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    7 views17 pages

    GT26MC EM Section 7 Camshaft Gear Train

    Uploaded by

    Destin N'sayi

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
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    SECTION 7 CAMSHAFT GEAR TRAIN DESCRIPTION CAMSHAFT DRIVE GEARS REMOVAL, INSPECTION AND INSTALLATION SPRING DRIVE GEAR DISASSEMBLY INSPECTION, ASSEMBLY, AND INSTALLATION NO. | IDLER GEAR BEARING CLEARANCE CHECK REMOVAL, INSPECTION, AND INSTALLATION IDLER GEAR STUBSHAFT REMOVAL, INSPECTION, BEARING REPLACEMENT, AND INSTALLATION CRANKSHAFT GEAR REMOVAL, INSPECTION, AND INSTALLATION 38E974 73 73 73 14 14 16 16 CONTENTS, AUXILIARY DRIVE DESCRIPTION MAINTENANCE CAMSHAFT DESCRIPTION, REMOVAL, INSPECTION ASSEMBLY AND INSTALLATION COUNTERWEIGHT APPLICATION EXHAUST VALVE TIMING LOCATING TOP DEAD CENTER CHECKING VALVE TIMING TIMING VALVES SERVICE BATA SPECIFICATIONS EQUIPMENT LIST 1d 1 78 79 SERVICE DEPARTMENT MANUAL ENGINE MAINTENANCE SECTION 7 CAMSHAFT GEAR TRAIN CAMSHAFT GEAR TRAIN DESCRIPTION Power necessary to drive the camshafts, and the turbocharger before it becomes free wheeling, is supplied through the gear train at the rear of the engine. Fig. 7-1 shows the gear train before the camshaft drive housing and turbocharger are in- stalled, and Fig. 7-2 shows a cross-section of the gear tra ‘The gear train, Fig. 7-1, consists of a crankshaft gear mounted on the crankshaft, No. 1 idler gear, ‘Spring Spring Drive Gear Assembly Fig. 7-1 — Camshaft Gear Train seE974 TA ‘a spring drive gear assembly, and the left and right camshaft drive gears. The spring drive gear assembly is made up of the No. 2 idler gear, a spring assembly, and the turbocharger drive gear. MAINTENANCE Unless a complete engine disassembly is being undertaken, it is unlikely that the entire gear train would be removed from the engine at one time. With the exception of the No. 2 idler gear and the turbocharger drive gear, which are part of the spring drive gear assembly, each gear in the train can be removed independently When any of the gears are removed from the gear train, they should be inspected for excessive backlash upon reassembly by inserting a feeler gauge the entire width of the gear face. Excessive ‘backlash can cause improper valve operation and injection periods. Backlash clearance limits are given in the Service Data page at the end of this section, Clearances between gear stubshaft and bearings and thrust clearances must also be main- tained within specified limits. NOTE: Refer to "No. 1 Idler Gear" for a bearing clearance check without disassembly. ‘The turbocharger, aftercooler ducts, auxiliary drive ass¢mbly, and coupling disc must be removed from the engine to facilitate access to the camshaft gear train. If removal of the No. 1 idler gear or the crankshaft gear is required, the camshaft gears, oil retainer, and camshaft drive housing must be removed. CAUTION: To ensure that engine timing will not be disturbed during gear removal, bar the engine over, if possible, until the alignment marks on the No. 2 idler gear and the left bank camshaft gear are aligned, Both camshafts are then locked in position and the crankshaft not moved until the gear train is completely reassembled. eezizee te uons9g-ss049 “ures, 189 YFOYSUIED ~ 7-1 “Hh wjog wuoWosnseayy soUEre=Ig 3909 14e4SHUBD ‘ALess009N 4) WHYS 3995 421P1 cae 3964S 10 Arquissy doroeg Aqwessy Aguessy | en , ayeuramag 65 2101 ~L vewasny 2D arquossy avn 18510 suds 1299 anna nbsepoRtn ‘yeusqmg yeusweD sSuyog 1snayL vaypesg HeysaMS 14eUSUIED 2899 anlig] yeysWED L woRoag INSTRUCT TONS ENGINE MAINTENANCE MANUAL SECTION 7 (34-200/34-600) SAT SUPPLEMENT NO. 1 CAMSHAFT GEAR TRAIN Reference: Camshaft Removal , page 7-3 1. In addition to the normal removal procedure of the camshaft the following safety precaution must be performed before a stubshaft, spacer or any section of the camshaft is removed. 2. Rotate the crankshaft until the counterweight on the camshaft, opposite to the gear train, is in the vertical downward position. 3. Sections of the camshaft may now be removed following the normal procedure. ASSEMBLY 1. In addition to the normal assembly procedure of the camshaft, the following safety precaution must be performed before a spacer or section of the camshaft is replaced. 2. If the counterweights were not removed from th stubshafts, ensure that the counterweight on the gear train side is in the vertical upward position and the counterweight opposite to the gear train in the vertical downward position. 3. The normal assembly procedure may now be performed. Letter ref. RM(WI) 15/4/28/5 of 1989-02-22 Issued per letter S/RM(WV) 15/4/18/2 of 1989-09-29 The following paragraphs contain the removal, inspection, and installation procedures for each gear in the train. CAMSHAFT DRIVE GEARS REMOVAL. 1, Remove the lockwire and the four bolts hold- ing the counterweight and camshaft drive gear to the stubshaft. 2. Remove the the retainer plate. dowel bolts and 3. The counterweight and camshaft drive gear can now be removed from the stubshaft. Remove the dowels from the counterweight and camshaft drive gear by driving them out from the back side of the gear. INSPECTION Inspect the gear teeth for fatigue indications, cracks, or other evidence of failure. If possible, a magnaflux inspection should be performed. In addition to the above, also check the camshaft gear which mates with the auxiliary drive gear for a wear step. Normal discoloration, due to a narrow gear mating with a wider gear, should not be considered as a wear step. ‘An accurate measurement can be made using a 420".430" diameter roller. Place the roller on the unworn portion of the gear tooth so it is suspended over the wom portion. The distance between the roller and the worm gear tooth should not exceed the limit given in the Service Data. If wear step exceeds the wear limit, the camshaft gear and the auxiliary drive gear should be replaced. Pitting or gouging of the cam gear teeth, where the auxiliary drive gear mates, indi- cates’ misalignment. The cause should be deter- mined before applying replacement gears. INSTALLATION 1. Install the camshaft drive gear on the stub- shaft being sure to position it on the stub- shaft so the position markings line up with the markings on the mating parts, as shown in Fig. 7-11 2, Install the counterweight, dowels, dowel re- tainer plate, and counterweight to stubshaft sHEO74 Section 7 bolts. When counterweight to stubshaft mark- igs are aligned correctly, the dowel bolts can be installed and tightened. 3. If a new gear is used, refer to "Exhaust Valve Timing" at the end of this section for infor- mation on positioning and marking of gears. Timing procedures are not required if cam- shaft and crankshaft positions have not been disturbed. After all bolts have been tightened, install lockwire, ‘SPRING DRIVE GEAR ASSEMBLY ‘The spring drive gear assembly, Fig. 7-3, consists of the No. 2 idler gear, the turbocharger drive gear, and a spring assembly mounted between the two gears to absorb any torsional vibration which might be transmitted through the gear assembly to the turbocharger. The spring drive gear assem- bly should be removed as an assembly and then disassembled for inspection. DISASSEMBLY 1, Remove the spring drive gear assembly from the stubshaft. Spring Drive Gear Assembly 13 ( Section 7 2. Remove the turbocharger drive gear from the assembly by removing the snap ring near the inner circumference of the gear and the 1/2"-13 bolts through the turbocharger gear and outer spider. The turbocharger drive gear can now be separated from the assembly. 3.Next remove the spring assembly from the idler gear by removing the 5/8"-11 bolts from the idler gear. It should not be necessary to further dis. assemble the spring drive gear assembly. The spiders, springs, and spring seats making up the spring assembly do not require any rou- tine type of maintenance. If the spring drive gear assembly is found to be defective, it should be replaced with a qualified assembly. WARNING: Any attempt to disassemble the spring assembly with the use of vises, clamps, rams, or pinch bars can be extremely hazardous and is not recommended. INSPECTION Inspect the gear teeth for fatigue indications, cracks, pits, or other evidence of failure. If possible, a magnaflux inspection should be per formed on the gears. Inspect the idler gear bear ings to see that they are not gouged or damaged in any way. Also check oil holes to see that they are not plugged. ASSEMBLY 1. Slide the spring assembly over the idler gear hub and install the 5/8"-11 bolts through the idler gear into the inner spider. 2. Install the turbocharger drive gear on the idler gear hub and install the snap ring in the idler gear hub groove. 3. Install and tighten the 1/2"-13 bolts through the turbocharger drive gear into the outer spider. j INSTALLATION 1. Place the spring drive gear assembly on the idler gear stubshaft, being sure the tooth position marks are aligned as shown in Fig. Tl. TA 2. If a new gear is used, refer to "Exhaust Valve Timing" at the end’ of this section for in- formation on positioning and marking of gears. Timing procedures are not required if camshaft and crankshaft positions have not been disturbed. NO. 1 IDLER GEAR BEARING CLEARANCE CHECK WITHOUT DISASSEMBLY The No. 1 idler gear bearing clearance can be checked without any disassembly of the engine. 1. Remove the rear left bank oil pan handhole cover and insert the rod assembly into the camshaft drive housing so that the end with the flattened side is at the bottom, 2. Position the rod so that the bracket mount straddles the crankcase endplate, and the top of the rod contacts the side of the No. I idler gear, Fig. 7-4. Hand tighten the bracket bolt. 3. Apply the light tension spring between the lower part of the rod and the edge of the handhole opening, Fig. 7-4, to maintain idler gear to rod contact. 4, Secure the support clamp of a dial indicator to the edge of the handhole opening. Position the indicator plunger so that it contacts the flattened side of the rod, Fig, 7-4. 5.With the cylinder test valves closed, use the engine turning bar, and manually rock the crankshaft as many times as necessary to remove the oil from the idler gear bearing. This will be evidenced on the dial indicator by no increase over previous reading taken for each direction of crankshaft travel. 6. Bar the crankshaft slightly in one direction until there is no further dial indicator move- ment, and set the indicator to zero. Bar the crankshaft in the opposite direction until there is no further dial indicator movement, and note reading. Multiply the reading by 1.3 to obtain No. I idler gear bearing clearance. Refer to limits in Service Data. coe Rod Assembly’ ye: NOTE: Photo at right was No. 1 taken without the Idler Gear camshaft drive hhousing to illus trate the rod assembly toridler ‘gear application, Section 7 Bracket Mount 17843 Fig. 7-4 - Application Of Parts For Checking Bearing Clearanc: NOTE: It may be necessary to lock the left bank camshaft in order to provide sufficient load on the No. | idler gear to obtain full movement. This should be done if clear- ance does not fall within the limits given in Service Data. If idler gear is to be removed, refer to the following procedures. REMOVAL 1. Remove the four bolts and washers holding the thrust plate and idler gear. 2. Remove the thrust plate and idler gear from the stubshaft. INSPECTION Inspect the gear tecth for fatigue indications, cracks, pits, or other evidence of failure. If possible a magnaflux inspection should be per- formed. INSTALLATION 1. Place the idler gear on the stubshaft so the tooth position marks are aligned as shown in Fig. 7-11. 2. Install the thrust plate, washers, and bolts. Torque the bolts and apply lockwire. 39974 15 3. Apply camshaft drive housing. 4. If oil retainer has dowels, remove the dowels. 5. Apply oil retainer gasket and oil retainer. Install four equally spaced bolts and washers finger tight. 6. Center the retainer by tapping the OD with a soft-faced hammer until the radial clearance between the retainer ID and the gear sealing surface OD is uniform around the circum- ference, as measured with a feeler gauge Refer to Service Data for proper radial clearance. 7. Apply the remainder of the 24 bolts and washers and torque to 30 ft-lbs. 8. Recheck for uniform clearance to ensure that the retainer has not shifted. 9. Apply camshaft drive gears. 10. If new gear is used, refer to "Exhaust Valve Timing" at the end of this section for in- formation on positioning and marking of gears. Timing procedures are not required if camshaft and crankshaft positions have not been disturbed. Section 7 IDLER GEAR STUBSHAFT ASSEMBLY REMOVAL, 1. After the spring drive gear assembly, the No. 1 idler gear, and the attached oil lines have been removed, the stubshaft assembly can be taken off. 2. Remove the lockwire, dowel bolts, locating dowels. nd the 3. Remove the mounting bolts and stubshaft assembly. INSPECTION 1. Check that oil passages are not plugged. 2. Check alignment of oil holes in upper stub- shaft sleeve with holes in stubshaft. Inspect sleeve for nicks or gouges. 3. Inspect upper stubshaft seal and replace, if necessary. Check bearing on lower stubshaft to see that it is not gouged or damaged in any way. BEARING REPLACEMENT 1. To replace the press fit bearing on the No. 1 idler gear stubshaft, heat until bearing can be removed. 2. Install a new bearing making sure that the bearing oil hole in the flat of the bearing is at the 12 o'clock position to align with the oil passage in the stubshaft. INSTALLATION 1. Attach the stubshaft assembly to the crank- case with the three vertically centered mount- ing bolts, and finger tighten’ . Apply the lower idler gear to the stubshaft assembly to mesh with the crankshaft gear. 3. Place a feeler gauge between the lower idler and crankshaft gear teeth, and check the backlash. Backlash limits are in the Service Data. . If necessary, reposition the stubshaft assembly until the allowable backlash is obtained. 16 5. Apply the remaining stubshaft assembly mounting bolts, and torque all bolts. 6, Install dowels and dowel bolts, and lockwire all bolts. 7. Apply the oil lines to the stubshaft bracket. CRANKSHAFT GEAR REMOVAL, 1, Remove crankshaft gear from the crankshaft, 2. The oil slinger can be removed from the crankshaft gear by removing the oil slinger to crankshaft gear bolts. INSPECTION Inspect the gear teeth for fatigue indications, cracks, pits, or other evidence of failure. If possible a magnaflux inspection should be per formed. Inspect the oil slinger and oil seal re- tainer to sce that they are not bent or damaged in any way INSTALLATION 1.Place the crankshaft gear on the crankshaft being sure the tooth position mark aligns with the mark on the No. I idler gear. 2. If a new gear is used, refer to "Exhaust Valve Timing" at the end. of this section for in- formation on positioning and marking of gears. Timing procedures are not required if camshaft and crankshaft positions have not been disturbed 3. Install the oil slinger and the oil stinger to crankshaft gear bolts. Apply camshaft drive housing. 5. Prior to installation of the oil seal retainer, measure the distance from the inner face of the retainer mounting flange to the inner face of the retainer tapered flange, Fig. 7-2. Then measure the distance from the outer face of the camshaft drive housing to the face of the oil slinger with the crankshaft positioned toward the rear of the engine. The difference between the two measurements should equal the clearance specified in Service Data. If required, add or remove oil slinger shims to obtain proper clearance. 3eE974 6.If oil retainer has dowels, remove the dowels. 7. Apply oil retainer gasket and oil retainer. Install four equally spaced bolts and washers finger tight. 8. Center the retainer by tapping the OD with a soft-faced hammer until the radial clearance between the retainer ID and the gear scaling surface OD is uniform around the circum- ference, as measured with a feeler gauge. Refer to Service Data for proper radial clearance. 9. Apply the remainder of the 24 bolts and washers and torque to 30 ft-lbs. 10. Recheck for uniform clearance to ensure that the retainer has not shifted 11. Apply camshaft drive gears. AUXILIARY DRIVE ASSEMBLY DESCRIPTION The auxiliary drive assembly, Fig. 7-5, is mounted ‘on the turbocharger housing and is driven from the right bank camshaft drive gear. 13637 1. Coupling Flange 4, Oi Stinger 2. Dust Snel 5. Mou 2. cover 9 Plot 6. Drive Shaft And Gear 9. Bushing Section 7 MAINTENANCE When new bearings are installed, they are pressed into the support housing and line reamed or bored to the dimension specified in Service Data. After mounting the assembly on.the turbocharger housing, the backlash between the gears must be checked and adjusted, if necessary. Check the backlash with a dial indicator, Fig. 7-6. Attach a small "C" clamp to the coupling flange Fig, 7-6 ~ Checking Auxiliary Drive Gear Backlash SS 1. Support Housing 8 Drain Fig. 7-5 — Auxiliary Drive Assembly 386974 Section 7 so that clamp contacts the outer edge of the flange. Position the dial indicator with the con- tact point touching the "C" clamp. Remove play from gear teeth by turning the coupling flange. Set the dial indicator to zero and move flange in the opposite direction of the previous movement and note reading on dial indicator. Refer to Service Data for backlash limits. Backlash is adjusted by loosening the turbocharger mounting bolts and repositioning the turbocharger on the camshaft drive housing. After correct backlash is obtained, the turbo- charger mounting bolts are tightened, and the backlash checked to see that it has not changed. CAMSHAFT ASSEMBLIES DESCRIPTION ‘The camshaft assembly, Fig. 7-7, consists of flanged segments, front and rear stubshafts, and a spacer is used on 12 and 16-cylinder engines between the center segments. Each segment spans three (12-cyl.) or four (8 & 16-cyl.) cylinders. Segment flanges are marked as shown in Fig. 7-7 to aid in correct assembly. At each cylinder there are two exhaust cams, one injector cam, and two bearing journals. Two bearing blocks at each cylinder, equipped with steel-backed lead base babbit lined inserts, support the camshaft. MAINTENANCE CAMSHAFT REMOVAL. The camshaft may be removed without disturbing the stubshafts by removing the dowel bolts con- necting the segment and stubshaft flanges, re- moving oil lines from segment bearing blocks to rocker arms, and removing rocker arms. Remove segment bearing block caps to allow camshaft removal. If the camshaft is removed for reasons other than bearing replacement, an attempt should be made to retain relative position of the bearing shells on reinstallation of the camshaft. This may be accomplished by immediately re~ placing caps after camshaft removal, or if the entire block is removed, by inserting block bolts and wiring the free ends of the bolts. It is possible to remove a segment of the 8 and 16-cylinder camshaft without removing the entire camshaft. However, the entire camshaft must be removed on a 12-cylinder engine to change a segment. INSPECTION After removal of camshaft, wash and remove all dirt from oil passages. Visually inspect stubshafts and segments paying particular attention to cam Left “\ ny ‘ Long Segment ae Long . Onset s oat Drive “~— soe Oph 22 Hl gh 2 28 Ly Long Segment Injector Cam Exhaust Valve Cams LONG SEGMENT Journal ‘Long Seqment aS Stubshatt Spacer Fig. 7-7 ~ Camshaft Assembly (16-Cyl.) 78 E974 lobes and journals for pitting, chipping, excessive scoring, and heat discoloration. Journals and cams with light pit marks, minute flat spots, and light score marks may be reused after blending and removal of sharp edges by hand polishing. Check inside of dowel bolt holes for burrs, and remove. Camshaft segments and stubshafts that show heat discoloration should be magnaflux inspected and hardness tested. Discoloration on the unfinished portion of the camshaft should be disregarded as, it results from a production process and may be seen even on a new camshaft. ASSEMBLY ‘The camshaft must be assembled as shown in Fig. 7-7. One dowel bolt hole in each segment flange is smaller. than the others to ensure correct angular position. After assembly of camshaft and stubshaft, check for concentricity between the stubshaft and cam- shaft journals, and maximum runout over total length of the shaft. Support the camshaft on precision rollers at the number 2 and 7 (8-cyl.); 1, 6, 7, and 12 (I2-

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