Tightening torques of threaded connections of the engine d 240

The cylinder block and the head of the diesel block D-240
The cylinder head of the D-240 engine of the MTZ-80, MTZ-82 tractor is a
cast iron machined casting. The intake and exhaust manifolds are
attached to the side of the head. Between the head and the collector
there are gaskets made of asbestos fabric.
Eight guide bushings are inserted into the cylinder head of the D-240
internal combustion engine cylinder, into which intake and exhaust
valves are inserted. Bottom in the head there are slots for valve plates.
To improve the cooling of the nozzles, they are placed in brass cups.
Sealing washers are installed underneath the bottoms of the glasses. The
glasses are pressed to the washers with nuts screwed into the head.
D-240 engine connecting rods are steel, stamped. A bimetallic sleeve
(steel with a layer of bronze) is pressed into the upper head. To lubricate
the piston pin in the upper head of the connecting rod and sleeve there is
a hole.
According to the inner diameter, the bushings are sorted into two size
groups: with a large diameter they are marked with black paint, with
smaller ones - yellow. The lower head of the connecting rod is
detachable. The connector is made oblique to ensure the passage of the
lower part through the sleeve during installation. The cover is attached to
the connecting rod with two stainless steel bolts locked with a lock plate.
The main defects of the cylinder head of the D-240 engine of the MTZ-80,
MTZ-82 tractor include: warpage of the connector plane, wear of the inner
surfaces of the guide bushings, valve chamfers and valve seats; the
presence of cracks in their jumpers; burnout of seats under the seal of
nozzles or its glass.
When conducting a technical examination of the cylinder head of the
MTZ-80, MTZ-82 tractor, use the table. Drowning of valves in the head
seats without removing it from the cylinder block can be determined by
the protrusion of the suction valve rods relative to the surface of the
cylinder head.
To do this, alternately install the pistons in. MT on the compression
stroke and measure the distance from the end of the valve stem to the
head of the block. If the protrusion of the valve stem exceeds the figures,
then this indicates the maximum wear of the valve plates and their seats.
At the same time, the degree of wear of the camshaft cams can be
determined. To do this, scroll the crankshaft of the diesel engine until the
valve opens completely (with the thermal clearance set for the cold
diesel engine) and measure the distance from the rod to the cylinder
head.
The difference in distances measured with closed and fully open valves,
determine the amount of movement of each valve. If the valve
displacement exceeds the permissible values, the diesel camshaft is
replaced.
After these measurements, the cylinder head is removed from the D-240
diesel engine and subjected to further examination. Measure the warpage
of the plane of the cylinder head connector with a probe and a straight
edge.
When dipping valve plates of more acceptable sizes, the head is replaced.
If these dimensions do not exceed the allowable, then they disassemble
the cylinder head of the D-240 engine and repair. For air inlet and exhaust
products, it is necessary, at a certain angle of rotation of the crankshaft,
to connect the cylinders with the intake and exhaust manifolds. This is
ensured by the overhead valve timing mechanism.
The mechanism of gas distribution (GRM) ICE D-240
During operation of the tractor engine MTZ-80, MTZ-82, the crankshaft
rotates a camshaft having cams 13 through gears 1, 2 and 14 (Fig. 1). At
the right time, the cam comes to the cam follower 12, lifts it, the rod 11
and short the rocker arm 7. In this case, the rocker rotates around axis 8
and presses on the valve stem 3 with a long shoulder, additionally
compressing the spring 5 and opens the valve.
The valve closes under the action of the same spring. Each cylinder has
two valves - inlet and outlet. The smooth raising and lowering of the
valve, and the duration of its opening is ensured by a certain cam profile.
Fig. 1. Diagram of the valve timing of the engine D-240
1 - a gear wheel of a cranked shaft; 2- intermediate gear; 3 - valve; 4 -
guide sleeve; 5 - spring: 6 - thrust plate; 7 rocker; 8 - the axis of the
rocker; 9 - a lock-nut; 10 - adjusting screw; 11 barbell; 12 - a pusher: 13 - a
camshaft cam; 14 - camshaft gear
The necessary sequence of opening the valve of the D-240 engine is
achieved by the corresponding placement of the cams on the shaft. Since
the duty cycle of a four-stroke engine occurs in two revolutions of the
crankshaft, and the intake and exhaust valves during this time should
open only once, the camshaft rotates twice as slow as the crankshaft.
This is achieved by installing on the camshaft a drive gear 14 having
twice as many teeth as the crankshaft gear.
The D-240 valve should open at a certain position of the piston in the
cylinder. The consistency of the gas distribution and crank mechanisms
is ensured by connecting the distribution gears according to specially
applied marks. During engine operation, the parts of the mechanism heat
up and expand.
So that the tight fit of the valve in the seat is not violated, a thermal
clearance is set between the valve and the rocker arm with the adjusting
screw 10 (for different engines it is in the range of 0.3-0.5 mm). A small
gap, and, consequently, a loose fit of the valve in the seat, leads to the
breakthrough of hot gases through the cracks and overheating of the
valve (it is possible warpage of the valve plate and burning of its bevel).
In the case of an increase in the gap, there are loud knocks that are well
audible when the engine is running. In addition, the time is shortened and
the opening of the valves is reduced, as a result of which the cleaning of
the cylinders from the combustion products deteriorates and their filling
with a fresh charge decreases.
In order to extend the valve opening time and improve the filling and
cleaning of the cylinder, the valves open with a certain advance (before
the piston arrives bw), and closes with a delay (after the piston passes
bm), then there is a valve opening duration of more than 180 ° crankshaft
rotation.
Basic dimensions and adjusting parameters of cylinder head parts and
timing of D-240 diesel
The protrusion of the valve stem, mm (normal / permissible) - 56.0 - 57.2
Valve movement, mm (normal / permissible) - 10.2 - 9.0
Warping of the plane of the cylinder head connector, mm - 0.15
Dipping valve disc, mm (normal / permissible) - 0.4-0.7
Permissible internal diameter of the valve sleeve, mm - 11.10
Permissible compression of the external valve springs to a working
height, N - 148
Working height of the spring, mm - 54.0
Compression of internal valve springs to a working height, N - 74
Working height, mm - 48.5
Permissible diameter of the valve stem, mm - 10.85
The inner diameter of the rocker arm, mm - 19.02-19.05
The diameter of the axis of the rocker arm, mm - 18.98 -19.00
Crackers of valves and valve springs of the D-240 engine are removed
with a special device. If the valve seat has cracks, then the head is
returned for repair. The removed valves are marked, and then the
diameter of the rod is measured and the runout of the chamfer and the
bend of the rod are checked. The beating of the chamfer of the valve and
the bending of the rod relative to the axis of the valve should not exceed
0.03 mm.
If there are traces of burnouts, sinks on the chamfer of the valves, the
working surface of the chamfer of the plate is processed on special
grinding machines. The working facet of the inlet valve of D-240 diesel
engines is ground at an angle of 45 °. After removing traces of wear, the
width of the cylindrical part of the valve disc should be at least 0.5 mm.
The directing valve sleeve of the D-240 internal combustion engine valve
is replaced when the internal hole for the valve stem is worn or the fit in
the cylinder head is weakened.
When weakening the fit of the sleeve in the head from the spare parts,
select the sleeve with the greatest deviation in outer diameter, lubricate
it with epoxy glue without filler and press it into the head. After installing
the guide bushings process the valve seat with a planetary grinding
device.
In case of risks, sinks and burn marks on the working chamfer, the valve
seats will initially grind the chamfer to remove any signs of wear and
measure the degree of flushing of the valves with the new valve. If it is
within acceptable limits, then continue to process the valve seat. The
lower (outer) edge of the working bevel of the valve seat in the cylinder
head is treated with a grinding wheel with a cone angle of 150, and the
upper (inner) edge is 60 °.
The width of the working facet of the socket for the intake valves of the
D-240 internal combustion engine should be 2.0 ... 2.5 mm and for the
exhaust - 1.5 ... 2.0 mm.
After processing, the valve plates and its seats mutually wipe them. If all
valves and their seats are repaired, then they grind on the machine. When
repairing one or two valves, they are rubbed with a pneumatic device
using a paste from a mixture of micropowder with industrial or motor oil.
During grinding, during rotation of the valve of the D-240 diesel engine, it
is periodically lifted. From time to time, check the condition of the
grinding facets of the valve and the socket. The upper edge of the opaque
strip of the working chamfer should be located at a distance of not less
than 0.5 mm from the cylindrical belt of the valve disc.
If the matte strip is significantly lower or higher than the girdle, then the
valve seat is again treated with grinding wheels with a cone angle of 60
or 150 ° and the valve and socket are again rubbed.
Before assembling the valves D-240 check the elasticity of the valve
spring on the device. If the parameters are outside the permissible limits,
the springs are replaced.
In some cases, to compensate for the length and compression force of
the spring, special washers are installed under them, the thickness of
which can be determined by the formula for the intake valve A \u003d B -
1.3 mm, for the exhaust valve A \u003d B - 1.8 mm, where B is the actual
valve drowning value measured after valve seat repair. After assembling
the valves, the protruding crackers above the plane of the spring plate
should be no more than 0.5 mm, drowning - 1.3 mm.
To control the tightness of the engine valves, the inlet and outlet
channels of the cylinder head are filled with kerosene. It should not leak
out for 1.5 minutes. Before installing the axis of the rocker arm assembly,
check the technical condition of each rocker arm.
If the rocker arms have recesses of more than 0.3 mm on the strikers,
their surface is grinded to remove any signs of wear. Non-parallelism of
the working surface of the rocker arm should be no more than 0.05 mm. If
necessary, check the inner diameter of the holes of the rocker arms. The
permissible gap between the sleeve and the axis of the rocker arm is not
more than 0.15 mm.
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›Repair of cylinder head d240.ch3

Proceeded to repair the cylinder head.

He fastened his head to the stand, so it’s more convenient to work.
I checked the plane with a straightedge. It does not need polishing.
An autopsy showed the following. Valve guides - huge backlash. There are
no valve seals, and they are not provided for by construction. On guides of
landing under caps are absent. Valve seats are killed. The valves
themselves are also killed. Valve plate is very worn. The rod itself has a
large output.
Valves are heavily sagged - wear is critical. On the d240, the valve seats
do not change. On the d245, the seats are interchangeable.
I didn’t bother with the insert of new saddles, my qualification of “Bosco-
maker” is not so high yet. Give to someone? Long and expensive. Do not
understand how they will do it.
He decided to replace the valve guides, the valves themselves, valve
springs, put oil scraper caps, and restore the geometry of the seats on
their own.
The reason for the oil intake became clear, as can be seen from the
condition of the intake valves. They are all in oil.
On the broken valve guides, oil drove like a pump. It is interesting that the
engine was made relatively recently. Repair consisted of replacing liners,
piston liners. And that’s it. When replacing the connecting rods were not
hung out, which gave a wild vibration during operation (imbalance 210
grams). Killed Bosko - poor compression and oil intake. So much for the
repair. And not a little money was spent. Someone from the minders said
70 percent of engine malfunctions are dead heads. This is common sense.
The sense of the repair 0.
Getting to work, I decided to take the path of least resistance. Do not
make trouble where you can do without it. Started by pressing guides.
Ancient, broken and tightly soured. He ground the simplest punch.
None of them succeeded. Beats flares and breaks off the end of the
bushings. I made the option more difficult for the stud by 10. On one side
of the boss, on the other a nut to create effort. Such a micro-stripper. He
tore the hairpin in half. Don `t move. Made a reinforced hairpin. Tore the
thread. Don `t move. I couldn’t take it quickly.
I had to make a puller - press tool. Like in the video from Yevgeny
Travnikov on YouTube.
I downloaded the drawings from one comrade on the Drive 2 forum. I will
post Nick if I find it. (Found it by search in Yandex). He posted the
drawings publicly. For which many thanks to him. Spent an evening of
time. And not in vain. Hard, but off. First clicks, then goes. I figured that
using a punch to remove the guides is bad. The end breaks anyway. It
becomes thicker than the guide body. And this thickening breaks the
landing. The next sit down is no longer so.
I bought a set of new guides.
The seller advised to put KAMAZ valve stem seals. Softer rubber and
springs. Modified purchased guides on the machine. He made a little
landing and made a side at the exit so that the caps would not come off.
Pressed puller. It’s very convenient to control the distance. Thread pitch
22x1.5. Each revolution is 1.5 mm. You do an intermediate measurement,
and spin the speed to the desired length.
With springs did not set. The store brought such junk that I decided to
leave the old ones. Just check them for stiffness, using a homemade
device. If they are in the admission - I will deliver.
He checked the dimensions of the new valves with a micrometer.
To adjust the guides bought an adjustable sweep.
It clamps into the tap holder. Dimensions are set by moving the cone
bushings along the threaded rod. Simple construction. Hundreds catches.
I tried to use a low-speed power drill first. To speed up the process. I
almost broke the scan. I had to pens. I noticed that the sleeves on the
reamer should be tightened harder. So does not bite.
Configured the valve to "lower". At nominal clearance, an oiled valve
should fall under its weight smoothly. Not perfect, but it worked out. Two
valves go a little faster than the rest. I shot a video.

I noticed that it is necessary to blow out cast iron dust more often, when
scanning.
To restore landings under valve plates, I had to buy a set of cones. (I
basically didn’t want to give it to someone to do it.) I managed to find out
that there are three types of cones on the market. Neway expensive
quality, with a stationary pilot. 22 tr Expensive. Ukrainian or Belarusian
counterpart. 8t.r. It’s expensive for me.
The product of the SAI company (special car tools, like the Rostov
company) price 2.8t.r. I took such a set.

And after a while I realized that I was mistaken twice. On the box it was
written "For the repair of MTZ engines, Goby." The seller claimed that it
was suitable for my engine. I lied. This is for d245. It turns out they have
different valve seats. Different angles. Set replaced, lost time. Brought a
new set. The quality of the junk.
Cone landing on the pilot made poorly.
The castings are rough. Several carbide
soldered broken.
Went replaced again. He was angry. Surprised sellers. They know that
they sold low-quality and they do not care. Someone take it.
However, he began to deploy. The main angle is 45 degrees, then two
additional bevels are 30 and 60 degrees. Belt on the center of the
chamfer of the valve.
For lapping made adapt. Old rotor, angular hinge from a set of heads,
spring. I spied on the idea of \u200b\u200bVasily Kharchishin
"Avtoznakhar" on YouTube.
Rubbed in 2 stages. First time before changing the sound of the grinding
paste. And the second completely. I realized that you do not need to push
much. Squeezes paste from the grinding zone.
Tests - kerosene holds the first time.
Checked the springs. Pancakes from collapsible dumbbells came in
handy.
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Details of the cylinder-piston group D-240 of the MTZ-80 tractor are
replaced with increased crankcase oil consumption or increased gas
penetration into the diesel crankcase, measured by diagnostic tools. If
the diagnostic parameters have reached values \u200b\u200bexceeding
permissible, then the diesel engine is disassembled.
To conduct a technical examination of the parts, the cylinder head and
the oil pan are removed. If cracks are found on the surface of the block
after removing the head, then further disassembly is stopped, the diesel
engine is removed from the tractor and sent for repair.
In the absence of obvious defects, the oil pump, pipelines and connecting
rod bearing caps are dismantled, the pistons assembled with the
connecting rods from the cylinder liners are removed.
Among the parts of the cylinder-piston group D-240 of the MTZ-80 tractor,
the most susceptible to wear are piston rings, a piston, a sleeve of the
upper connecting rod head, liners of connecting rod bearings, cylinder
liners (Fig. 2.1.29, 2.1.30).
The diameter of the liner is measured (Fig. 2.1.31) in the place of greatest
wear of the upper belt of the liner, first in a plane parallel to the axis of
the crankshaft, and then in the rocking plane of the connecting rod. The
sleeve is replaced with a wear of its working surface of more than 0.4 mm
by a diameter or with ovality and taper in excess of 0.06 mm.
The diameter of the piston skirt is measured in a plane perpendicular to
the bore under the piston pin (Fig. 2.1.32). In addition to the diameter of
the skirt, the piston controls the clearance in height between the piston
grooves and the piston rings (Fig. 2.1.33). If the gap between the piston
groove and the new piston ring exceeds the permissible size, the piston is
replaced.
Fig. 2.1.29. Relative arrangement of parts of the cylinder block D-240
1 - cylinder block; 2 - a bolt; 3 - eye bolt; 4, 10, 14 - gaskets; 5 - stuffing
box; 6 - the back sheet of the diesel engine; 7 - crankcase support; 8 -
covers; 9 - a cover of the main bearing; 11 - shield; 12 - gear cover; 13 -
support; 15 - bushings; 16 - cork; 17 - cylinder liner; 18 - liner rings
Fig. 2.1.30. The relative position of the parts of the crank group
1 - piston; 2 - piston rings; 3 - a piston finger; 4 - bushing of the upper
connecting rod head; 5 - connecting rod; 6 - root insert; 7 - flywheel; 8 -
connecting rod cover; 9 - a rod of a rod; 10 - a cranked shaft; 11 -
counterweight; 12 - a bolt
Fig. 2.1.31. Measuring the diameter of the cylinder liner MTZ-80
1 - indicator caliper; 2 - cylinder liner; 3 - cylinder block

Fig. 2.1.32. Piston Skirt Diameter Measurement

1 - micrometer; 2 - piston
Fig. 2.1.33. Measuring the clearance between the piston groove and the
piston ring
1 - ring; 2 - the piston; 3 - plate probe
The main indicators of the piston group of the D-240 engine of the MTZ-80
tractor
The gap between the piston skirt and the cylinder liner, mm:
Nominal - 0.18-0.20
- permissible - 0.26
The clearance in the piston ring lock, mm:
Nominal - 0.40-0.80
- valid - 4.0
Height clearance between piston groove and piston ring, mm:
For compression rings - 0.08-0.12
- for oil scraper rings - 0.05-0.09
- permissible - 0.30
The cylinder-piston group assembly is replaced with a gap (difference in
diameter) between the piston skirt and the sleeve exceeding the
permissible value. Sleeves from the block are pressed out with a special
puller (Fig. 2.1.34).

Fig. 2.1.34. Pressing out the cylinder liner D-240

1 - cylinder liner; 2 - puller; 3 - cylinder block
If the diameters of the liner and piston are within the normal range, it is
recommended to press the liner out of the block, rotate it around the axis
by 90 °, since the liner and piston wear out most in the plane of the
connecting rod, and press the liner back into the block.
Piston rings are replaced if the clearance in the ring lock exceeds the
permissible value when installing the ring in the unworn upper part of the
sleeve.
Before the frill of the piston group, check the parameters of the piston
pin, connecting rod and the condition of the sleeve of the upper
connecting rod head. The bushing is replaced by increasing the diameter
of the bore under the piston pin or weakening the fit in the upper
connecting rod head.
The piston pin and the bushing of the upper connecting rod head are
replaced when the gap between the pin and the bushing is more than 0.06
mm. The finger is replaced with ovality and taper more than 0.02 mm. The
bending and twisting of the connecting rod is checked on the KI-724
device. When assembling the connecting rod into its upper head, a sleeve
is first pressed in (Fig. 2.1.36).
1-sleeve; 2 - press; 3 - connecting rod
In order to adjust the bore of the upper head of the connecting rod under
the piston pin, it is processed with an adjustable sweep or rolling. The
gap between the bore hole of the upper connecting rod head and the
piston pin should be no more than 0.03 mm.
Thin-walled replaceable inserts of connecting rod bearings of the MTZ-80
crankshaft are made with high accuracy. The necessary diametrical
clearance with a constant bearing bed is ensured by the corresponding
diameters of the necks of the crankshaft. Therefore, the liners in the
repair of diesel replace
without any fitting operations and only in pairs.
Not allowed: replacement of one insert from a pair; filing or scrapping of
joints of loose leaves or bearing caps; installation of gaskets between the
liners and the bed, between the cover and the connecting rod. When
replacing the size group of loose leaves should correspond to the size
group of necks of a cranked shaft.
Before installing new parts of the cylinder-piston group, they are selected
according to size groups. Cylinder liners are sorted into size groups by
inner diameter, and pistons by outer diameter of the skirt at the bottom.
Pistons and cylinder liners installed on one diesel engine must be of the
same size group.
Dimensional groups of cylinders and pistons of the D-240 diesel
Groups / Diameter of cylinder liner, mm / Max. piston skirt diameter at the
bottom, mm
M - 110.00-110.02 / 109.88-109.90
C - 110.02-110.04 / 109.90-109.92
B - 110.04-110.06 / 109.92-109.94
The designation of size groups is applied on the non-working upper end of
the sleeve and on the piston bottom. Before installing the sleeve in the
block, the rubber seals are replaced. The sleeve is installed by inflicting
light blows with a hammer on a stepped mandrel (Fig. 2.1.37).
If the sleeve enters the block tight, then a special screw device is used to
press it in (Fig. 2.1.38). At the end of the press fitting, the sleeve collar is
intended to protrude above the surface of the block with an indicator (Fig.
2.1.39). The shoulder protrusion should be between 0.065 and 0.165 mm.
1 - device; 2 - cylinder block; 3 - cylinder liner
Fig. 2.1.39. Checking the protrusion of the shoulder of the cylinder liner
1 - indicator; 2 - cylinder liner; 3 - cylinder block
In case of sinking of the sleeves, it is allowed to install copper gaskets
under the sleeve collar. When selecting pistons pay attention to size
groups of piston fingers; their inner surface and piston boss are marked
with paint. Pistons and piston pins D-240 of the MTZ-80 tractor are
selected in one size group, which is confirmed by the same marking.
The piston pin is pressed into the piston, pre-heating the piston in oil to a
temperature of 70-80 ° C. The difference between the masses of the
connecting rods assembled with the pistons mounted on one diesel
engine should not exceed 15 g.
The elasticity of the piston rings is checked on the device MIP-100. With a
gap in the locks equal to 0.3-6.6 mm (Fig. 2.1.41), the elasticity of the
rings should not exceed: the first (upper) - 60-82 N, the second and third -
58-78 N.
Piston rings are mounted on the piston in a certain order using a device
that protects the rings from accidental breakdowns (Fig. 2.1.42). The
rings installed in the piston grooves must move freely when the piston is
rotated and immersed in the grooves under the action of their own mass.
Fig. 2.1.41. Measurement of a backlash in the lock of a piston ring
1 - plate probe; 2 - a piston ring
Fig. 2.1.42. Piston Ring Installation
1 - piston; 2 - adaptation; 3 - a piston ring
Fig. 2.1.43. Piston conical mandrel
1 - piston; 2 - mandrel
Fig. 2.1.44. Installation of a piston with a connecting rod in the cylinder
block MTZ-80
1 - cylinder block; 2 - the piston; 3 - mandrel
The locks of the first and third piston rings are located in the piston
grooves at an angle of 180 ° relative to the locks of the second and fourth
rings.
The piston assembly with rings and connecting rod is abundantly
lubricated with diesel oil and, using a conical mandrel (Fig. 2.1.43), is
installed in the cylinder liner, gently tapping the piston head with the
hammer handle (Fig. 2.1.44). The connecting rod bearing bolts are
tightened with a torque wrench in two to three steps.
Adjustment data for the assembly of the D-240 diesel
The moment of final tightening of the nuts of the cylinder head, Nm - 150-
170
Tightening torque of connecting rod bearings, Nm - 140-160
The gap between the valve stem and the rocker arm (thermal gap) on a
cold diesel engine, mm - 0.25-0.30
The piston, when located in the TDC, should not protrude above the block
surface by more than 0.5 mm. After installing the piston group and the
connecting rod bearing caps, an oil pump is installed, its discharge and
suction pipelines and the sump is closed.
The crankcase gasket is lubricated on both sides with graphite paste
(40% graphite powder and 60% diesel oil) or with Elastosil 137-83 sealant;
30-50 g of diesel oil is poured into the cylinders. The cylinder head gasket
on both sides is also lubricated with graphite paste.
The head fastening bolts are tightened with a torque wrench (Fig. 2.1.45)
in a certain sequence (Fig. 2.1.46) in two or three steps. Then set the rods
and the axis of the rocker arm assembly with the rocker arms.
The tightening torque of the cylinder head mounting nuts and thermal
clearances in the valve mechanism must comply with the adjustment
data for MTZ-80 diesel frill.
Fig. 2.1.45. Tightening the cylinder head bolts D-240
1 - a torque wrench; 2 - cylinder head

Fig. 2.1.46. The order of an inhaling of bolts of fastening of a head of

cylinders

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Service and MTZ-82 adjustments

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Operation and service MTZ-82.1, 80.1, 80.2, 82.2

The technical condition of the engine changes during its operation. The
state when, when performing the specified functions, the values \u200b\
u200bof the parameters established by the normative and technical
documentation are violated, they are called a failure.
The following factors are parameters and qualitative signs of the normal
functioning of a diesel engine:
 start-up time by electric starter - not more than 20 s, by starting
engine - not more than 2 min;
 engine operation - uniform, without interruptions, stable in
different modes;
 release - smokeless, lack of knocking;
 power and specific fuel consumption - within the established
limits (tolerances of 5%);
 oil consumption for waste less than 3% of fuel consumption;
 pressure in the oil line at a nominal crankshaft speed of 0.20 ...
0.35 MPa; rotation of the centrifuge rotor after stopping the
diesel engine should be audible for 30 s (at least);
 coolant temperature under normal diesel load - within 95 ° C;
 gas flow from the breather is negligible;
 the starting engine must be started by an electric starter with
no more than three attempts;
 the absence of leakage of coolant, oil, fuel, coolant in the oil (or
vice versa).
In case of deviation of any of the listed parameters from the permissible
limits or the occurrence of any of the mentioned signs of a malfunction of
the diesel engine, it is necessary to identify the cause of the failure or
malfunction and eliminate it.
If in the process of monitoring the technical condition or as a result of a
search for the cause of failure, it is established that the engine has
reached the limit state by some criterion, it is sent for overhaul.
General instructions for disassembling and assembling: disassemble the
mechanism in conditions that exclude pollution or damage, as well as
meet safety requirements; paired parts that work or balance in a
connected position should not be understaffed; working in a pair of parts
must be collected by marks (branding) and installed only in their original
places; at each assembly of rods it is necessary to put new lock washers;
Before assembly, all oil channels of the crankshaft and the cavity of the
connecting rod journals should be cleaned, washed with fuel, and blown
with air; The correct tightening of critical threaded joints during assembly
is crucial.
The abutment density of the head to the block may be affected due to
insufficient tightening of the nuts for fastening the head, cracks in parts,
inconsistencies in the protruding ends of the cylinder liners relative to the
plane of the block, warping of the lower plane of the cylinder head.
If necessary, replace the gaskets between the head and the cylinder
block as follows (consider the example of D-245):
 remove the coarse air filter and silencer, set the hood to the
upper position;
 clean diesel;
 draining the coolant from the cooling system;
 disconnect and remove the air supply pipe to the compressor;
 loosen the clamps and remove the discharge pipe of the
turbocharger;
 unfasten the fitting and remove the tube of the air clogging
indicator;
 disconnect the mounting bracket and remove the air purifier;
 weaken the clamps of the transition pipe of the oil drain pipe by
a turbocharger;
 unscrew the fastening nuts and remove the exhaust manifold
together with the turbocharger;
 drain the water and disconnect the discharge hose of the cabin
heater from the drain cock and shift the hose to the side;
 disconnect the speedometer drive cable;
 disconnect the drain hose of the heater from the faucet of the
block;
 disconnect the radiator hoses and the cooling system pump
from the thermostat housing;
 disconnect the fitting of the drain fuel pipe on the fourth nozzle;
 unfasten and remove the fuel pipes of high pressure;
 unscrew the fastening nuts and remove the cap;
 unscrew the mounting bolts and remove the cylinder head cover
with the intake manifold;
 the bolt of the oil pipe fitting is turned out of the head at the
rear wall of the roller;
 unscrew the fastening nuts and remove the beam of the rocker
arm assembly, take out the rods;
 unfasten and remove the cylinder head into the gasket;
  clean the plane of the connector of the head and the cylinder
block with a scraper from soot and adhering parts of the gasket;
 install a new gasket, install the head in reverse disassembly of
the sequence.
For a D-65N diesel engine, to replace the gasket between the head and
the cylinder block, do the following:
 loosen the bolts securing the clamps,
 remove the hoses and the drain pipe of the starting engine;
 unscrew the bolts and remove the exhaust pipe of the starting
engine;
 separate the cylinder head and water supply pipe, low pressure
pipe and fuel filters, drain manifold, high pressure pipes and
nozzles;
 having turned away bolts, remove a cover of a head of cylinders;
 having turned away fastening nuts, remove the fuel filter and a
cylinder head;
 replace the gasket with a new one;
 put the cylinder head and filter in place and secure with nuts;
 connect the low pressure pipes and filters the low pressure
pipes and the drain manifold to the nozzles;
 put the cylinder head cover in place and fasten it with bolts;
 connect the water supply pipe to the cylinder head;
 put the exhaust pipe in place and fix it;
 put the water pipe of the starting engine into place;
 tighten bolts of fastening of collars on connecting hoses.
To evenly press the head against the cylinder block, the nuts of the
fastening studs must be tightened with a torque wrench in a certain
sequence (Fig. 2.81). The tightening torque should be 150 ... 180 Nm.
In the event of a drop in power, intense smoke, and the escape of gases
through the breather, difficult start-up, drop in oil pressure below 0.15
MPa, the appearance of knocks (presumably associated with a crank
mechanism), as well as with a large burn-out of engine oil, the diesel
should be disassembled and inspected (in indoors).
When disassembling a diesel engine for repair, it is necessary to clean
the cavity of the connecting rod journals of the crankshaft. To do this,
remove the cotter pins and unscrew the screw plugs.
Inspect the disassembled diesel, taking into account what signs were
observed before disassembling. So, if a diesel engine smokes a lot,
consumes a lot of oil, does not develop the required power, it is difficult
to start, you need to check, first of all, the condition and degree of wear
of the piston rings, pistons and cylinders.
Piston compression rings must be replaced if the clearance in the lock
exceeds 5 mm or if the height clearance between the ring and the groove
exceeds 0.5 mm.
Before replacing the piston rings, the grooves for the rings and oil drain
holes in the piston are thoroughly cleaned of soot and washed with diesel
fuel.
Before installing a new piston ring, it must be checked against the
cylinder and piston. To check the ring on the cylinder, it is installed inside
and the gap in the lock is measured. Then the ring is driven by a piston to
the very bottom of the cylinder to establish the nature of its possible
production. When checking the ring on the piston, it is rolled along its
groove with a ring thickness greater than the depth of the piston groove,
it is considered unsuitable.

To adjust the gap in the lock, the ring must be gently clamped in a vice
(using removable copper, lead or aluminum sponges so as not to disturb
its correct shape), and carefully cut off excess metal on one side with a
personal file. For height adjustment, the ring must be placed on a piece of
emery cloth spread out on an even place and gently, with uniform hand
pressure, grind it in circular movements from one end side. A sign of
proper height adjustment of the rings is their slow movement in the
grooves without jamming under the influence of their own weight, if the
piston is rotated by weight in the axial direction by hand.
It is better to remove the old ones and put on the piston new rings with a
special puller, if it is not there, you can use several narrow and thin metal
plates that are carefully inserted one under each removable (put on) ring.
When installing the rings, the chrome-plated are placed in the upper
groove of the second and third conical (“minute”) grooves in the grooves
with a mark towards the piston bottom. The oil scraper (“double”) ring
with an expander is placed so that in the upper part of the groove there is
a ring with drainage grooves (grooves down), and in the lower part of the
ring without drainage grooves, with a rectangular recess downward.
When installing the piston in the cylinder, the ring locks are positioned at
an angle of 90 ° to one another, but so that the ring locks are not opposite
the finger hole. Pistons are placed in the same cylinders in which they
worked, the cylinder mirror is lubricated with engine oil before installing
the piston.
Characteristic engine sounds, as well as a decrease in operating pressure
in the lubrication system, testify to the large wear of the bearings of the
crank mechanism. Wear on the connecting rod bearings is detected by
deaf knocks at the level of the bottom dead center of the piston stroke;
Indigenous wear is characterized by clear knocks of low tone in the area
of \u200b\u200bthe crankshaft.
When determining the need to replace the bearing shells by a drop in oil
pressure, you should make sure that there are no other reasons for the
pressure drop (pressure gauge malfunction, clogged oil pump filter, drain
valve malfunction, engine overheating, etc.). The clearance must first be
checked with the connecting rod bearings, since they wear out much
earlier than the main ones.

Value radial clearance between the neck of the shaft and the liner can
be determined using lead wire or calibrated brass plate of the probe for
this, one of the connecting rods is unscrewed and the nuts of the
connecting rod bolts are unscrewed and the cover is removed with the
lower liner. The liners and neck are wiped dry. Two pieces of oiled pure
lead wire 70 to 80 mm long and 1-1.5 mm thick are laid obliquely on the
inner surface of the liner. Then the connecting rod cover is carefully put
into place, the connecting rod bolts are tightened with a force of 70 - 80 N
and the crankshaft rotates 360 °. After this, you need to check whether
the nuts of the connecting rod bolts are loose, remove the bearing cap
and remove the pieces of the crimped wire. If, after turning the shaft, the
nuts of the connecting rod bolts are loosened, they must be tightened, the
shaft rotated 360 ° again and the bolt tightness checked again. The
thickness of the crimped wire is measured, and if it exceeds a certain
value of the radial clearance, the liners are replaced for the entire set of
connecting rods (necessarily both upper and lower). Using the lead wire,
clearances can also be measured in the crankshaft main bearings.
When assembling the main and connecting rod bearings, it is strictly
forbidden:
 scrape the working surfaces of the liners;
 file the main bearing caps, as well as put gaskets in the junction
of the liners and between the liners and the beds;
 dismantle the bearing shells, and also install them on another
shaft journal;
 rearrange the caps of the lower connecting rod head or turn
them over;
 put connecting rod bolts and studs with extended or torn
threads;
 to adjust the bearing clearance by incompletely tightening the
nuts of the connecting rod bolts and the nuts of the studs of the
main bearings;
 lock the nuts of the main bearing studs with plates that were in
use more than two times.
Before assembling the crank mechanism, all oil-conducting channels in
the crankcase and crankshaft, as well as the cavities of the connecting
rod necks, should be cleaned, washed with diesel fuel and blown with
compressed air. The beds and the outer surfaces of the liners should be
wiped dry, and the shaft journal should be greased with a thin layer of
engine oil. A correctly laid crankshaft should rotate freely in tightened
bearings without any signs of seizing, and the lower connecting rod heads
should move along the necks from the effort of the hand.
Crack repair in the block - crankcase and cylinder head. Cracks are cut at
an angle of 60 ° to 2/3 of the wall thickness and drilled at the ends, the
adjacent surface is cleaned to a metallic luster. Welding is carried out
with direct current of reverse polarity by electrodes 034 ... 1 without local
heating. The electrode diameter is 3 mm, the current strength is 90 ... 120
A. To ensure tightness, it is recommended to solder the weld with soft
solder or impregnate with epoxy glue. After repair, leak tests are carried
out at a pressure of 0.4 ... 0.5 MPa for 2 min using a solution containing 10
l of water in 1 liter of water. 15 g of soda ash, 2 ... 3 g of sodium nitrate
and 0.1 .. .0.3 g of emulsifier OP-7.
The malfunction can also be eliminated by applying patches. For this, an
adhesive composition based on epoxy resin is used: 15 parts of dibutyl
phthalate and 10 parts of polyethylene polyamine per 100 parts by weight
of ED-6 resin. An additional 50 parts of graphite (or 150 parts of cast iron
powder and 20 parts of ground mica). Before application: glue the surface
is prepared in the same way as before restoration by welding with
additional degreasing with acetone or gasoline.
A good timing opens and closes the valves in strict accordance with the
adopted timing diagram for the engine. The gas distribution phases are
violated due to improper installation of gears or in the case of a change in
the gaps between the rocker arms and valve stems.
The teeth of the distribution gears, in addition to the gears of the pump
drive of the lubrication system, must be set according to the marks: the
tooth of the gear of the crankshaft drive, on which the mark “c” is
applied, must be installed between the two teeths of the intermediate
gear with the marks “c”. The technical condition of the gears is monitored
by external inspection and by checking the meshing clearance, which
should be 0.2 ... .0.5 mm. If at least one tooth breaks down by more than
an eighth of its length, a gear change is needed. The gap in the gear
engagement is checked with a dipstick or pumping of a lead plate: plates
with a thickness of 0.5 ... 1.1 mm are placed on the gear teeth in three
equally spaced places and, rolling the gears, roll them; the thickness of
the crumpled section determines the gap; if it exceeds 1.1 mm, gear
changes are needed.
Reducing thermal clearances in the valve mechanism leads to earlier
opening and later closing of the valves. The absence of gaps leads to a
partial decompression of the diesel engine, which is accompanied by the
completion of the valves.
During diesel operation, due to wear on the working surfaces of valve
seats and valve faces, the leak-tightness of the valve-to-seat coupling is
impaired. Sometimes this can be eliminated lappingvalves, which is
executed in this way:
 remove the engine cylinder head, clean it of oil and carbon
deposits. In order to be sure to install the valves in their place
during assembly, they put labels on their plates;
 remove the valves from the cylinder head. Thoroughly clean
valves and their seats from soot, rinse with kerosene and
inspect. If the plates and valve stems are not warped and there
are no burnouts on the valve chamfers and seats, restoration of
tightness can be achieved by grinding. In the presence of these
 defects, the valves must be replaced with new ones, and the
seats must be ground;
 clean the inlet and outlet channels of the cylinder head and
rinse with diesel fuel;
 apply a thin layer of GOI paste or grinding ointment to the valve
chamfer, grease the shaft with engine oil and put the valve back
in place;
 using a special tool or a hand drill with a suction cup, turn the
valve clockwise by 113 turns, and then in the opposite direction
by 114 turns (slightly pressing the valve plate). It is impossible
to rub in a circular motion.
Periodically raising the valve and applying new portions of paste to the
chamfer, continue lapping until a continuous matte belt with a width of at
least 1.5 mm appears on the chamfers of the valve and seat (Fig. 2.82);
 after lapping, flush the valves and seats with kerosene and wipe
dry. Install valves with springs in place;
 check the valve-seat mating for leaks. To do this, pour kerosene
into the inlet and outlet channels (alternately) and keep it there
for two minutes. The absence of leaks indicates sufficient
tightness of the interface.
The nozzles removed from the diesel engine are washed in kerosene or
diesel fuel, the injection pressure is checked using KI-562 or KI-333Z
devices, as well as the tightness of the atomizers and the quality of
atomization of the fuel.
In the process of disassembling, the caps are unscrewed, the adjusting
screw locknut is released, the adjustment screw is unscrewed, loosening
the spring, after which the sprayer nut is unscrewed and the sprayer is
removed. Next, immerse the case and the needle of the sprayer for 10 ...
15 minutes in kerosene (they cannot be understaffed). The washed parts
are inspected and measured: those that have cracks, scuffs, fractures
and discolouration colors, and traces of corrosion on the precision
surfaces of the body and needles are changed.
From coked nozzle holes with a needle or string with a diameter of
0.25..0.28 mm remove carbon deposits and rinse them, with a drill or wire,
clean the fuel supply holes of the atomizer. Remains of soot and tar
deposits are removed with a brush (brass) or a scraper.
The sprayer needle, wetted with diesel fuel and extended one third of the
length from the body, should tilt the sprayer at 45 ° and should freely
lower under the action of its mass.
The nozzles are assembled by tightening the nuts of the sprayers with a
torque of 70 ... 80 Nm, the injection start pressure is regulated and the
tightness of the sprayer and the quality of spraying are checked (if the
results are unsatisfactory, the sprayer is changed).
Install nozzles on a diesel engine. After starting, you need to make sure
that there are no leaks at the points of fastening of the high pressure fuel
lines, check the tightness of the nozzles to the seats of the cylinder head
(gas leakage is not allowed, determined by hissing).
High pressure fuel lines repair by disembarkation or replacement of tips
(they are damaged due to wear of the sealing cone).
To replace the cone tip, the end of the tube is cut off with damage and
the burrs are removed. Then make a new tip and weld it to the end of the
fuel line (Fig. 2.83). The central hole is drilled with a drill with a diameter
of 2 mm to a depth of 25 ... 30 mm.
The repaired pipelines must pass a hydraulic test at a pressure of 30 MPa
for one minute.
There are frequent cases of thread breakage on the fittings, when the
screwed-on nut is skewed. To prevent this, it is necessary to tighten the
union nuts by hand onto the pressure fitting of the pump and the nozzle of
the nozzle, and then tighten them with a wrench. When disconnecting the
fuel line from the nozzle, loosen the tightening of the union nut of the fuel
line and on the pressure fitting of the pump. When crushing the faces of
the atomizer nuts, nozzles tightly enter the holes in the head. Therefore,
before mounting the nozzle on the diesel head, clean the place of their
junction, put the gasket on the spray nozzle and press it against the nut.
Otherwise, it may shift relative to the hole into which the spray gun
enters and collapse during installation. The joint “nozzle - cylinder head”
will be depressurized or the spray gun will be installed with a skew,
which leads to its overheating and jamming.
Malfunctions fuel pump cause a decrease in its performance and affect
the start and operation of the diesel engine.
First of all, starting is difficult because at a low crankshaft speed, the
pump will deliver less fuel even at a lower pressure. In the event of an
increase in load and low pumping of fuel, there will be interruptions in the
operation of the diesel engine. With increased wear of the main working
surfaces of the pump (piston and cylinder), the pressure in the line
decreases (at a pressure of less than 0.1 MPa, further use of the pump is
impractical). In such pumps, valves, pistons, piston bores, valve seats,
and the gap between the push rod and the sleeve are usually worn.
Repair of fuel priming pumps is carried out on special devices. In order to
eliminate unevenness and signs of wear, the sealing surface A (Fig. 2.84)
is processed manually with a face drill 1. To do this, the shank is inserted
into the hole of the guide sleeve 2, which, together with the countersink,
is screwed into place of the valve plug. Then on the shank put on the
handle with a square hole, which rotate the countersink. In case of
insufficient height of the belt, a new valve seat is re-pressed into the
hole. Before fitting, the mating surfaces of the nest and body are coated
with epoxy glue or BF-2 glue.
The sealing end surface of the valve 4 (from polycaprolactam) is rubbed
until the signs of wear are eliminated with paste on a cast-iron plate 5 or
a fine-grained grinding sand laid on the plate.
The increased gap between the pusher rod and the sleeve is restored by
expanding the holes in the sleeve under the increased repair size of the
pusher rod.
A worn bore for the piston is treated to a repair size with cast-iron
lapping. The piston is ground on a centerless grinding machine, chrome
plated, ground again and ground in place.
Repair of the pusher parts is reduced to the deployment of holes in the
housing and the roller, and the manufacture of an axis of increased
diameter.
Injection pump malfunctions in the process of work can be identified only
partially, most of them are determined using special equipment (in the
workshop).
Replacing the upper radiator hose produced in the following sequence:
 weaken the fastening of the lower radiator supports (unscrew
the nut by 5 ... 10 revolutions);
 disconnect stretch marks;
 loosen the hose clamps and remove the hose from the radiator
pipe and thermostat housing;
 install a new hose, put clamps on it without tightening the
clamp bolts of the clamps;
 connect the radiator mounts, and then tighten the hose clamps;
 tighten the nuts of the lower radiator supports (without
tightening to failure), because for normal operation of shock
absorbing springs, there must be a gap between their forks.
The gasket between the head and the cylinder of the starting engine is
replaced in the following order:
  draining the coolant from the diesel cooling system;
 disconnect the cooling system pipe from the head;
 unscrew the nuts of the head fastening, remove the head and
gasket;
 clean the head and cylinder connector planes of soot and
adhering parts of the old gasket; install a new gasket, head and
tighten the fastening nuts (tighten diagonally, evenly, in several
stages, the moment of final tightening of the nuts is 62 ... 72
Nm);
 connect the cooling system pipe to the head and fill the system
with liquid.
The main diesel malfunctions, their possible causes and remedies are
summarized in table. 14.
Serviceable liquid preheater characterized by the fact that when
current is applied to the terminals of the solenoid valve, the clicking of
the contacts is heard, heating up, the control spiral acquires a light red
color, the fan turns on immediately after switching on. Possible
malfunctions of electric torch and liquid heaters and methods for their
elimination are given in table. 15 and 16.
D-243 diesel cylinder head
The cylinder head of the D-243 engine of the MTZ-82/80 tractor is a cast
iron, in the internal cavities of which there are inlet and outlet channels
closed by valves.
To ensure heat dissipation, the cylinder head has internal cavities in
which coolant circulates. On top of the cylinder head are struts, a rocker
arm with rocker arms, a head cover, an intake manifold and a cap cover
that covers the valve mechanism.
Four nozzles are installed in the head of the MTZ-82/80 engine block on
the fuel pump side, and an exhaust manifold is attached to the head on
the generator side.
To seal the connector between the head and the cylinder block, a gasket
made of asbestos or asbestos-free cloth reinforced with perforated steel
sheet is installed. The holes for the cylinder liners and the oil channel are
edged with steel shells.
Checking the tightness of the bolts of the cylinder head of the engine D-
243
Check the tightening of the bolts of the cylinder head of the D-243
internal combustion engine of the MTZ-82/80 tractor at the end of the run-
in and after 1000 hours of operation on a heated diesel engine in the
following order:
Remove the cap and cylinder head cover;
Remove the axis of the rocker arm with rocker arms and struts;
Using a torque wrench, check the tightening of all cylinder head mounting
bolts in the sequence shown in Figure 19, and tighten if necessary.
Tightening torque -200 ± 10 Nm.
After checking the tightness of the bolts securing the cylinder head to the
engine, reinstall the rocker arm axis and adjust the clearance between
the valves and rocker arms.

Sequence diagram of the tightening bolts of the cylinder head of the

diesel engine D-243
The cylinder block of the diesel engine D-243
The cylinder block is the main body part of the diesel engine and is a hard
cast iron casting. Four removable sleeves made of special cast iron are
installed in the vertical bores of the block.
The liner is installed in the cylinder block of the MTZ-82/80 engine in two
centering belts: upper and lower. In the upper zone, the liner is secured
with a collar, in the lower - it is sealed with two rubber rings located in
the grooves of the cylinder block.
The liners are sorted into three size groups according to their inner
diameter: large (B), medium (C) and small (M). Marking of the group is
applied on the entry cone of the sleeve.
It is necessary to install the sleeves of the D-243 engine block of one
dimension group. Coolant circulates between the walls of the cylinder
block and the liners. The end walls and transverse partitions of the
cylinder block have tides designed to form crankshaft bearings.
Lids are installed on these tides. Tides together with covers form beds for
main bearings. Beds for main bearing shells are bored from one unit
assembly with main bearing caps. Swapping covers is not allowed.
The cylinder block D-243 has a longitudinal channel, from which oil flows
through the transverse channels to the crankshaft main bearings and the
camshaft bearings.
On the outer surfaces of the cylinder block there are machined mating
planes for attaching a centrifugal oil filter, a water pump, coarse and fine
filters for fuel, and an oil filler neck.
Timing timing mechanism of D-243 diesel
The gas distribution mechanism of the D-243 engine of the MTZ-82/80
tractor consists of a camshaft, intake and exhaust valves, as well as
parts of their installation and drive: pushers, rods, rocker arms, adjusting
screws with nuts, plates with crackers, springs, struts and axles rocker
arm.
The camshaft is a three-point, driven from the crankshaft through the
distribution gear. The camshaft bearings are three bushings, pressed into
the bores of the block. The front hub (on the fan side) of aluminum alloy
has a thrust collar that holds the camshaft from axial movement, the
remaining bushings are cast iron.
Pushers of the D-243 engine are steel. The working surface of the pusher
plate is fused with bleached cast iron and has a spherical surface with a
large radius (750 mm). As a result of the fact that the cams of the
camshaft are made with a small cone, the pushers during the operation
rotate.
Pusher rods are made of steel bar. The spherical part that enters the push
rod and the rod cup are hardened. The rocker arms of the MTZ-82/80
engine are steel, swing on an axis mounted on four racks.
Extreme racks - increased rigidity. The axis of the rocker arm is hollow,
has eight radial holes for lubricating the rocker arm. The movement of the
rocker arm along the axis is limited by spacer springs.
The inlet and outlet valves of the D-243 internal combustion engine are
made of heat-resistant steel. They move in guide bushings pressed into
the cylinder head. Each D-243 valve closes under the action of two
springs: external and internal, which act on the valve through a plate and
crackers.
Sealing cuffs installed on the valve guide bushings prevent oil from
entering the diesel cylinders and the exhaust manifold through the gaps
between the valve stems and the guide bushings.
Checking the clearance between the valves and rocker arms of the D-243
diesel engine
Check the gaps between the valves and the rocker arms of the engine
and, if necessary, adjust every 500 hours of operation, as well as after
removing the cylinder head, tightening the bolts securing the cylinder
head and when a valve knock appears.
The gap between the rocker arm and the end of the valve stem when
checking on an unheated diesel engine (water and oil temperature should
be no more than 60 ºС) should be:
For the D-243 engine and its modifications:
Inlet and outlet valves - 0.25 mm (+0.10 -0.05)
When adjusting the gap between the end of the valve stem and the
rocker arm on an unheated diesel engine, install: inlet and outlet valves -
0.25 mm (-0.05)
Adjust the valves of the D-243 engine in the following sequence:
Remove the cap of the cylinder head cover and check the mounting of the
struts of the rocker arm axis;
- Turn the crankshaft of the MTZ-82/80 engine until the valves overlap in
the first cylinder (the inlet valve of the first cylinder starts to open and
the exhaust valve closes) and adjust the clearances in the fourth, sixth,
seventh and eighth valves (counting from the fan), then turn crankshaft
one revolution by setting the overlap in the fourth cylinder, and adjust the
clearances in the first, second, third and fifth valves.
To adjust the clearance, loosen the screw locknut on the beam of the
adjustable valve and, turning the screw, set the required clearance on the
probe between the rocker arm and the end of the valve stem. After
setting the clearance, tighten the lock nut.
After adjusting the clearance in the valves, put the cap on the cylinder
head cover in place.
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 Faults in the equipment of the hydraulic system MTZ-82
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Well water treatment

system for a private house What is water treatment?

Improving the
maintenance and repair of
machines in the SEC
"homeland" Characteristics of a
Novozybkovsky district of modular water treatment
the Bryansk region plant