical Aluminium casting repair, centre of photo, round circular aperture.

Issue: 3
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Appendix 14 - Rear drive train (clutch)
This critical drive train consists of the crankshaft Idler, the clutch, and Left
and right camshaft drive gears.
The roller clutch may have suffered some degree of wear, which is not
quantified in the EMD data. Surface finish quality on worn components is also
not quantified. Whilst still serviceable, the inclined locking surfaces will have
been worn by the rollers. This assembly is so critical that it probably needs at
least a partial renewal in this area.
Centre section with rollers, some wear evident on inclined planes and one
through hole is oval
Issue: 3
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Clutch centre spigot in moderately worn condition.
Rollers and inclined planes. Some wear on both.

Issue: 3
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Appendix 15 - Camshaft condition
Some wear on the outermost thrust face of the rear first camshaft section may
be found on inspection. This may correspond to a severe wear down of the
adjacent bearing face.
This section needs re-machining on this thrust face to requalify it, but this may
put it out of reuse spec as only 7 to 25 thou thrust clearance is permissible with
new bearings. It is unclear why this wear can occur on this face alone, unless
dirt ingress starts it off from the bearing side.
Exhaust and Injection Cams in serviceable condition. Some offset wear on

Injection Cam.
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Injection Cam with some superficial pitting and staining.
Injection Cam with some offset loading apparent

Issue: 3
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Typical condition of Exhaust and Injection Cams.

Issue: 3
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Appendix 16 - Counterweight housing cracks
This aluminum casting may be found to have cracks in unexpected areas,

namely the joint faces to the engine at the Block to Cover Assembly interface.
dye penetrant testing is used to explore further when removed. The face
sealing gaskets may also be damaged in this area, indicating a heavy sheer load
is apparent across this joint.
The casting needs TIG weld repairs implementing in the damaged areas to
requalfiy it.
Frame cracks found where the Head Frame to Top Deck joint crosses the
casting.
Issue: 3
Page: 49 of 82
Dye Penetrant result.
Dye Penetrant result.

Issue: 3
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Appendix 17 - Scavenging oil pump defects
The scavenger pump body may be scored by debris drawn into the pump
through the coarse Ice cream box strainer assembly. The housing end faces
and gear end faces are critical surfaces for pump performance and need to be
checked for damage. End clearances are specified on the pump requalification
data, but not surface finish.
Grooving in casting
Issue: 3
Page: 51 of 82
Damage on gear ends.
Deep grooving at gear face contact points

Issue: 3
Page: 52 of 82
Appendix 18 - Coolant manifold rusting
The steel airbox coolant manifolds are installed at engine build and remain in situ
until ‘Y’ exam. Examine the extent of the internal rusting as the pipe is thin
walled and may perforate if severely pitted. (Replacement requires engine
removal).
Flanged end of Manifold, rust evident.

Issue: 3
Page: 53 of 82
Rusty internals. This engine exhibits evidence of running for a time with
untreated/undertreated water. Deep pitting, exceeding 30% of the wall thickness
of the steel manifold tube, should be considered as the scrapping size.
Issue: 3
Page: 54 of 82
Appendix 19 - Camshaft housing defects
This is a steel fabrication and when checked with MPI when removed may be
found to have some weld/defects around the 90 degree corners.
Defect at weld.
Issue: 3
Page: 55 of 82
Defect at corner weld. The imperfect welds are not cause to reject the assembly,
but are the most likely start point for cracks. If MPI shows it to be free of cracks,
It can be reused without further work.
Issue: 3
Page: 56 of 82
Appendix 20 - Exhaust manifolds
The 710 exhaust system and is made up of 3 sections, all of which may exhibit
multiple cracking.
Only upon clean up and MPI testing does the extent of the cracks become
evident. Any weld repair to the manifolds needs to be done properly to an
approved spec, otherwise they will fail again quickly. Noteworthy is that heavy
thread grooving may be evident in the outer bolt holes of the Riser Foot.
Tapered section, white areas are MPI zones.

Issue: 3
Page: 57 of 82
Middle section, white areas are MPI zones.
Cracks inside feet on MPI testing..

Issue: 3
Page: 58 of 82
Cracks through welds on inside of feet.

Issue: 3
Page: 59 of 82
Cracks in welds on outside of Risers.
Crack in Riser.
Issue: 3
Page: 60 of 82
Appendix 21 – Exhaust heat shield cracks
This simple and effective heat shield system suffers some obvious damage,
mainly top flange fractures.
The damaged sections are best replaced complete.
Heat shield breakouts on top edges

Issue: 3
Page: 61 of 82
Top flange breakout, can be both sides.

Issue: 3
Page: 62 of 82
Appendix 22 - Aftercooler rusting
Like the coolant manifolds, the aftercooler matrix tube plates and end castings
may show significant rusting, indicating the use of inadequately treated water in
the coolant system.
Pressure testing should be under taken in accordance with EMM Section 10.9.
Aftercooler core (Copper tubes, steel tubeplates).

Issue: 3
Page: 63 of 82
End cover removed from core. End casting has significant rusting of internals.
Rusty condition of core end plates. Check coolant make up. These aftercoolers
are able to tolerate heavy rusting, but is not desirable.
Issue: 3
Page: 64 of 82
Appendix 23 - Loadbank testing
Engine performance test
The Loco is load tested on the 0.19 ohms load resistor setting and a combined
set of EMDEC and EM2000 data need to be taken for each engine load point.
(This gives a more complete picture of the important engine data as neither
system covers the data adequately on its own).
All eight notches are tested for at least 20 minutes each, with a longer Notch 8
run included which allows exhaust stack riser temperatures to be taken with an
infra red sensor gun.
The following results sheets give typical or expected data at each load notch, the
final result being the half hour full load result when the exhaust temperatures are
taken.
Issue: 3
Page: 65 of 82
Notch 1 Load EMDEC/EM2000 Readings

Issue: 3
Page: 66 of 82

Issue: 3
Page: 67 of 82

Issue: 3
Page: 68 of 82
Notch 4 Load EMDEC/EM2000 readings

Issue: 3
Page: 69 of 82

Issue: 3
Page: 70 of 82
Notch 6 LOAD EMDEC/EM2000 READINGS

Issue: 3
Page: 71 of 82

Issue: 3
Page: 72 of 82

Issue: 3
Page: 73 of 82
Notch 8 EMDEC/EM2000 Readings Soak Test Result

Issue: 3
Page: 74 of 82
Notch 8 soak test result
Exhaust Riser Temperatures, Notch 8, 30 minutes Max allowed 485oC. Min

allowed 400 oC.
Crankcase depression should be -5 to -11 inches of water gauge at this load

point.
Notch 8 traction output power should be in the range 2850hp to 2950hp

(uncorrected electrical).
Air box pressure should be approx 25psi, with nil smoke even under transient
conditions.
Return to Notch 1 should result in Oil Pressure being greater than 30psi and
stable.
Take Oil Sample at end of load run. This should comply with the typical
reference result included.
Engine must start without use of ether or easy start when cold.
Issue: 3
Page: 75 of 82
Typical engine load characteristic
.
Issue: 3
Page: 76 of 82
Appendix 24 – ‘Y’ exam pan crack weld repair
See E.M.D. service advisory SA-04-040 which details the out of carbody repair to
an engine with Pan Cracks in the area of the Front Left Engine Mount.
With the engine Pan removed from the Block remote point and crack detect the
End Frame to access the extent of the defect.
The inside of the engine foot is prepared and welded first, then crack detected.
Refer Fig 1 below.
Fig 1 Weld Preparation –Inside of End Frame
View of inside of the engine mount pocket. Ball Ended rotary burr cutter is used
to remove metal along the line of the crack to half depth. (Dye penetrant reveals
the path of the crack and the weld prep is taken just beyond its detected exteme).
Issue: 3
Page: 77 of 82
The Ball Ended Cutter allows preparation around the foot pad. This weld prep is
then crack detected to ensure elimination of defect.
Fig 2 Internal Weld detail.
Repair weld extends onto foot pad and around corner. (Direction of welding is
toward camera). Weld is not ground back. Fillet is built up in the previously
unwelded corner.
The outside (Front) of the End Frame is addressed second, with preparation as
per Fig 3.
Issue: 3
Page: 78 of 82
Fig 3 Weld Preparation – outside on End Frame
This typical weld prep is done with a pointed rotary burr and extends along the
line of the crack to half depth. (Dye penetrant reveals the path of the crack and
the weld prep is taken just beyond its detected exteme).
Issue: 3
Page: 79 of 82
Fig 4 Weld Preparation – outside corner
The crack usually starts where the weld finishes between the foot pad and the
End Frame. As part of the repair, this weld is extended as far along and around
the pad as is practical, to join up with the repair weld at the back.
The completed external welds are ground back and all welds crack detected to
qualify the procedure.
Welding Procedure. Brush Traction PS20014 covers the details of welding

methods on this type of defect.
Issue: 3
Page: 80 of 82
Note that heat treatment and remachining should not normally be required for a
crack of this size and location if this procedure is followed. (Flatness of the
engine mounting Pads is retained well within limits).
Fig 6 Repair complete and ground back. This is then crack detected on
both sides.
Issue: 3
Page: 81 of 82
Fig 7 Repair complete and ground back on End Frame. This shows
typical Weld extension ground corner.
Issue: 3
Page: 82 of 82
Fig 5 Finished End Frame weld repair ground back and crack detected ready for
reuse.

MIE 07-66-03 Issue 3 - Rev A - Class 66 Overhaul Policy

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MIE 07-66-03 Issue 3 - Rev A - Class 66 Overhaul Policy

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MANAGEMENT INSTRUCTION ENGINEERING MIE 07/66/03

CLASS 66 LOCOMOTIVE OVERHAUL POLICY

© Freightliner Limited 20010

REVISION NO. PURPOSE DATE

2A REVISED TO INCLUDE MINOR CHANGES TO THE 05/04/11

M.I. Electromotive Diesels Ltd Maintenance Instruction.

Document No Description Date Revision

Freightliner operates a fleet of class 66 locomotives across all three of its

This document is a ‘live’ document and will evolve as further component

During 2010 Freightliner Group Ltd embarked on an extensive project to

Appendices 1 through 24 provide details and photographic evidence from

The utilisation of the class 66 locomotives across the three operating

• Freightliner Intermodal locomotives average 180 MWHRS per

5. ‘X’ Exam carried out at 22,000 MW HRS – In Carbody Engine Overhaul

• Based on the monthly average Freightliner Intermodal fleet

5.1 Engine Task Description References

5.1.11 Renew upper and lower connecting rod R.M.M. section

5.2 Electrical Task Description References

6. ‘Y’ Exam carried out at 44,000 MW HRS - Out of Carbody Engine

• Based on the monthly average Freightliner Intermodal fleet

6.1 Engine Task Description References

renew if necessary E.M.M. section 8.15

6.2 Electrical Task Description References

6.3 Mechanical Task Description References

Items deemed to be L1-4 or routine maintenance items, for example Fuel

6.1 Freightliner Ltd (Intermodal)

‘X’ Exam → ‘Y’ Exam → ‘X’ Exam

6.2 Freightliner Heavy Haul Ltd

‘X’ Exam → ‘Y’ Exam

Appendix No Appendix description Page No

12 Front end gear train auxiliary spring 37

Appendix 1 - Exhaust passageway debris in block

Appendix 2 - Heat shield fractures

Appendix 3 - Cooling tube fractures (p-pipe)

Appendix 4 - Head seat fractures

The Following documents apply:

• M.I 318 Field Weld repair of EMD Crankcases.

Appendix 5 - Upper liner bore fretting

Appendix 6 - Engine mount pan cracks MPI on ‘X’ exam

Carry out containment as specified in E.M.D. Service Advisory SA-04-040.

The repair process is in line with specific instructions, as no MI covers this

Notes on repair processes:

Appendix 7 - Block wear stepping

Appendix 8 - Cam follower roller condition

An example of typical good condition of all three cam follower rollers.

An example of rockers with significant surface defects developing on

Typical exhaust roller surface defects. Scrap condition.

Surface pitting on a valve roller. Scrap condition.

Appendix 9 – Crankshaft defects

The EMD’s “Inspection & Qualification Guide” gives evidence of recognised

Close up of a built up lump on a Crankpin.

Relationship between damage on the bearings and lump on crankpin.

Appendix 10 - Torsional vibration damper (pendulum type)

Worn end frames due to roller end contact.

Bore roller pocket fretting

Cracking at point of roller contact

Breakout on pivot contact

Inner recess wear

Bore wear and breakout at contact point.

Appendix 11 - Pan debris

Appendix 12 - Front end gear train auxiliary drive condition

Light wear on end frame recesses, rear.

Light wear on front end frame recesses

Front recess wear detail.