service manual roiline model 570 and 884

Service Manu.alROILINE

Models 570 and 884GAS'-GASOLINE ENGINES

f Q " I P ~!'E r,l T S E R If I ,., E f\ is1U,; 'h.1i t ,lflv. Vl1,

~4"J')1" C·jl]wnr Tjv~ p (1 Rru'y 131)7v ,.VllJt"'lt.:.:r• ~''-'/\ ••• v,

Long Beach, Calif. 90801

426-0311 636·2593

Reg. U.S. Pat. Off.F-1861

EDITION THREE () 1.>\ <{/' LlQl-. J

WAUKESHA MOTOR COMPANY

WAUKESHA, WISCONSIN, U. S. A.

Main OfficeWaukesha, Wis. 53186

FactoriesWaukesha, Wis. 53186Clinton, Iowa 52732Houston, Texas 77029

Branch Offices1156 East Ridgewood Ave.Ridgewood, New Jersey 07451

5000 S. 45th West Ave.Tulsa, Okla. 74107

P.O. Box 1025Downey, California 90240

239 E. International Airport RoadAnchorage, Alaska 99502

ROILINE MODELS 570 AND 884

CONTENTS

Title Page Title Page

DESCRIPTION

GENERAL .....ENGINE V ARIA TIONSCRANKCASE ...CRANKCASE VENTILATIONCRANKSHAFT .••MAIN BEARINGSCYLINDER HEADSVALVE ROTA TORSPISTONS ...•.CONNECTING RODSCAMSHAFT ....GEAR COVER ..•FLYWHEEL AND BELLHOUSINGMANIFOLDSWATER PUMPOIL PUMP ..OIL COOLERIGNITION ..••

Distributor IgnitionMagneto Ignition

GOVERNOR .....LUBRICATION SYSTEMCOOLING SYSTEM.

SERVICE

FUEL .OIL CAPACITY ..•••PUMP INLET SCREEN.OIL CHANGES ...•SELECTING OIL VISCOSITYOPERATING TEMPERATURESADDITIVE TYPE OILS ....LOW TEMPERATURE OPERATIONOIL CONSUMPTION .BREAK-IN ......•••••L UBRICA TION SERVICE GUIDE.OIL FILTERS .....OIL COOLER ..••••OIL PRESSURE CONTROLAIR CLEANERS .COOLING SYSTEM .

Thermostat RemovalThermostat TestingDraining the Cooling SystemCleaning the Cooling SystemCommercial Cleaners ..Cooling Fans .Fan Belts .

IGNITION SYSTEM MAINTENANCEDistributor ....•

1112234444566.778999

10

101415

1818

18

181819

1919

19192021

2122

22232424242425252525

27

I

Distributor Timing 28Advance Mechanism 29Checking Distributor System

Spark Advance .......•. 30Magnetos ......•..... 30Magneto Timing 30Checking Magneto System Spark

Advance ...•........ 31FUELS 31GASOLINE ·CARB URETORS 32

Carburetor Adjustments 32FUEL PUMP 33GAS CARBURETORS 33ENSIGN TYPE "B" FUEL

REGULATOR 34Operation .....•...... 34

SUGGESTIONS FOR LOCATINGTROUBLE ON GASEOUS FUELENGINES 35

MODEL "B" FUEL REGULATOR 35IMPCO CARBURETORS 36GENERAL IMPCO SERVICE

INSTRUCTIONS 36Natural Gas 36Adjustment 36Thermae Pressure Reduction Valve 36

VALVE TIMING AND CLEARANCES . 37Valve Rocker Arm Clearance . 37

RESETTING GOVERNOR 37ENGINE STORAGE 38

Protecting New Engines 38Storing Engines That Have

Been in Service 39PRESERVATION EQUIPMENT

AND MATERIALs .•.•.... 40Sprays and Atomizers 40Heating Compounds 40

PREPARING ENGINE FOROPERATION 40

EXERCISE OF STANDBY UNITS .. 40

OVERHAUL AND REPAIR

GENERAL " 41DISASSEMB L Y 41

Vibration Damper and Fan Pulley . 41Gear Cover 41Flywheel 42Cylinder Head 42Cam Followers 42Camshaft 42Crankshaft Gear .....•... .43

CRANKSHAFT OIL SEALS ... 44


CONTENTS

OVERHAUL AND REPAIR (Cont.)

WATER PUMP REPAIR 44OIL PUMP REPAIR 44

Disassembly of the Pump 45Reassembly 46

VALVES AND MECHANISM - REPAIR 47Compression Checks 47Valve Mechanism ., 48Guides and Seats 48Reconditioning Valves 49Valve Grinding 49Hand Grinding 49Replacing Cylinder Head 49

BEARING ADJUSTMENT 51Side Clearances 52Running Clearances 52

Title .~

CYLINDERS AND PISTONS ..... 53Matching Replacement Pistons,

Sleeves, and Pins ..... 53Removing and Installing

Sleeves ....•....... 53Cylinder Head Gasket 54Piston Fitting 54Reassembly of Pistons 56

ALIGNING FLYWHEELHOUSING 57

ALIGNING FLYWHEEL '" 58CLEARANCES AND LIMITS, MODEL

570 SERIES .•....•...• 59CLEARANCES AND LIMITS, MODEL

884 SERIES 64STANDARD WARRANTY 69DISTRIBUTORS AND SERVICE 70

II


LIST OF ILLUSTRATIONS

Left Side--Roiline Model H884Right Side--Roiline Model H884Front Sectional--Roiline Model H570Side Sectional--Roiline Model T-H570Left Side--Rbiline Model H570.Right Side--Roiline Model T-H570 ..Right Side--Roiline H570 Enclosed UnitFiring Order Chart .Crankcase, Exploded View .Ventilation Regulator, Cross SectionCrankshaft and Crankshaft Gear,

Exploded View .Main Bearings, Exploded View .Cylinder Head, Exploded View ..Connecting Rod and Piston, Exploded

View .Camshaft, Exploded ViewGear Cover and Accessory Drive,

Exploded View .Intake and Exhaust Manifold, Exploded

View .Water Pump, Exploded View ..H-884 Oil Pump, Exploded View.Oil Cooler .Typical Ignition Distributor .Flange Mounted 'Magneto ..Pierce Mechanical GovernorZenith Mechanical Governor, Cross

Section .Woodward Hydraulic Governor570 Series Lubrication Diagram.884 Series Lubrication Diagram.Water Outlet Manifold, Exploded ViewFan and Hub, Sectional View ....Fan and Hub Assembly, Exploded View.Schematic of Typical Cooling Tower

Installation .Shell and Tube Heat-Exchanger CoolingTypical Oil Filter, .Oil Bath Air Cleaner ....Testing Thermostat OpeningTesting Thermostat ClosingChecking Fan Belt Tension .Cold Reduces Battery PowerSchematic of Typical Battery Ignition

System .

IVV

VIVII

VIIIIXX122

334

55

6

78899

1010

11111213141516

16

17212223242525

26

Setting Distributor Points .•Typical Centrifugal Advance

Curve ...••....Steps in Timing Ignition ..Distributor Ignition Wiring

Diagram ..•..••Magneto Ignition Wiring Diagram .Typical Gasoline Carburetor ..Fuel Pump, Exploded ViewNatural Gas-LPG Fuel System

Schematic ..•••.•..Ensign Type "B" Fuel RegulatorTypical Crankgear Puller .••Engine Timing Gear Marks ..Removing Crankgear by Splitting .Camshaft End Play .....•Inserting Crankshaft Oil SealWater Pump Seal and Seat.Oil Pump Sectional ViewDrive Gear Removal ...Drive Gear End Clearance.Pressing Roll Pin Into ShaftPump Gear End ClearanceIdler Shaft End Clearance .Pump Gear Running Clearance .Valve Rotators ...Refacing Valves •..•..Pulling Seat Inserts .....Cylinder Head - Manifold Stud

Tightening SequenceTesting Bearing for TightnessTightening Main Bearing

Capscrews .Measuring Bearing ClearanceChecking Crankshaft RunoutSleeve Puller in Use ....Evening Up Rubber Rings ..Checking Sleeve for Distortion .Measuring Piston Ring Gap ..Piston Ring Side ClearanceCam Ground Piston (Exaggerated)Fitting Piston to Sleeve ...Correct Position of Piston in

Cylinder ......•.Checking Housing Bore Runout .Checking Flywheel Runout .

27

2829

29

3032

33

333442 .424343444445454646464747484950

5051

515252545455

55565657

575758

III


Left Side - Roiline Model H884

1. Thermostat Housing2. Load Adjustment3. Fuel Idle Adjustment4. "B" Regulator Breather Vent5. Air Cleaner '6. Ensign "B" Regulator7. Gas Inlet Line8. Breather and Filler Cap9. Safety Shut Down Switch

10. Crankcase Water Passage Plug11. Oil Level Gauge12. Oil Pan Drain13. Crankcase Water Drain14. Engine Timing Pin15. Water Line - Water Pump to Oil Cooler16. Oil Line - Filters to Crankcase17. Water Pump Cover1a. Left Bank Magneto

IV


1) CD

Right Side - Roiline Model H884

1. Governor Slave Unit2. Gas Carburetor3. Butterfly Valve Housing4. Exhaust Pipe5. Water Cooled Exhaust Manifold6. Breather and Filler Cap7. Dual "Full-Flow" Oil Filters8. Filter Base Oil Drain9. Oil Line - Crankcase to Cooler

10. Water Line - Cooler to Crankcase

V

11. Oil Cooler Water Drain12. Timing Hole Cover13. Power Take Off Grease Fitting14. Oil Pressure Gauge15. Governor Control Knob16. Throttle17. Water Temperature Gauge18. ChoIce19. Vacuum Gauge20. Ignition Switches


16

12

10

®Front Sectional - Roiline Model H570

1. Carburetor2. Throttle Shaft3. Water Cooled Exhaust Port4. Rocker Arm5. Oil Filler and Breather6. Exhaust Valve7. Oil Level Gauge8. Cylinder Sleeve9. Piston

10. Connecting Rod11. Oil Pan Drain

VI

12. Oil Inlet Screen13. Crankshaft14. Cylinder Sleeve "0" Ring15. Oil Filter16. Piston Pin17. Cam Follower18. Push Rod19. Intake Valve Spring20. Crankcase Breather21. Intake Manifold22. Governor Slave Unit


Side Sectional -

1. Fan Blade2. Fan Belt Adjusting Screw3. Water Pump4. Distributor5. Governor Power Unit6. Exhaust Valve7. Carburetor8. Rocker Arms9. Valve Spring

10. Intake Valve11, Rocker Arm Cover12. Cylinder Head Oil Line13. Ring Gear

VII

14. Flywheel15. Flywheel Housing16. Piston17. Connecting Rod18. Oil Pan19. Oil Pan Drain Plug20. Oil Inlet Screen21. Camshaft22. Oil Pump23. Crankshaft24. Crankshaft Pulley25. Vibration Dampner26. Fan. Belts


®19

f-

'--~_._.-------~

CD/'"'..

8

Left Side - Roiline Model H570

.~.

1. Fuel Idle Adjustment2. Air Cleaner3. Ignition Switches4. Vacuum Gauge5. Water Temperature Gauge6. Starter Switch7. Governor Control Knob8. Throttle9. Choke

10. Ammeter

VIII

11. Safety Shut Down Controln12. Gas Inlet Supply Line13. Electric Starter14. Crankcase Water Drain15. Voltage Regulator16. Generator17. Oil Level Gauge18. Cylinder Head Tube Line19. Water Cooled Exhaust Manifold20. Left Bank Magneto


,III

1'117 1.1

["

\

~I

~..--~~ ~iU I

Right Side - Roiline Model H570

1. Air Cleaner2. Water Outlet Pipe3. Right Bank Magneto4. Thermostat Housing5. Water By-Pass Line6. Left Bank Rocker Arm Cover7. Water Pump Cover8. Tachometer Drive Hole Plug9. Generator

10. Crankshaft Vibration Dampner11. Water Line - Pump to Oil Cooler12. Oil Cooler13. Oil Filter14. Oil Lines - Oil Cooler Inlet and Outlet15. Crankcase Water Drain16. Barring Device17. Power Take Off Clutch Lever18. Breather and Filler Cap

IX


3

Right Side - Roiline H570 Enclosed Unit

1. Air Cleaner2. Mufflers3. Radiator Pressure Cap4. Radiator Guard5. Oil Cooler

x

6. Oil Filter7. Fan Blade Guard8. Crankcase Water Drain9. Barring Device

10. Flywheel Timing Hole Cover


INTRODUCTION

The Waukesha Motor Company supplies this handbook as aguide for operating and servicing Roiline Models 570 and 884 seriesengines. For the convenience of the user certain conventional and wellestablished maintenance practices have been omitted or included bybrief mention only. In such instances, good judgment and common senseshould be used as a basis for whatever mechanical operation is involved.

Occasionally, unusual or extreme circumstances may appearto justify some degree of variation from the recommended procedures.When this happens, it is urgently requested that the problem be submitted to the Service Department, Waukesha Motor Company, Waukesha,Wisconsin. When requesting information or ordering parts always besure to include the engine model and serial number from the enginename plate. In addition, any special features of the installation, orconversions made by the owner, should be mentioned.

Where tabulated data is provided, the user should realize thatclearances, part numbers, and so on, are sometimes changed overa period of time. Consult the manufacturer or his authorized representative if any doubt arises as to the suitability of a given part orclearance.

XI


PRINCIPAL ENGINE DIMENSIONSAll Dimensions in Inches (Nominal)

MODEL H570MODEL T-H570MODEL H884MODEL T-H884

BORE AND STROKE

4-5/8x4-1/44-5/8x4-1/45-3/8x4-7/85-3/8x4-7/8

NUMBER CYLINDERS

8888

DISPLACEMENT, Cubic In.

570570884884

MAXIMUM HORSEPOWER

187-198238312360(APPROXIMATE VALUES ONLY)

(2200 RPM)(3000 RPM)(2400 RPM)(2600 RPM)

NUMBER MAIN BEARINGS

5555

CRANKSHAFT, Thrust Taken

CenterCenterCenterCenter

MAIN BEARINGS, Dia. and length

3-1/4x1-9/643-1/4x1-9/643-3/4x1-13/323-3/4x1-13/32

CONNECTING ROD BEARINGSDia. and length

2-3/4x1-1/42-3/4x1-1/43-1/4x1-7/163-1/4x1-7/16

NUMBER CAMSHAFT BEARINGS

5555

CAMSHAFT BEARING, Dia.

222-1/42-1/4

CON. ROD, Length Ctr. to Ctr.

8-9/168-9/169-3/49-3/4

PISTON PIN, Full Floatingilia. and length

1-3/8x4-1/81-3/8x4-1/81-1/2x4-9/161-1/2x4-9/16

PISTON RINGS, Comp., Top Chrome

3/323/323/323/32

PISTON RINGS, Comp., Taper Face

1/81/81/81/8

PISTON RINGS, Oil Control

1/41/41/41/4

TIMING GEARS, Face Width

1-1/41-1/41-1/41-1/4

LUBE OIL CAPACITY, Does notinclude filters and lines

9 qts.9 qts.20 qts.16 qts. -Front sump20 qts. -Center sump

FIRING ORDER FOR ALL MODELS

1-8-7-3-6-5-4-2

COOLING SYSTEM CAPACITY

14 gals.20 gals.

SPARK PLUG GAP FOR ALL MODELS (14 mm)Champ. J-6 (.023-.028) - A. L. #AG-4 (.023-.027) - A. C. #C44XL (.023-.028)

OIL PRESSURE

40 psi40 psi35-40 psi35-40 psi

WEIGHTS (Dry)Bare Engine

1250 lbs.18501bs.Power Unit (Without Housing)

21751bs.28501bs.Power Unit (With Housing)

22751bs.30001bs.

XII


DESCRIPTION

DESCRIPTION

GENERAL

Since this manual covers both the 570 and884 models, the following method has beenused to avoid confusion, and at the same timeto prevent repetition when discussing partsthat are essentially alike except for size. Inall descriptions the 884 seriel:! will be considered the basic model. Minor differencesbetween a 570 and 884 part will be mentionedwhere necessary. If no differences are mentioned, it is because the parts differ, for themost part, in size only. Where major differences exist for a given part between the twoseries, separate paragraphs will be used todescribe each part. Where variations existamong engines in a given series, mention willusually be made in the text, and detailed information may be obtained by writing theService Division, WAUKESHAMOTOR CO. Always include the engine serial number whenwriting. In most cases no attempt has beenmade to retrace the variations in design overyears past. When rebuilding or servicing anengine, it is suggested that the latest changesand clearanoes be incorporated. Tabular dataprinted here represents the latest recommendations at time of printing.

For purposes of discussion, or correspondence, the following reference points have beenestablished.

CYLINDER NUMBERING- Cylinders arenumbered alternately petween banks starting from the gear cover end of the engine,and continuing rearward. Thus, the rightbank would consist of 2, 4, 6, and 8, andthe left bank would be 1, 3, 5, and 7.

Lubrication and cooling are discussed underseparate headings at the end of this section.

ENGINE:· V ARIA liONS

Both the 570 and 884 models are producedin two different types. These types are ... theindustrial engine and the transportation engine.Also, there - are a number of variations inignition, manifolding, flywheels, fans, and soon, possible within the framework of a givenseries and type. For this reason, the description of the parts in both series must be somewhat generalized. All models may be convertedto operate on either gasoline or gaseous fuels.

CRANKCASE

The crankcase is a rigid, compact 90° Veeblock machined to receive the various component parts. Five main crankshaft bearingsand five camshaft bearings rigidly supported,insure exact alignment of the crankshaft andcamshaft.

The block is bored for the replaceable wetsleeve liners and drilled to provide oil passages from the camshaft bearings to the crankshaft bearings. A cover fits on the top of thecrankcase to enclose the tappet chamber andsupport the distributor or magnetos, governor,and crankcase ventilator.

Replaceable liners eliminate the need forcylinder reboring, confining crankcase service to cleaning the oil passages and waterjacket surfaces. This should be done wheneverthe engine is dismantled for overhaul.

FIRING ORDER

1-8-7-3-6-5-4-2

NUMBER 2 BANKFRONT and REAR - Reference to such locations on the engine shall be interpretedas meaning from the gear-cover (front)and flywheel (rear) ends.J

RIGHT and LEFT - Shall be interpreted asmeaning from the right and left of a viewerstanding at and faCing the rear (flywheel)end of the engine.

2

3

4

5

6

7

8 RIGHT-BANK

LEFT-BANK

Since many of the parts described containcomplex oil or water passages, no mention hasbeen made of these openings in most cases.

1

NUMBER 1 BANK

Firing Order Chart


Ii)

CAMSHAFT BUSHING

CYLINDER SLEEVE\

~~CRANKCASE hD~;~~(One on Eac

Crankcase, Exploded View

DESCRIPTION

-CRANKCASE VENTILATION

Crankcase ventilation is accomplished througheither a check valve ventilation regulator or abreather line, continuously circulating fresh airthrough the crankcase. Fresh air is admitted atthe breather caps located on the cylinder head·covers, displacing harmful blow-by gases whichare exhausted at the ventilation connection intothe intake manifold.

The crankcase ventilation regulator shouldbe washed in solvent when the discharge ofoil vapors from the engine indicates increased

;i£~d]

pressure within the crankcase. Oil leaks mayoccur due to increased crankcase pressure,when the regulator is clogged.

CRANKSHAF1

The inherent balance of the V-8 engine crankshaft is used to full advantage by counterweighting. The counterweights on these enginesare forged as integral parts of the crankshaft.

WEIGHT

In Up Position

~NKCASE(Low Vacuum)

In Down Position

(High Vacuum)

Late Type Ventilation Connection

2

Previous Ventilation Regulator, Cross Section


MAIN BEARING JOURNAL

CRANKSHAFT END CLEARANCETHRUST BEARING

Crankshaft and Crankshaft Gear. Exploded View

DESCRIPTION

Torsional vibration problems are materiallyreduced because of the short, stiff crankshaftdesign permitted by the V-8 cylinder arrange-menL .

Drilled holes from each main bearing journalto the adjacent half of the crankpins, carry oilfrom the main bearings to the connecting rodbearings.

Sealing around the crankshaft at both endsis provided by split felt rings held in placein recesses in both the crankcase and oil pan.Return oil grooves are cut into the crankshafL

/FRONT BEARING

CAP

MAIN BEARINGS

Five main bearings support the crankshaftand provide easily replaceable bearing surfaces. The bearings are copper-lead, steelback, precision shells that require no fitting,scraping, or shimming upon installation. Upperand lower shells are interchangeable when new.

Tangs on the bearings and milled recessesin the bearing caps and crankcase preventrotating or lateral movement. A hole in thetop of the shell and a groove cut into the innercircumference of the bearing provides an oil

Main Bearings. Exploded View

3


passage from the crankcase to the crankshaftoil passages.

Oil pressure that becomes progressivelylower over a period of several months isusually an indication of a clogged filter or ofbearing wear to a point where running clearances are excessive. Continuous knocking fromwithin the engine also points to excessive bearing wear.

CYLINDER HEADS

High-strength cast iron cylinder heads contain the valve mechanism and combustion chambers. The efficient combustion chamber designand ideal spark plug location make possiblesmooth, efficient, controlled combustion. Tominimize power losses due to intake air restrictions, individual intake ports are cast inthe head. These individual ports also aid inmaintaining equal fuel· distribution to all ofthe cylinders.

Parts and heads for each bank are interchangeable. The intake and exhaust valvesseat in replaceable valve seat inserts.

VALVE ROTATORS

In some cases the rotator replaces the customary top valve spring washer. The valverotators used on exhaust valves prevent prolonged exposure of anyone sector of the valveface to any local hot spot th~t may develop onthe seat. This results in lower and more uniformvalve face operating temperatures. Valve rotation also provides a light wiping action between valve face and seat and between valvestem and guide to help prevent valve stickingand formation of cpmbustion deposits.

Because all valve rotator parts are completely enclosed, they require no special lubrication or adjustment and are unaffectedby sludge and varnish formation.

PISTONS

The light weight aluminum pistons are earnground to compensate for piston expansionand to permit closer piston fit without dangerof seizing. Each piston is provided with threecompression rings and one oil control ring .

Pistons on present engine models have asteel groove insert above the top compression

4

DESCRIPTION

ring and a chrome plated top ring. The steelinsert for the top groove is part of the pistonand does not have to be replaced when installing new rings.

All new pistons have a thin coating of tinplate to protect pistons and cylinder wallsduring the running in period.

CONNECTING RODS

Identical side-by-side connecting rods areused in the engine to reduce the number ofdifferent parts and to simplify servicing.

Connecting rod bearings are copper-leadprecision shells. The upper and lower shellsmay be used interchangeably when new, butshould be returned to their original positionif used again.

Current production 884 series engines employ a special lock nut for the connecting rodcap to provide a more secure lock which willnot loosen in service.

VAlVE "'~GUIDE ~

EXHAUST VAlVE_B1.Y __ INTAKE VALVE SEAT INSERTSEAT INSERT ~"=:11

-Jet-INTAKEVALVEEXHAUST

VAlVE

Cylinder Head, ExplOded View

. /


CONNECTING RODBEARING

CA\~ ~~~

~ lOCK NUT

PISTON PINBUSHING

PISTON PINRETAINER

'tJ I\~

PISTON PIN

DESCRIPTION

Connecting Rod and Piston, Exploded View

Current production engines have rifle drilledconnecting rods which provide additional ll,lbri~ation to the piston pin area.

CAMSHAFT

The single hollow camshaft is supported infive bearings which are pressed into the crankcase and line reamed. The hollow camshaftprovides a passage for distributing the lubricating oil. The camshaft on current model TH570engines is not rifle drilled, therefore oil pas-

sage is provided by an oil gallery in the crankcase.

Barrel type tappets operate in tappet boresfor each bank directly over the camshaft totransmit the cam lift to the valve train. Thebarrel tappets can be replaced without removing the camshaft.

The water pump and accessory drive shaftis driven from the camshaft gear. A smallgear on the front end of the camshaft is provided for a tachometer drive.

Camshaft, Exploded View

5


Camshaft thrust, on both 884 models and onthe Industrial 570, is taken by a thrust buttonpressed into the inside face of the gear cover.On the Transportation 570, this thrust is takenjust forward of the camshaft bearing frontjournal by a thrust plate which is secured tothe crankcase by two special capscrews andlockwashers.

GEAR COVER

The gear cover houses crankshaft and camshaft gears, tachometer drive, accessory driveshaft, and the accessory drive housing mountedon the inside of the gear cover.

To maintain perfect gear alignment, the a<;cessory drive shaft for the water pump, governor, and distributor or magnetos is rigidlysupported in three bearings, and is pressurelubricated from the engine's lubrication system.Rotation of this shaft is effected by a geardrive from the camshaft. An oil seal on thewater pump end of the shaft prevents leakageof oil from the bushing located in the gearcover.

DESCRIPTION

FLYWHEEL AND BELLHOUSING

Optional flywheels are available accordingto the type of power take-off to b~ used. Theflywheel is bolted to the crankshaft flange.Whenever the flywheel is taken off to removethe crankshaft, it should always be reassembled after the bellhousing has been mountedinto its correct position.

The bellhousing encases the flywheel, andthrough a hole having a cover plate locatedon the top side, it is possible to see the flywheel timing marks or degree markings ontiming tape. Because of inaccessibility of flywheel timing markings TH884 engines have atiming pin and D.C. timing notch on the crankshaft pulley.

Due to the nature of the bellhousing designand usage, no inspections or maintenance arerequired. However, it is extremely importantto maintain exact centering of this part toalign attaching parts with the crankshaft. Misalignment may cause serious damage to theengine from vibration.

GEAR COVER "ACCESSORY DRIVE GEAR

"'C>ACCESSORY DRIVE SHAFT

Gear Cover and Accessory Drive, Exploded View

6


INTAKE MANIFOlD

\

@oI

Blank Flangefor Gas Fuel;Tube Fittingfor Gasoline.

Intake and Exhaust Manifold, Exploded View

DESCRIPTION

EXHAUSTMANIFOLD

MANIFOLDS

Duplex gasoline carburetion and manifoldingof the engine results in more equal distributionof fuel and air mixture to the cylinders. Thecarburetor divides incoming air from the aircleaner into two separate throttle ~passagesand venturis. At the manifold flange, the twosections divide again into branches servingindividual cylinders. Carburetion for gaseousfuels is effected with a single throttle passage and venturi, and two butterfly body sections.

When gasoline is used for fuel, connectionsfrom the cylinder: heads admit hot exhaustgases to. a jacket surrounding the intake manifold in order to supply the heat necessary forvaporizing the fuel. For gaseous fuels, thismanifold heating is unnecessary, and a blank

7

flange is placed over the cylinder head exhaust gas openings.

A water cooled exhaust manifold collectsexhaust gases from each cylinder head.

WATER PUMP

Ample coolant flow for the engine is provided by the water pump.

The pump circulates water from a commonsuction connection into each bank of the enginethrough individual discharge connections.

The pump drive shaft is lubricated underpressure from the main lubricating oil systemof the engine. The pump impeller is mounted onthe front end of the accessory drive shaft. Anoil seal on the water pump end of the shaft

WATER OUTLETCONNECTION


••I ~~

~' ~GASKET

~,

, " --- COVER

PREVIOUS PUMP

DESCRIPTION

PRESENT PUMP

Water Pump, Exploded View

prevents leakage of oil from the bushing locatedin the gear cover.

OIL PUMP

The oil pump, driven by the crankshaft gear,draws oil through an automotive type floatingsuction screen so that the cleanest oil just

under the surface can be circulated regardless of the crankcase oil level. It is then discharged into a tube to the crankcase oil passageleading to the filter.

The positive displacement characteristicsof the gear type pump require the use of a

Oil PUMP BODY

OIL PUMP COVER

RELIEF VALVE SPRING

H-884 Oil Pump, Exploded View

8

The special lower oil pan provided with thissystem has ..a large oil sump at the fan or frontend and a smaller sump at the rear. I Cam


OIL INlET

Oil Cooler

pressure regulating valve to bypass continuallythe excess oil pumped over that required tolubricate the engine.

The regulating valve, which is in an externalpump connection, returns the excess oil to thesump, and maintains the correct oil pressure.

A combination pressure and scavenger oilpump is used on some transportation enginesto assure full oil pressure to all bearings whenthe engine is operating at a tilt on a gradeof 60 per cent longitudinally or 30 per centside-wise. The combination pump is mountedon the front main bearing cap.

Oil is returned from the bearings to both thefront and rear sumps. Oil returned to the rearsump is drawn back through the scavengerscreen and connection by the scavenger orrear section of the oil pump and dischargedto the front sump.

Both sections of the oil pump are driven bythe external drive gear meshed to the crankshaft gear. The external drive gear is on thesame shaft as the pressure pump gear. Theshaft of the opposite pressure pump gear isalso the drive shaft of the scavenger pumpgear. The rear scavenger pump section has aseparate idler shaft and gear.

OIL COOLER

The oil cooler, which is normally mounted onthe front lower right side of the engine, assists

9

DESCRIPTION

in maintaining proper oil temperatures andviscosity under all operating conditions. Oilentering the cooler flows around the tubes andbaffles of the heat exchanger while water, whichis diverted from the engine cooling system,flows through the tubes, absorbing or giving upheat to the oil as the conditions vary, thusresulting in relatively stable temperatures for

. both lubricating oil and cooling systems.

IGNITION

Ignition may be supplied by either a batterycoil-distributor system or by two verticallymounted 4 cylinder magnetos. Both systemshave a retarded spark at cranking speeds foreasy starting.

Distributor Ignition

The eight cylinder distributor employed is ofthe conventional type with centrifugal advancefeatures. It is driven by a spiral gear matingwith a similar gear on the accessory driveshaft.

Some military models use' a 24 volt ignitorwith the coil and distributor assembled in onehousing to provide radio interference suppression and water-proofing.

Typical Ignition Distributor

ROILINE MODELS 570 AND 884 DESCRIPTION

linkage system, this weight movement causesthe butterfly valve to open and admit more fueland air to the engine, thus restoring normalloaded speed.

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MAGNETOHOUSING

INTERNALGEAR

MAGNETO'l HOUSING

DRIVESHAFT

The governor also acts asa protective device to prevent engine damage from overspeeding. Here, as the speed increases towardsthat speed established as the maximum, theweights move outward under the increasedcentrifugal force. This movement is opposedby the governor spring. When the force actingon the weights is balanced by the spring tension, the butterfly linkage stabilizes. At thispoint the amounts of fuel and air entering theengine are held to those needed for the selected maximum speed and no more.

From the above paragraph, it can be seenthat the maximum speed of the engine is regulated by the tension of the spring. An increasein spring tension increases the maximum governed speed; a decrease in spring tensiondecreases the maximum governed speed.

Flange Mounted Magneto

Magneto Ignition

Two vertically mounted magnetos are mountedon the crankcase cover and are driven by a gearon the accessory drive shaft. An impulsecoupling built into each magneto retards thespark when the engine is being cranked. Afterthe engine starts, the coupling becomes inoperative and the spark is advanced for normaloperation. Though both magnetos are of similardesign, they rotate in opposite directions andfor this reason are NOT to be interchanged.

GOVERNOR

The governor is a device for maintaining desired engine speed by adjusting the throttleposition to accommodate various loads imposed upon the engine.

The governors used on the 570 and 884 seriesengines are of the familiar centrifugal type.Weights, driven from the accessory drive shafttrain, respond to variations in engine speed bymoving inward or outward from the governorshaft. This movement is transmitted to thegovernor weight shifter lever through a pilotbearing sliding on the governor shaft. Fromthe shifter lever the movement is carried tothe butterfly valve between the intake manifoldand the carburetor by a series of linkages. Forexample, as the engine tends to slow downunderan applied load, the weights move inward dueto the reduced centrifugal force. Through the

10

Because overspeeding is apt to have suchserious effects upon engine life, it is stronglyrecommended that the rated speed for any

Pierce Mechanical Governor

.---/


particular engine not be exceeded. In caseswhere some advantage seems possible throughincreased speed, the Engineering Departmentof the WAUKESHAMOTOR COMPANY shouldbe consulted before changes are made.

Also, since the speed of response to load,the desired speed drop under load, and so on,will differ depending on the engine applicationand circumstances, it is recommended thatunusual governing requirements be worked outwith the assistance of the Engineering Department of the WAUKESHA MOTOR COMPANY.Ordinarily, certain minor changes are all thatare required to adapt the governor to its job.

These engines may be equipped with any ofthe following three governors:

1. The Pierce mechanical governor whichhas a moderate availability of force foroperating the throttle.

2. The Zenith Mechanovac governor thatuses the intake manifold vacuum to operate a booster to overcome frictionaland velocity forces within the carburetor.

LOW SPEED-t::;:;:!l LOCKNUT

SPEED ADJUSTINGSCREW.. I /ADJUSTING [\ - f

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Woodward Hydraulic Governor

3. The Woodward SG hydraulic governorwhich is used to control speed regulationwithin a very small speed change.

SHAFT DRIVER

THRUST BEARI~G

FLYWEIGHT CARRIER& SHAFT

RISER

FLYWEIGHT AXLE

CABLE ASSEMBLY NUT

ADJUST( NG PORT COVER& LOCK

LOCKNUT

AIR VENT

LEVER POSITION NUT

VALVE GUIDE

VALVE GUIDE

VACUUM CHAMBER

This CHAMBER ventedto atmosphere

VACUUM CHANNEL

MANIFOLD VACUUMCHANNEL (thruthrottle body)

VALVE HEADBUFFER SPRtNG

(some units only)

VALVE PORTS

(dosed position,• permits air from air~vent to enter vacuumchamber thru valveports)

__________ ' CABLE ASSEMBLY _

(must be free of, sharp bends) ,

CABLE SET SCREW

.010"to .020"ClEARANCEat wide open .

PORT PLUG

CABLE SET SCREW

THROTTLE LEVERSPRING

DIAPHRAGM

THROTTLE LEVER

(wide open position)

SLAVE UNIT on THROTTlE BODY SPEED UNIT 01 POWER TAKE 0 FF

Zenith Mechanical Governor, Cross Section

11

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ROtLiNEMODEL H-570

ROtLiNEMODEL TH -570

570 Series Lubrication Diagram

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REMOTELY MOUNTEDFILTERS

COVER PLATE

FULL-FLOWFI LTERS

ENGI NE MOUNTED FILTERS REMOTELY MOUNTED FILTERS

BY- PASSFI LTERS

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884 Series Lubrication Diagram


With a mechanical governor (Pierce), forvariable governed speed applications, a flexiblecable control from the instrument panel operates the governor speed control lever. Clock:...wise rotation of the control knob decreasesengine speed, counterclockwise rotation increases engine speed and gives an accurateadjustment when the secondary lever locatedback of the knob is moved to locked position.With this secondary lever in unlocked positionit is possible to pull the knob out for a quickincrease in speed or to push it in for a decreasein speed.

LUBRICATION SYSTEM

Roiline Models H570, TH570 and the H884use a full flow lubricating system while theTH884 with remotely mounted filters uses aby-pass or full flow system. Single full flow typefilters and throw-away elements are used onthe H570 and TH570. Dual full flow filters areused on the H884 and remotely mounted by-passor full flow filters on the TH884. While oil pansused on the H884and TH884 generally have center

DESCRIPTION

sump configuration, the H570 and TH570 has asloping rear sump oil pan configuration.

Circulation of clean oil under pressure toall vital parts of the engine is accomplishedby the floating oil pump suction screen, oilpump, oil filters, oil cooler and internal andexternal lubricating oil lines. No parts of thebasic engine require greasing or oiling independently of the oil circulating system.

The oil pump, drawing the oil through afloating suction screen receives the cleanestoil from just under the oil surface regardlessof the crankcase oil level.

As the lubrication systems vary from thepoint where oil is discharged from the pumpuntil it enters the main oil gallery, this segment of the full-flow and by-pass systems willbe discussed separately.

On the full-flow system, the oil dischargedfrom the pump is directed through a tube tothe upper oil pan passage leading to the enginemounted filters. After being filtered, the oil

THERMOSTAT _

[Q]dm°~~~~~~/ Ii THERMOSTATHOUSING

BYPASSHOUSING

BYPASS LINE

Water Outlet Manifold, Exploded View

14

1~WATER OUTlET ~ ~FROM ENGINE V


flows to the oil cooler where lubricating andcooling system temperatures are stabilized.Relief valves are provided in both the oil filterbase and oil cooler fittings whichwill by-passoil in the event of filter or cooler clogging.

A grooved cover plate is used on the TH884by-pass system. This plate redirects oil flowatthe filter mountingpad back into the crankcasepassage which leads to a flexible line to the oilcooler. Oil flow discharged from the oil cooleris diverted by a tee, which causes a portion ofthe oil to flow through a flexible line to theengine main oil gallery while the remainingportion of oil flows through another line to theremotely mounted by-pass type filters. Oil,after being filtered in this by-pass system,is returned through a flexible line to the engineoil sump, entering the engine at a tapped holeprovided in the upper oil pan.

Oil, after being filtered and cooled, enters themain oil gallery and is directed to the frontcamshaft bearing support. Onall models exceptthe TH570, the hollow camshaft serves as themain lubricating oil gallery. The current TH570camshaft is not rifle drilled as the main oilgallery is provided by a longitudinal oilpassagein the crankcase block.

Holes in the camshaft bearings permit oilflow through holes in the crankcase that aredrilled from each camshaft bearing down tothe main bearings. At the main bearings, oilholes and grooves register with the drilledpassages in the crankshaft. Connecting rodbearings are lubricated by oil transferredthrough these passages drilled from the mainbearing to the crankpin. The connecting rods,which are currently rifle drilled, permit oilpassage up through the length of the rods,thereby providing additional lubrication to thepiston pin area.

A copper tube in the tappet chamber connects one of the camshaft bearings with theaccessory drive housing. Oil flows through thetube into an annular space between accessorydrive shaft bushings, and the remaining bearings.

Lubrication for the gear train is supplied byoil escaping around the shaft bearings.

Oil to the cylinder heads is supplied intermittently, when the radial passage in the rearcamshaft bearing journal coincides with thehold drilled through the bearing support. Acopper tube connects the cylinder heads withthe camshaft bearing support hole.

DESCRIPTION

Oil entering the heads is carried througha longitudinal passage in each head that crossesthe over-size rocker arm shaft support studholes. The oil is free to travel up the studholes, into the rocker arm shaft, then out tothe rocker arm bearings. A small drilled passage in the rocker arm supplies sufficient oilto lubricate the push rods, valve springs, andvalve stems.

COOLING SYSTEM

The cooling systems used on the 570 and 884engine are of the pressure circulating type andmay employ a variety of external cooling devices such as radiators, cooling towers, heatexchangers, and so on.

The water pump discharges the coolant fromthe radiator or heat exchanger into each bankof the engine through individual discharge connections.

From the individual discharge connections,water passes around the cylinder liners andup through cored holes into the cylinder head.Here special attention is given to jacketingso as to avoid overheating of the valves andvalve seats.

After cooling the cylinder head, valve seatsand ports, and combustion chamber, the coolantflows into the water cooled exhaust manifoldthen out of the engine through the water outletmanifold.

To raise water jacket temperatures quicklywhen starting, and to maintain operating temperatures, a thermostat is located back of thetop tank of the radiator where the water out-

Fan and Hub, Sectional View

15


I......---FAN BLADE

DESCRIPTION

FANHUB

FAN BELT

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SPINDLE

Fan and Hub Assembly, Exploded View

MAKE-UP VENT' ANDEXPANSION TANKMOU NT AT LEAST 2 FEETABOVE ENGI N EWATER SPRAY

I- NOZZLES

jl\/,' 1'.\I , ,

COOLING TOWER WATERAUXILIARY PUMP

SEDIMENTDRAIN BACK PRESSURE

HER E MUS,. NOTEXCEED 2 PSI.

DRAIN/

Schematic of Typical Cooling Tower Installation

16


ENGINE COOLANTOUTLET LINE

ENGINE COOLANTBY PASS LINE

COOLANT LEVELGUAGE

SURGE TANK

ENGINE TOSURGE TANK LINE

HEATEXCHANGER

ENGINE COOLANTDRAIN

SURGE TANK TOHEAT EXCHANGER

LINE

Shell and Tube Heat-Exchanger Cooling

lets from the two exhaust manifolds are joinedinto a single passage. When the engine is cold,the thermostat contracts, closing the radiatorinlet passage and by-passing the water backinto the pump suction. As the water temperatureincreases, to about 1500 F, the thermostatexpands and opens the external cooling systempassage, diverting less water back into thepump suction. When a water temperature ofabout 1850 F, is reached, the thermostat isfully expanded and all the' water is cooledby the radiator or heat exchanger, the by-passconnection being closed. The thermostat andby-pass housing design is such that the thermostat is in contact with moving water as it isdischarged from the-engine.

17

The fan is driven by belts from the crankshaft pulley and rotates on a shaft supportedby the fan bracket which is an integral partof the water pump. A jackscrew threaded intothe stationary shaft and a large lock nut onthe end of the shaft allow positive belt adjustments.

The heat exchanger type of cooling systemconsists of a tank for engine cooling waterand nest of tubes to carry "raw" water fromsome outside source. Heat is transferred tothe "raw" water as engine cooling water passesthrough the baffled heat exchanger tank. Rawwater circulation is provided by a separate"high head" pump.


SERVICE

SERVICE

FUEL

It is very important to use fuel with an octanerating high enough to avoid serious detonation(knocking) in these high-output engines.

OIL CAPACITY

If filtering equipment, external lines, or otherlubrication system components are added tothe standard lubrication system, the oil requirements of such accessory equipment shouldbe checked as follows:

1. Fill the crankcase with oil.

2. Operate the engine for a few minutes soas to circulate oil through the system.

3. Stop the engine and measure the additionaloil required to bring the level to the"FULL" mark on the dipstick.

4. On future oil changes the entire amount ofoil may be placed in the crankcase atonce. However, if this extra oil is putin, and the external equipment requiringit is not completely drained of the oldoil, then the engine will have an excessive oil supply which is undesirable. Inaddition, dirt and sludge from the old oilwill contaminate the fresh oil.

PUMP INLET SCREEN

The inlet of the oil pump is protected by ascreen designed to protect the pump and enginefrom the introduction of foreign material. Ifany indications of low or fluctuating oil pressure appear, it is recommended that the pumpscreen be very thoroughly washed in a solventsuch as lacquer thinner or benzol.

OIL CHANGES

The crankcase level should be checked priorto each day's engine operation and at the sametime the condition of the oil as revealed on thebayonet gauge should be observed carefully.Replace oil at any time it is plainly diluted,broken down, thickened by sludge', or otherwisedeteriorated. Remember that some modernoils can't be judged on the basis of color alonebecause the additives are intended to hold

18

carbon particles in suspension. The standardfilters supplied will not remove these particles.The dark appearance of the oil is not necessarily an indication that it should be changed.Oil performance will reflect engine load, temperature, fuel quality, atmospheric dirt, moisture and maintenance. Where oil performanceproblems arise or are anticipated, the oil supplier should be consulted. An oil change periodof 100 hours of normal service can be used asa guide for Class A engines, unless monitoringby analysis indicates the suitability of a shorteror longer change period. Onepart of this analysisis monitoring the viscosity change, which shouldnot exceed two SAE grades from the new oil.When extended drain periods are contemplated,the supplier's analysis, or that of a reputablelaboratory, should determine the suitability ofoil for further service. Extended oil change intervals should be utilized with caution on <myengine using highly dispersant oils. The dispersants function by absorption of particles ofcontaminants, however, whendispersant saturation is reached, these oils tend to "dump out" allof the suspended contaminants in a relativelyshort period of time. Laboratory analysis willnot predict the "dump out" point precisely,consequently close attention to engine conditions by the operator is required when establishing an extended oil change interval. Wheneveroil is changed, the filters must be serviced.Not all oils in every type of engine will givemaximum service, therefore be careful toexamine the oil after the first draining todetermine whether it is standing up in service.Trial periods of 10 hours are suggested andat the end of such periods make careful inspections for sludging, frothing, and emulsification. Such conditions call for more frequentchanges or a different oil. In winter operation,low oil temperatures (below 1600 F.) are particularly likely to cause sludge formation. Temperature-control devices - curtains, shutters,and so on - should be used if needed in orderto hold the oil temperature around 1800F.

SELECTING OIL VISCOSITY

All other things such as oil type and qualitybeing equal, the principal factor in choosingthe proper oil viscosity is the operating temperature of the oil in the crankcase. It isthis temperature that establishes the runningviscosity of the oil.


1. Make one or more check runs underactual operating conditions of speed andload. Use SAE 40 oil for this test. Notethe temperature range of the oil in thecrankcase by means of an accurate oiltemperature gauge immersed in the oil.

2. Find the temperature range noted in theabove test in the tabulation below. Theproper oil viscosity for these operatingconditions will be found directly to theright. If different kinds of service causethe loads and operating conditions to vary,re-check the oil temperature as above andselect an oil of lighter or heavier viscosityas required by the new conditions.

CLASS A ENGINES

OIL OPERATING SAEVISCOSITYTEMPERATURES

NUMBERS

190°-230°F.

40155°-190° F.

30130°-155°F.

20/20W

When the actual operating oil temperatureis not known, an estimate of the SAE oil gradeto use can be made by assuming the oil temperature will be 120 degrees above the airtemperature in heavy duty service. For example: At an air temperature of 80°F. estimated oil temperature would be 200°F.. UseSAE 40 as indicated in the above table. Note:This is only an estimate, since the type of installation determines the amount of air circulation for cooling around the oil pan. Actualcrankcase operating oil temperatures shouldbe measured whenever possible.

Multi-viscosity oil should be used only wherecold starting conditions make it necessary. Theoil supplier should assume full responsibilityfor satisfactory performance of the multiviscosity oil at both low and normal engineoperating temperatures.

OPERATING TEMPERATURES

Engines operated with low oil temperaturesbelow 160 deg. F. can be expected to showexcessive sludging and wear. Engines operatedwith high oil temperatures above 230 deg. mayexperience lacquering and ring sticking. Theundesir·able effects of operating at abnormallylow or high oil temperatures can be alleviatedto some extent by the use of additive type oils.

ADDITIVE TYPE OILS

The performance of a lubricant, like that ofany manufactured product, is the responsibility

19

SERVICE

of the refiner and producer. Atabulation of lubricant producers and marketers, together with theperformance grades for which the producershave indicated their products are qualified, isavailable from the Engine Manufacturers Association (EMA), 333 North Michigan Avenue,Chicago, Illinois - 60601. The Waukesha MotorCompany has made it a practice not to recommend oil by brand name.

NOTE

All Roiline industrial engines are considered to be in heavy-duty service. Theyare classified "A" or "B" according todisplacement: Class A, engines up to 1000cubic inches and Class B, engines above1000 cubic inches.

Oil is designated several ways; including theAPI, which is usually stamped on the container;the military, and the engine manufacturers. ForClass A engines operating on gasoline or gas,Waukesha Motor Company recommends lubricating oil designated by the API as MS, by themilitary as MIL-L-2104B, and by the manufacturer as S-1.

LOW TEMPERATURE OPERATION

At low temperatures an oil must be usedwhich will provide proper lubrication when theengine is hot and working. If special heatersare needed to warm oil or coolant for starting,they should be used. Waukesha Motor Companywill supply information on these devices uponrequest. Such heating systems permit the useof the recommended oil grades for the operating loads and temperatures involved.

OIL CONSUMPTION

Acceptable oil consumption should range from0.002 to 0.004 pounds per horsepower-hour. Tofigure use --

LBSjHP-HR = 1.82 x quarts of oil usedOperating HP x total hours

of operation

BREAK-IN

New or overhauled engines should be "brokenin" to seat piston rings properly on a lowadditive type oil for the first 100 hours of operation. (NOTE: Stand-by engines should have aspecific break-in cycle before being put intoservice). Never idle for more than 15 minutes.Load and unload procedure is best. Repeatedloading with equal idle periods in 5-minuteinterVRlf> for a period of one hour results inmore rapid break-in of the engine.

RatLINE MODELS 570 AND 884

LUBRICATION GUIDE

SERVICE

ENGINE

OIL PUMPINLET SCREEN

OIL FILTER

OIL COOLER

AIR CLEANER

COOLINGSYSTEM

IGNITIONSYSTEM

Check oil level at least once daily and more often under severeoperating conditions. Maintain level with addition of heavy dutyoil of proper viscosity as needed.

Change oil about every 100 hours of engine operation. Experiencewith the engine or periodical chemical analysis of the oil willindicate the best time for oil change under each particular engineapplication.

Low or fluctuating oil pressure may be an indication of oil pumpinlet screen clogging. Remove and wash the screen in solvent whennecessary.

Change filter elements arid clean filter base at each engine oilchange. Check to make sure that the correct filter replacementelement is used. The oil pressure by-pass valves locat~d in thefilter base should be checked for freedom of movement at approximately one year of operation.

An increase in oil and water temperature may indicate restrictedflow within the oil cooler. Disassemble and clean the cooler after thefirst 300 to 500 hours of operation and thereafter as experiencedictates the need for cooler maintenance.

Clean at least once daily and under severe operating conditionsseveral times daily. Flush dirty oil, clean sediment from lower pan,wash screen filter in solvent and add clean oil to the proper levelas indicated on the lower pan.

Continued efficiency of the engine cooling system requires preventative maintenance and cleaning at least once yearly. A washingsoda solution or a commercially available cooling system cleanershould be used as directed to remove sludge and sediment build up.Periodic addition of a soluble oil helps prevent rust formation withinthe system.

The correct fan belt tension should be maintained and condition ofbelts checked frequently. Frayed, cracked or torn belts should bereplaced only with matched sets of belts.

Distributor: Distributor shaft oil plug should be refilled with SAE20 oil every 200 hours of operation.

Magneto: Periodic authorized service station inspection and cleaningshould be established with complete magneto reconditioning each2500 hours of operation.

20


Typical Oil Filter

OIL FILTERS

A single element full-flow type oil filter isused on the H570 and TH570 series. The filtercurrently in use on the H570 is flange mountedin a vertical position to the upper oil pan,while the TH570 uses a full-flow filter whichis mounted in a horizontal position immediatelybelow the oil cooler. In the base of both filters,a relief valve is provided to prevent engine oilstarvation in the event of filter element clogging.The relief valve would, under these conditions,cause the lubricating oils to by-pass the filterelement.

Dual oil filters are used on most 884engines.Earlier models used full-flow type filters, eachfilter having an inner and outer element with ametal separator located between the elements.Current H884 models have dual engine mountedfull-flow filters, each filter having a singleelement. These elements are designed to beinterchangeable with and replace the earlierinner-outer elements. The TH884 engines useremotely mounted oil filters, by-pass type 'orfull-flow type.

Although some variations may appear in theoil-filter installations, the same general principles of maintenance apply to most of them.

21

SERVICE

In all cases the manufacturer's recommendations accompanying the filter, or the instructionlabel applied to the side of the filter shouldbe followed carefully.

Where neglect of the filters or an unusuallyrapid accumulation of sludge tends to bringabout filter clogging, a built in by-pass valveof the differential type opens to allow the oila direct return to the engine without passingthrough the clogged filter elements. When thishappens, the engine will not be starved of oilbecause of the filte'r condition, but it is veryimportant to remember that the dirty oil thatbrought about the filter clogging is now passingthrough the engine itself and may reduce enginelife llJ.aterially.

Because of the above possibility, the recommendations made for filter change periods coincide with the recommendations for oil change.If the oil shows evidence of sludge formationor improper filter operation it should be changedand the filter element as well. Also, a checkshould be made to see that the oil and watertemperatures are within the desired range of170°_190°F.

If experience indicates the practicality ofrunning the lubricating oil for maximum periods between changes, then the filters may beconsidered as satisfactory for this period ofoperation. In all cases, the filter elements,should be changed at the time of oil change.

With each oil change: Service the full flowtype filter on the 570 series by replacing thesingle element. If the now obsolete two elementtype filter is encountered when servicing theH884 dual oil filters, discard the separatorand both inner and outer elements, replacingthem with the specified single filter element.Service the full flow filters and the by-passfilters by replacing the elements at each oilchange.

About once a year it is good practice toexamine the by-pass valves for freedom andproper operation.

OIL COOLER

Maintenance of the oil cooler unit consistslargely of periodic cleaning and inspection forclogging or corrosion. Improper or fluctua,tingoil pressure, or an undesirable increase in oiland water temperature may indicate the needfor ,oil cooler service. Generally the coolershould he rell10ved from tile engine, disassembled, and cleaned after the first 300 to 500


hours of operation, and thereafter as the oiltemperature indicates.

Disconnect all oil and water lines to thecooler, remove the U straps holding the coolerto the mounting brackets, and move cooler unitto bench for further disassembly. Removecapscrews holding both inlet and outlet bonnetsand slide the tube and baffle bundle out of theshell. With unit disassembled, clean all rustand lime deposits that may have accumulatedin the water passage area.

It is recommended that cleaning take place asquickly as possible after disassembly as exposure of the tube interiors to air contributes toa hardening action that makes cleaning moredifficult. Several methods can be used to cleanthe cooler unit interior. Cleaning fluids suitablefor sludge removal range from-benzol, or coaltar-naphtha, to more complex industrial washersand degreasers utilizing trichlorethylene, carbon tetrachloride or some of the excellentindustrial detergents available. Personnel doingsuch cleaning should remember that mostcleaning substances capable of removing oilvarnish are also, to a greater or lesser degree,toxic and may be injurious to skin, eyes, andrespiratory passages. Moreover, adequate ventilation and fire-protection measures are essential in most cases. Techniques for sludgeremoval will vary somewhat according to theequipment at hand. Generally, it is best toallow a soaking period during which the coolercore unit is submerged in the cleaner. Whenthe cleaner has loosened the deposits, usuallywithin about 15 minutes, a pressure pumpshould be used to force the cleaner back andforth through the core passages. This pumpingshould continue for several minutes. When allforeign material appears to be removed, drainand dry the core, then test it in a clean solventsolution for traces of deposits still remaining.Reassembly of the oil cooler unit is the reverseof disassembly. Observe normal precautionswith the gaskets to prevent leaks and to ensurethat no oil passage holes are blocked.

Oil PRESSURECONTROL

Under all normal operating conditions, thehigh-capacity oil pump will maintain the oilpressure within the specified limits. A coldengine, or the addition of cold oil to the crankcase of. a warm engine, will cause high oilpressure until the oil temperature stabilizesin the proper range. A warm engine will normally carry a low oil pressure at idle speedsand no alarm should be felt under these circumstances if it does not fall below 15 pounds.Moreover, the oil pressure gauge of an engine

22

SERVICE

started under cold conditions may fail to register pressure immediately because of congealed oil in the gauge line. If the pressurestill fails to register after the engine has runfor 25 to 30 seconds, the engine should be shutdown and the cause of the lack of pressuredetermined and corrected.

Oil pressure fluctuations may sometimes becaused by erratic operation of the pressurerelief valve. If this occurs, it is recommendedthat the pressure relief valve plug, plunger,and spring be removed. Check the pressurerelief valve plunger for freedom of movement.Small particles of carbon or other materialmay have jammed the valve or clogged thevent passage behind the valve. In both cases,the plunger and the valve body passages shouldbe cleaned thoroughly. If burring or nickingof the valve seat is found, it may be beneficialto polish the damaged surface carefully witha hone and crocus cloth dipped in fuel oil.

AIR CLEANERS

Although various types of engine installationswill have differences in air-cleaner types andarrangements, it is important for the operatorto appreciate that the common purpose of allair cleaners is to collect dirt and grit and sokeep it out of the engine working parts. As aresult, the cleaner units must themselves becleaned, sometimes several times each dayif operating conditions are particularly bad.

Oil Bath Air Cleaner


Glass jars, on those cleaners employing glassjar pre-filters, should be emptied wheneverthey approach half-full. Do not oil the jarinteriors. Most modern cleaners are of theso-called oil-bath type. In principle, the intakeair passes over a pool of oil located at thebottom of the filter shell. Some of the dustparticles are simply caught by the oil and settleat the bottom of the pool; other particles adhere to the oil vapor and droplets that leavethe surface of the oil pool. The latter are prevented from entering the engine by a wirescreen element.

To clean filters of the oil-bath type, flushout the oil in the lower part whenever anobvious _accumulation of sediment, or thickening of the oil, makes itself apparent. Scrapeaway any accumulation, then refill the unitwith fresh, clean engine oil. A bead pressedin the metal indicates the proper oil level.The screen filter is easily washed out in gasoline or a similar solvent.

Because the dust particles are so small, yetpossess the ability to cause great damage, itis absolutely imperative that air-inlet connections be kept in tight condition to avoidtaking in unfiltered air.

The screen in dry type cleaners may becomeclogged with dust, lint, and other foreign material to the point of seriously reducing theengine's power if not attended frequently enough.The most effective method of removing thisdirt is to wash the screen in solvent, blow clean

Testing Thermostat Opening

23

SERVICE

with an air hose, then dip in clean crankcaseoil. Always direct the stream of air from theinside of the element outward to prevent clogging of inner layers of the screen.

Some of these cleaners are equipped with apre-cleaner screen to prevent cotton lint, chaffand other foreign materials from entering theinner screen.

When cleaning the filter, the precleanerMUST be removed to clean the inner screen.

COOLING SYSTEM

The cooling system of the Model H570, usinga standard radiator, holds 14 gallons of water.For H884 engines, this figure is 20 gallons.When adding anti-freeze compounds on a percentage basis, remember to include the coolantvolume of any special radiator or externalcomponents of the cooling system. The following table may be used as a guide.

-Pure Methyl

DenaturedEthyleneRadiatorFreezingWood

WoodGlycolGlycerinePointsAlcohol

Alcohol11Prestonett(G.P.A.)OF.°c.

13%

17%16%37%20-720%

26%25%55%10-1227%

34%33%70%0-1832%

40%39%81%-10-2337%

46%44%92%-20-2940%

53%48%100%-30-35

To prevent rust when using straight alcoholand water solutions, and using water alone,add one ounce of soluble oil for every gallonof coolant in the cooling system.

Never fill an engine with straight water afterit has been exposed to sub-freezing temperatures for any length of time. This applies evenwhen warm water is used because the waterin the radiator and jacket passages coolsrapidly and is iikely to freeze before the enginecan be started. If it is planned to leave thecoolant in the engine at the next shutdown, thenmix the proper proportion of soluble oil, antifreeze and water before filling the engine. Ifwater alone is to -be used, then be sure thatenough water to fill th~ entire system is immediately available; start the engine; and addwater quickly before overheating can occur.This last method requires, of course, that thewater be drained immediately when the engineis shut down.

Periodic additions of anti-freeze will be required to compensate for evaporation. Use a


hydrometer type test gauge to ensure that theanti-freeze solution is maintained at its properstrength.

Under normal conditions, the heat-sensitivethermostat in the housing at the upper (inlet)radiator port will maintain temperatures withinthe desired limits.

By way of caution, it must be rememberedthat if the engine is to be operated with thethermostat removed- and this is not recommended except in case of emergency- pro-

. vision must be made to block off the by-pass

. passage or else water will continue to recirculate without passing through the radiator orother external cooling system. Also, shuttersor other means will be required to maintainthe temperature at the desired level.Thermostat Removal

Ordinarily, the thermostat will seldom needreplacement in the field. It should be checkedfrom time to time, however, and is quicklyaccessible by removing the thermostat housing at the upper port to the radiator. The stepsnecessary to accomplish this are simply theremoval of the by-pass line hose, the radiatorwater inlet connection hose, and the cap screwssecuring the thermostat housing. A thermostatdamaged by corrosion or other causes is notrepairable and must be replaced.

Thermostat TestingThe thermostat should be tested in hot water

for proper opening. A bucket or other container should be filled with sufficient waterto cover the thermostat and fitted with a goodquality thermometer suspended in the waterso that the sensitive bulb portion does not restdirectly on the bucket bottom or side. A stoveor torch is used to bring the water to a heatrange of 150° F. while the thermostat is submerged in the water. Stir the water for evenheating. As the temperature passes the 150°_155° range, the thermostat should start toopen and should be completely open when thetemperature has risen to 185°_190°F. Lifting the thermostat into the colder temperatureof the surrounding air should cause a pronounced closing action and the unit shouldclose entirely within a short time. When replacing, use care to seat the thermostat squarelyand concentrically to avoid interference withthe thermostatic action.

Draining the Cooling System

Because the engine is designed with individual water jackets for each bank, it is equippedwith a drain cock for each bank; therefore to

24

SERVICE

Testing Thermostat Closing

drain the coolant fully, both of these draincocks must be opened.

The external portion of the cooling systemmust also be provided with a drain cock whichhas to be opened.

On engines burning LPG fuel, drain the waterfrom the regulating unit also.

Open all drain cocks and inspect them toinsure they are flowing freely.

Cleaning the Cooling System

When clean, soft water is used as a coolant,and when the proper inhibitors and anti-freezesolutions are used, radiator and cooling passage accumulations will not be excessive. Aboutonce each year, however, the engine will benefitif the cooling system is cleaned of sludge andsediment. A washing soda solution will ordinarily do this job satisfac~orily.

To clean the cooling system .

1. Drain system and measure water volume.

2. Replace half of measured volume withfresh water.

3. Boil other half of volume and add washing soda until no more will dissolve.

4. Add hot soda solution to cooling system(fill up).

5. Operate engine normally for 24 hours.

6. Drain, flush, refill with clel\n water towhich a soluble oil has been added in aproportion of 1ounce per gallon of water.


Checking Fan Belt Tension

Commercial Cleaners

It is recognized that a number of excellentcommercial cooling system cleaners are available. The WAUKESHAMOTOR COMPANYsuggests, however, that an operator consideringthe use of such a cleaner first investigate itspossible reaction with the copper and bronzeparts in the engine. If such a cleaner is used,follow the manufacturer's recommendationscarefully.

Cooling Fans

About the only maintenance work encounteredin connection with cooling fans will be theoccasional straightening of a blade damaged insome manner and the replacement of fan belts.In the case of slightly bent blades, it is important to remember that inaccurate bladealignment can ca~se considerable roughnessand vibration as well as inefficient cooling andbearing wear. Hence, bent blades should bebrought into track, adjusted to the same angleas the other blades, and examined for securityof the hub attachment and possible cracks inthe spider area.

Fan Belts

Periodic replacement of fan belts is goodinsurance against damaged radiators and inopportune shut downs. Provision has been madeto reduce the stretch between the fan pulleyand the drive pulley on the engine and thisadjustment should be used to install the belt.Attempting to force the belt over the pulleywhile it is under tension is almost certain todamage the belt.

25

SERVICE

To install new fan belts, (all should be replaced at the same time), follow the procedurebelow:

1. Loosen the fan-hub nut located behindthe fansupport bracket.

2. Lower the fan-hub and pulley with thefan adjustment screw on top of the fansupport bracket until the belt tensionis completely relieved and the old beltscan be slipped free.

3. Slip the nl?w belts over the pulley andtake up on. the adjusting screw until thebelts show some tension but are notso tight as to prevent movement withthe thumb and forefinger for about onehalf an inch to either side.

4. Retighten the fan-hub retaining nut.

IGNITION SYSTEM MAINTENANCE

The 570-884 series engines may be equippedwith either distributor or magneto ignition.For top engine performance, each unit of theignition system must be in good condition andproperly adjusted. Normal maintenance consists of replacing defective units at periodsdetermined by experience with the type ofservice involved. Adjustment several timesduring the service life will extend the usefulness and help benefit engine life.

% BatteryOutputf:::j90

8070605040302010OF

70503010-10 -30

60

40200-20

Cold Reduces Battery Power

ROILINE MODELS 570 AND 884 SERVICE

The following tabulation will be found usefulwhen checking through the ignition system.DO NOT SLIGHT MINOR POINTS, THEY AREALL IMPORTANT.

SparkPlugs

Check for correct heat range inplug manufacturer's chart. Examine for cracked porcelain, leakage,burned electrodes, deposits on center insulator, correct gap, goodwashers, and clean threads andseating surface. Remember, a plugmay APPEAR satisfactory and stillmiss.

DistributorCap

Check for secure seating, cleanexterior, and interior free fromoil, grime, powdered metal, paint,or hairline cracks. Clean corrosionfrom terminal sockets.

DistributorRotor

Check for cleanliness, firm seating, shiny center contact, arm contact not eroded short, nor strikingcap contact lugs ..

BreakerPoints

LeadWires

Check for sound, unburned, insulation without cracks, breaks, or oilcontamination. Terminals at eachend should seat firmly on clean,uncorroded contacts.

Check for wear on fiber cam follower; secure mounting; tight, clean,well-insulated low-tension wi r e;correct spring breaker tension (1923 ounces); point contacts meetingsquarely and not excessively pitted;point movement (gap) .018 for distributors, .014 to .018 for magnetos.

-- Ground toEngine

Primary Wire to Distributor

High Voltageto Distributor

Primary Wirefrom Switch

ood ar''''

Schematic of Typical Battery Ignition System

26


FEElER GAUGESARE INACCURATEON PITTED POINTS

Setting Distributor Points

Condenser

Check for secure ground to breakercase, freedom from oil and grease,wire connection solid. Try new condenser if in doubt.

Breaker

Housing

Check for in t e r i 0 r cleanliness,freedom from oil and grease, freemovement of centrifugal advancesystem without looseness or slackin parts.

Breaker

Com Wick

For magneto, lubricate with SAE50 or 60 oil approximately every500 hours of operation. For distributor, 3 to 4 drops of light engine oil every 200 hours. Do notover lubricate as excess oil is aptto cause contact points to burn.

27

SERVICE

DistributorShaft

Refill at oil plug with SAE 20 engine oil every 200 hours; test manually at breaker cam for wobblefrom excessive bushing clearance.

Timing

Use simple light circuit acrosspoints to establish correct pointopening with flywheel marks orcorrect degree on timing tape. Centrifugal advance compensates forhigher speed timing. Present distributors are timed at TDC.

Coil

If a coil is suspected to be defective, test by replacing with oneknown to be good.

Distributor

The primary or low-tension circuit of anignition distributor passes directly from theprimary wire connection, through the breakerpoints, to the grounded body of the distributor.The condenser is connected across the breakerpoints. One side of the condenser is connectedto the insulated primary wire connection; theother side is grounded to the distributor body.Each time the rotating cam in the center of thedistributor permits the breaker points to close,the primary circuit is complete. Hence, the camand breaker assembly is nothing more than aswitch timed to pass primary current throughthe ignition coil eight times for every tworevolutions of the engine crankshaft.

When the cam forces the breaker pointsapart, the primary current flow through thecoil is interrupted. It is this abrupt interruptionin primary current that induces the secondarycurrent in the separate secondary winding ofthe coil. An explanation of the induction principle will be found in the publications of electrical equipment manufacturers. From thestandpoint of engine maintenance, it is onlynecessary to be able to recognize when ignitionunits are in good condition, working properly,and accurately adjusted.

The high-voltage secondary current inducedin the coil passes through another circuit ofthe distributor. Entering the distributor capat the center lead, the current passes throughthe carbon button at the center of the cap interior and into the rotating distributor rotor.


The distributor rotor moving contact is heldagainst the carbon button by spring pressure.The distributor rotor passes in turn each ofthe eight electrodes leading to the spark plugs.The positioning of the rotor tip opposite anelectrode occurs at the same time the breakerpoints separate to cause a high voltage discharge through the secondary system. Consequently, this high-voltage current jumps fromthe rotor tip to the opposite electrode and intothe lead going to the spark plug.

Since the mechanical arrangement of theengine requires a certain firing order, thewires leading to the spark plugs mustbe crossedto lead the successive sparks to the propercylinder. For correct firing order, see thetable of principal engine dimensions in thefront of this manuaL Since both the 570 and884 have counterclockwise distributor rotation(viewed from above the cap) the wires areinstalled counterclockwise around the cap.

wuz~"V)

::la:"wo

SERVICE

WeightsClosed

IDLE FULL SPEED

Typical Centrifugal Advance Curve

Distributor Timing

The steps in timing the distributor ignitionsystem cannot be accomplished until the breakerpoints are accurately adjusted for clearance.Point clearances may be adjusted with the distributor installed in the engine. In some cases,however, it will be found much more convenient to remove the nuts holding the adjustmentcollar and carefully lift the entire distributorfrom the engine for inspection and adjustment.This avoids working in cramped quarters anddifficulties in trying to crank the engine overto bring the cam peak under the fibre bumperblock.

Distributor points do not have to be absolutely free of pits and grey oxide for satisfactory performance. Excessive cratering andbuild-ups of sharp peaks, however, require newbreaker points. Slight point roughness may becleaned up as much as is practical with a finehone. Never use abrasive cloth or paper regardless of what the abrasive material is. Afile is equally unsatisfactory with regard tocontinued point life, although improved per·formance may be obtained for a short while.

A feeler gauge is not an accurate method ofsetting points, particularly when there aresome inequalities in the contact surfaces.

The simplest method, and the most accurate,is the use of a dial indicator. Here, the gaugeis solidly clamped to the distributor body inwhatever manner is convenient. The gauge tipis brought to bear against the movable breakerpoint just behind the contact surface and the

gauge is set to read zero with the fibre bumperon the flat of the cam and the points closed.Thus, by rotating the distributor cam, withthe starter if the distributor is installed, orwith the fingers if being bench adjusted, theexact point opening in thousandths is read onthe dial indicator. This method will also reveal worn cams and distributor shafts thatare loose in the bushings because the openingreadings will be erratic. Clearances are adjusted in the conventional manner by turningthe eccentric screw holding the fixed point.Do not forget to re-tighten the fixed pointclamp screw after adjustment.

If the spark timing varies materially fromthe specified advance, some loss of power andpossibly detonation are likely· to result. Forthis reason it is advisable to cfieck the timingwhenever the engine is being given a tune upor when it is available for overhaul. The distributor must be retimed to the engine everytime the points are removed or reset, andeach time they are removed from the distributor.

To time the eight cylinder distributor:

1. Turn engine until cylinder No. 1 (seecylinder designation plate) is on Top DeadCenter of its compression stroke. Continue rotating the engine until the notchon the crankshaft pulley is directly in linewith the timing pin set in the gear cover.The notch in this position will indicate theproper timing location.

28.


FINAL TIMING:

Rotate Distributoras needed to findexact point openingposition where lightgoes out. Do not timeon wrong slope of com.

2. Insert the distributor so that the distributor cap clamps and primary lead arein convenient locations.

3. Remove distributor cap,

4. Place a piece of thin paper or cellophane between the breaker points, thenturn the distributor body counterclockwiseuntil the paper is released, just as thepoints begin to open.

5. Lock in this position.

6. Replace the cap and place ignition wirefor cylinder No. 1 in cable outlet indicated in the wiring diagram.

7. Connect the remammg wires as shownin the wiring diagram.

Steps in Timing Ignition

NOTE: A number of models of this engine have provisions for timing at theflywheel instead of the crankshaft pulley. On these engines rotate the flywheel until the proper timing degree ormark is in line with the timing pointer.

8. Replace primary and secondary leads.

Advance Mechanism

Once the timing is properly set for the idle(no-speed) position, the centrifugal weight system of the distributor will automatically advance the spark as required by changes inengine speed. The mechanism in vol v e d ismatched to each engine application by laboratory

TO IGNITION SWITCH

RIGHT BANK

FIRING ORDER

1-8-7-3-6-5-4-2

LEFT BANK

7

Distributor Ignition Wiring Diagram

29


tests determining the best spark advance pointover the entire speed range. Therefore,substitution of unmatched parts from otherequipment will impair timing and engine performance. The advance curve shown in theaccompanying graph is merely a typical curveand not specific for these engines.

Checking Distributor System Spark Advance

For recommended spark advance data, consult the Clearance and Limits section of thismanual or refer to the timing chart mountedon the engine.

1. On Model T-H884 with ignitor makechalk mark on crankshaft pulley 1-3/4inches from the D.C. notch in the directionof engine rotation.

NOTE: On other engines with timingmarks on flywheel make chalk mark at30° mark.

2. start the engine and connect timing lightlead to No. 1 cylinder spark plug andobserve running spark advance at crankshaft pulley or in timer opening in bellhousing. Spark advance may be altered byturning the distributor.

MagnetosThe vertically mounted magnetos feature

simplified timing and spark setting. An impulse coupling built into the magneto retards

SERVICE

the spark when the engine is being cranked.After the engine starts, the coupling becomesinoperative and the spark is advanced to theoptimum value for normal operation.

Minor servicing of magnetos is confined tocleaning, replacement, and adjustment of thebreaker points. More extensive repair andoverhaul operations require specialized training and equipment and should be made onlyat authorized service agencies.

In both theory and service practice there islittle difference between a magneto and a distributor. Whereas a distributor depends upona generator and storage battery for its primarycurrent, the magneto uses a primary currentgenerated within itself by rotation of permanentmagnets between the pole shoes. Because ofthe movement of the permanent magnets andthe periodic reversals of magnetic flux amagneto must be timed internally as well aswith relation to the engine. To accomplishthis internal timing requires an edge distancegage of a size specified for the magneto involved and for this reason a magneto that isproperly adjusted at the factory or a serviceagency should not be upset by tampering withthe breaker plate adjustment.

Magneto Timing

Check the timing whenever the engine isbeing given a tune-up or when it is availablefor overhaul. The magnetos must be retimed

Oil PRESSURE AND WATERTEMPERATURE SAFETY SWITCH

8

7

Magneto Ignition Wiring Diagram

30


to the engine whenever the points are removedor reset and whenever the magnetos are removed from the engine.

To time the right bank magneto:

1. Turn the engine over with engine barringmechanism until cylinder No. 2 is at TopDead Center of its compression stroke(both intake and exhaust valves closed).Continue turning until D.C. in the RIGHT(No.2) BANK markings on the flywheelappears under the timing pointer.

2. Insert a lead wire into tower No. 1 ofright magneto. (See ignition diagram) Note:Magnetos are not interchangeable betweenbanks; one is Right Hand rotation the otherLeft Hand rotation.

3. With the right magneto removed fromthe engine, turn the magneto drive shaftcounterclockwise (viewing from drive endof magneto) until a spark occurs betweenground and lead wire; at this point the impulse coupling' snaps'. Hold this position.

4. Insert the right magneto into crankcasecover hole. Care should be taken to maintain proper relative position of both magnetos. It may be necessary to pullout themagneto and re-insert it so that there willbe enough clearance between the mainhousings of both magnetos for turning.

5. Lock magneto with clamps and nuts inthis position.

To time the left bank magneto:

1. Turn the engine over until cylinder No.1 is at Top Dead Center of its compression stroke, (both intake and exhaust valvesclosed). Continue turning until D.C. markin the LEFT (No.1) BANK markings on theflywheel appears under the timing pointer.

2.,- Insert a lead wire into tower No. 1 ofleft magneto. Note: Magnetos are not interchangeable between banks because of different directions of rotation.

3. With the left magneto removed fromthe engine, turn the magneto drive shaftclockwise (viewing from drive end of magneto) until a spark occurs between groundand lead wire, the impulse coupling havingsnapped. (Hold this position.)

4., Insert the left magneto into the engine.Pull cut and re-insert magneto if neces-

31

SERVICE

sary, to maintain proper relative positionof both magnetos.

5. Connect remaining lead wires according to wiring diagram.

Checking Magneto System Spark Advance

1. Make chalk mark on flywheel in LEFT(No.1) BANK markings corresponding tothe number of degrees of spark advancerequired.

2. Disconnect No. 1 lead wire from thespark plug, attach the timing light lead tothe end of the magneto wire (this cylinderwill not be firing) and check spark timingwith the engine running. Make sure speedis high enough so that impulse couplingis. locked out.

3. Loosen the magneto mounting clamp andturn left magneto to obtain desired sparkadvance indicated on flywheel marking.

4. Repeat above procedure for right magneto; making chalk mark in RIGHT (No.2)BANK series of markings, connecting timing light lead to No. 2 spark plug andadjusting magneto mounting to the requiredspark advance.

5. Both magnetos must be set to the samedegree of spark advance.

FUELS

Fuels for internal combustion engines arecomposed principally of hydrogen and carbon insuch proportions that in the presence of asuitable proportion of oxygen they will burnand liberate heat energy. This heat energy istransformed into mechanical energy. The heatvalue of a given fuel is a measure of the heatenergy which can be liberated with perfectcombustion, and is measured in BTU (BritishThermal Units). One BTU is the heat requiredto raise the temperature of one pound of waterone degree Fahrenheit. Therefore a thousandBTU, which is a common heat value assignedto natural gas, will raise the temperature of1,000 pounds of water one degree Fahrenheit,or 100 lbs. of water ten degrees Fahrenheit.Most fuels used to power internal combustionengines are petroleum derivatives, and areclassified as either gaseous or liquid by theirphysical properties. Gasoline is a liquid fuelthat must be atomized (carbureted) before itcan be burned in an internal combustion engine.Butane and propane a:re alBo liquid fuelB whenstored under pressure. At most atmosphericpressures and temperatures they become a gas.


Natural gas, as the name implies, is a gaseousfuel. Butane gas, and propane gas are oftenreferred to as LPG, or liquified petroleumgas.

One of the most important characteristicsfrom the engine builder's and engine user'sstandpoint is the anti-knock value (octanerating) of the fuel, although other physicalproperties are important from a practicalstandpoint. Volatility affects easy starting. Gumand carbon content will affect the valve andring mechanism. Sulphur will affect somebearing materials.

Dealers in LPG control the volatility withthe season so that any reputable brand willgive satisfactory performance in Roiline gasengines. The octane rating, which is a measureof the anti-knock value, must be higher withhigh compression ratios, and may be lower withlow compression ratios. Be sure to use a fuelthat does not detonate under load in your engine~The proportion of propane to butane is veryimportant. A minimum of 60% propane-40%butane is recommended for most applications.Do not take chances. Insist that your fuelsupplier certify the fuel proportions.

An engine that is designed to operate onnatural gas, butane or propane gas has gastype cylinder heads and cannot be operated onlow octane gasoline. However, in an emergency,an engine with a gas type head can be operatedon gasoline of 85 octane or better.

GASOLINE CARBURETORS

The 570 and 884 series engines have been builtwith a considerable variation in carburetor details to provide for specialized operating conditions. Therefore, carburetors should not beinterchanged or replaced indiscriminately. Remember, a few thousandths of an inch in jetsize can make the difference between normalengine operation and burned valves, ring sticking, poor economy, and so on. The carburetorsare identified by stamped tags riveted to thetop of the float bowl cover. When ordering replacement carburetors, always give all information on the tag plus the engine serial numberand specification number.

Although the duplex gasoline carburetors usedon these engines are of Zenith manufacture,a number of variations with respect to venturiand jet sizes, installation details, and so on,will be found.

Carburetor service consists largely of maintaining the fuel supply in a clean condition,"

32

SERVICE

Typical Gasoline Carburetor

making proper adjustments at rare intervals,and leaving the carburetor alone when nospecific attention is needed. More carburetorsare ruined by tampering than by hard service.

When it becomes necessary to perform majorcleaning and service operations, the carburetormanufacturer's special bulletin for the unit athand should be followed without deviation.

Carburetor Adjustments

The throttle stop screw should be screwedin (clockwise) against the stop pin to hold thethrottle just slightly open. Adjust the throttlestop screw to obtain the desired idling speedof the engine.

Adjust the idling adjusting screw to obtainsmooth idling when engine has become thoroughly warmed up. Turn the idle adjustingneedle screw clockwise towards the seat torestrict the flow of fuel-air mixture to theidle ports and make the mixture that entersthe engine manifold leaner. Turn the idleadjusting needle counterclockwise away fromthe seat to permit a larger volume of the fuelair mixture to reach the air stream, thusmaking the final mixture richer.

If it becomes necessary to turn the ~G:rew into less than 1/2 turn off the seat to obtain goodidling of the engine, it would indicate either an


Gasoline Carburetor, Cross SectionENGINECOOLANT

IN OUT

•

OUNCE PRESSU RE GAU GE(MAINTAIN 4 - 6 OUNCES)

CARBURETOR

LPG FILTER

LPG INLET

Natural Gas-LPG Fuel System Schematic

FUEL PUMP

To transfer fuel from the gasoline tank tothe carburetor, the gasoline fuel system incorporates a fuel pump with fuel filter andpriming lever, mounted on the gear coverand driven by an eccentric on the camshaft.

Fuel pump lines should be blown clean duringoverhaul with an air hose to assure a full flowof fuel. All fuel pump connections should beair-tight and checked occasionally for leaks.

GAS CARBURETORS

The power jet system is so arranged that thepassages to the vacuum cylinder can be bypassed around the governor butterfly thus usingthe suction in the intake manifold to controlthe power jet system under all operating conditions. This is accomplished by installing thevacuum passage by-pass screw (A) in thethreaded end of the vacuum passage in the flangeof the carburetor. The screw will shut offthe short passage (B) from the vacuum passageinto the throttle body bore but being hollow willleave the vertical vacuum passage (C) open tothe face of the flange.

Both gas and gas-gasoline carburetors haveonly a single passage from their throttle valve,so a dual butterfly body is used to match thetwo top inlets in the intake manifold. A "Y"type connection is used between the single throatcarburetor and duplex butterfly valve body.

CALIBRATION

VACUUM PISTON

CHECKVALVE

POWERJET

VALVE

Accelerating Power Jet

When a speed governor is used it is installed between the carburetor and the intakemanifold. A vehicle so equipped is usuallyoperated with the carburetor throttle held wideopen relying on the governor throttle plate toregulate the speed. It is necessary in this caseto use the suction in the intake manifold ratherthan the suction between the carburetor andthe governor butterfly. Generally, in all applications where speed control is through thegovernor butterfly, the vacuum by-pass screwshould be installed in the carburetor as shown.

air leak or a restriction in the flow of fuelfor idling. Look for air leaks at the manifoldflange; at carburetor throttle body to intakegasket, and at carburetor bowl to cover gasket, due to loosened assembly screws or damaged gaskets. A badly worn throttle shaft orworn vacuum piston will produce sufficientair leakage to affect the idling mixture.

Some models of these series are suppliedwith a main jet adjustment. The needle shouldbe adjusted to give highest manifold vacuum(or highest R.P.M. on a tachometer) for aset-throttle position. If engine is equipped withspeed governor, set the throttle to hold theengine speed just below the governed speedwhile adjusting the main jet adjustment. Ifadjustment is set too lean, the engine will lackpower and the fuel economy also will be poor.If set too rich, the engine will be sluggish andthe fuel economy poor.

33 "


With gaseous fuel, a pressure regulator isused to meter the pressure of the incominggas to the carburetor.

Because gaseous fuels do not require preheating in the manifold, the intake manifoldpassages are left cold.

When it becomes necessary to perform majorcleaning and service operations, the carburetormanufacturer's special bulletin for the unitat hahd should be followed without deviation.

When liquified petroleum gases (LPG) suchas butane or propane are used, the fuel systemwill include a butane filter, butane regulatingunit, either a gas or gas-gasoline carburetorand a heat exchanger to vaporize the fueL

The butane regulating unit reduces the higherincoming fuel pressure to that required by thecarburetor .and converts LPG fuel from aliquid state under tank pressure into a drygaseous fuel slightly below atmospheric pressure. This conversion is achieved by heatingthe fuel with hot water drawn from the enginecooling system.

Whenever the engine cooling system isdrained to protect against freezing, thedrain cock at the bottom of the butaneconvertor must also be turned wide open.

ENSIGN TYPE "B" FUEL REGULATOR

The Type "B" fuel regulator has the samegeneral function with gas as the float bowl ofa gasoline carburetor has with gasoline;- 'itaccurately regulates the supply of gas to the

. carburetor and it shuts off the' supply of gaswhen engine' demand has ceased.

The Type "B" fuel regulator is supplied in1" and 2" sizes. The 1" size can be used withall sizes of carburetors from 1" to 2" inclusiveand is available in several models each differing slightly in internal specifications, accordingto the B.T.D. value and pressure of the gas tobe used. When the 1" fuel regulator is usedwith. natural gas of 1100 B.T.D. at an inletpressure of from 4 to 6 oz. (7 to 10" watercolumn) it has sufficient capacity for 125 H.P.When used with Butane of 3000 B.T.D. and atan inlet pressure of from 3 to 8 pounds, it hascapacity for 225 H.P.

The 211 fuel regulator is supplied in one modelonly for both natural gas and butane, and canbe used with S.A.E. size carburetors from 2"

34

SERVICE

Ensign Type "B" Fuel Regulator

to 3-1/2". When used with natural gas of 1100B.T.D. and at an inlet pressure of 4 to 6 oz.(7 to 10" water column) it has sufficient capacity for 325 H.P. When used with Butane,suitable pressure reducing equipment is necessary to obtain the required inlet pressure of4 to 6 oz.

The fuel regulator operates as follows: (Referto illustration above.)

Operation

With the engine at rest - the main valve "K11is closed and gas supply through the inlet "J"exerts a pressure below the lower diaphragm"I" and equally above "I" through orifice "H".Atmospheric pressure through the carburetorair intake is exerted on the upper side of the.upper diaphragm "D" through opening "Bll andon the under side of "D" through orifice "0",passage "M" and opening "L". "B" is connected to the carburetor air intake by a smalltube known as the "balance tube connection;"This connection compensates for increasedair cleaner resistance, thereby maintaining aconstant mixture in the carburetor.

When the engine 115 15tarted, 15uction from thecarburetor is applied to the regulator at "L"and communicated by way of passage "M" ang


MODEL "B" FUEL REGULATOR

Fuel Regulator Leaks

Model "B" Fuel Regulator

When Engine Fails to OperateProperly -Under Load

if used) plugged

Pilot valve pin low.

Balance tube (or vent,or badly restricted.

If in adjusting idle, the mixture is foundto be too lean with the idle screw out several turns you will find one of the following:

1. Idle connections between regulator andcarburetor leaking.

2. Idle connection plugged, such as: smallhole in carburetor bore above throttledisc, small hole above brass plate inregulator bowl and adjusting screw seat.

3. Upper diaphragm too stiff.

4. Upper diaphragm ruptured.5.

6.

rich without. an improvement in the idlingof the engine the trouble is outside thecarburetion equipment.

Improper fuel adjustment.Intake manifold too hot.Fuel supply restricted or valve closed.Fuel lines too hot.Varying pressure in vaporizer due to highpressure regulator valve sticking, causedby using dirty fuel.Regulator discharging in surges.Liquid butane passing through fuel regulator and carburetor.Balance tube plugged or badly restricted.Diaphragm by-pass bleed, partially plugged.(OnModel "B" fuel regulator.)

If in adjusting the idle, the mixture isfound to be too rich with idle screw closedtight it may be the regulator is leakingmore gas than is required to idle the motor.

The fuel regulator should be protected fromall foreign matter which might injure the regulator's valve seat.

SUGGESTIONS FOR LOeA TING TROUBLEON GASEOUS FUEL ENGINES

Passage of gas through "K" into "L" relievessome suction on "D" by way of "M" and "0"thus partly closing "F" - allowing pressure toincrease over "I" which in turn partly closes"K" to maintain pressure accurately at "L"of 3/16" water column below atmosphere. Whenthe engine stops - suction ceases entirely, permitting "F" and "K" to close and completelyshut off the supply of gas to the engine.

When Engine Fails to StartNo Fuel to Carburetor

Lines plugged.Tank empty.Fuel regulator main diaphragm brokenthereby preventing valve opening. (Model"B" fuel regulator oilly.)Check pressure at tank, on "B" regulator.

At idle engine speed the carburetor throttleis nearly closed and therefore little suctionis applied at "L". The differential type regulator functions accurately at slow idle speedby means of a patented "idle fuel connectionsystem". This system applies suction fromthe engine side of the carburetor throttlethrough the idle connection tube directly to theunder side of upper diaphragm "D" by way of"R", "P" and "0" to operate the valve "K" asdescribed above. Fuel for the engine at idle,is controlled therefore, by the idle fuel adjustment "A". Part of the idle fuel is supplieddirectly through the idle tube.

orifice "0" to the under side of diaphragm "D"which is pulled down. As diaphragm "D" movesdown, push-rod "C" opens pilot valve "F". Thereduction in pressure of gas over "I" bledthrough passage "G" by the opening at "F"permits "I" to lift and to open main valve "K"which in turn passes gas through to the carburetor.

Too Much Fuel

Fuel regulator leaking.Valve stuck open.Starting adjustment set too rich.Choke at fault causing wrong mixture.

When Engine Fails to Idle Properly

If the range of the idle adjustment screwwill vary the mixture from too lean to too

Main valve or seat scored.Pilot valve leaks.Diaphragm by-pass bleed, plugged.Lower diaphragm too stiff or too tight.

Main Valve Sticks Open

Guides and stem gummy.Springs on top of main diaphragm broken.Particles lodged between valve and seat.Diaphragm by-pass bleed, plugged.Diaphragm too stiff.

35


Butane Fuel Regulator Discharges in SurgesPressure on vaporizer is excessive. Maybe helped by reducing pressure.Discharging of hi g h pre s sur e regulatorerratic because of sticky valve.Four leaf springs on top of main diaphragmdo not conform to dimension in manufacturer's data.Balance tube connection in carburetor airintake plugged or too large.

Liquid Butane Passing Through Fuel

Regulator and Carburetor

Water circulation through heater impaired.

1. Connections improperly made.2. Water pump damaged. No thermostat.3. Hot water connection too high on en

gine so as to allow it to be uncoveredwhen cooling system loses water.

4. Heater and water passages become plugged due to dirt in water.

5. Heating coil leaks. Butane leaks intowater space expelling water. Observedby butane vapor bubbling in radiatortop tank.

IMPCO CARBURETORS

Impco carburetors are of the air valve type,designed to operate directly from an "ounce"regulator. No mechanical choke is provided forstarting and none is necessary with this type ofcarburetor. Normal pressure to the carburetoris 5 inches water column, with the engine stopped,(check at idle and readjustifnecessary) for 1000BTU natural gas. For natural gases of differentheat values, slightly higher or lower pressuresare required and readjustment is normally madein the field. LPG contains more heat units for agiven volume than natural gas and for thisreason the pressure at the carburetor inletmust be regulated at 1-1/2 inches water columnnegative. This pressure is non-adjustable and iscontrolled by the regulator. (Model "EB" withblue spring). Liquid fuel should be filtered·before entering the vaporizer.

On natural gas, the Impco carburetor issomewhat less sensitive than other types tothe effects of moderate air cleaner restrictionand a balance line may not be needed. Whenoperating on LPG, however, the results of aircleaner restriction may be quite significantand a balance line is important. Impco series200D carburetors use a 7/16" ID balance line.

GENERAL IMPCO SERVICE INSTRUCTIONS

Natural Gas

The normal arrangement for natural gas usesa field regulator to reduce pounds pressure to

36

SERVICE

the final value of 5 inches water column (3 oz.)maximum. Excessive pressure will increase gasfuel consumption. This pressure will have itsmain effect on fuel economy.

For reasons of safety ... ALL GASINSTALLATIONS IN CLOSED AREAS OR BUILDINGSSHOULD HAVE A POSTIVE SHUT OFF VALVETO PREVENT GASLEAKAGEWHEN THE ENGINE IS AT REST.

Adjustment

With the 1-1/2" line pressure regulator, thefollowing orifice size and type of spring must beused to obtain required pressure to the carburetor.

Inlet Line OrificeSpringOutlet PressurePressure

SizeColorto Carburetor

5to 501bs.

3/4Red5" H20 column

1. Set natural gas pressure at idle if Thermac reducing valve is used or with engine stopped (check at idle) if Thermacis not used, to 5" water column (3 oz.)

--7 for 1000 BTU gas with idle mixture screw.backed out 2-1/2 turns.

2. Full load gas pressure may drop as lowas atmospheric at the carburetor gas inlet.Exact pressure at full load is immaterialas long as power mixture adjustment is stilleffective.

3. If intake manifold vacuum is below 8"mercury with the engine running loaded atgoverned speed, adjust the power fuel mixture from rich towards lean slowly toobtain maximum vacuum at a fixed speedor until the governor throttle begins to openfurther. The power adjustment is not effective at a fast idle or light load. If withfull load, the manifold vacuum is above 8"mercury, adjust the field regulator (instead of the power fuel mixture) to loweror raise the gas pressure to the carburetor to obtain a leaner or richer fuelmixture for maximum vacuum.

Thermae Pressure Reduction Valve

When pressure cannot be reduced at the lineregulator to 5" W/C, or more pressure mustbeused to overcome line loss of pressure due tosmall pipe or long line, use a Thermac secondarypressure reduction valve at the carburetor.The line (primary) regulator may then beset as high as 14 ounces (25" WIC).


VALVE TIMING AND CLEARANCES

Accurate valve clearance settings materiallyprolong engine life and aid performance. Inaddition to impairing performance, excessiveclearances are detrimental to cams and tappetsas well as the rest of the valve mechanism. Onthe other hand, when clearances are too low,timing is again disturbed and the possibilityof burned valves becomes much greater.

When checking clearanc~s or timing; therocker arms must be contacting the valve tipsevenly and not be hollow. When the rockerarm to valve tip surfaces are worn hollow, itis impossible to make an accurate check witha feeler gauge. Never attempt to adjust valveclearances without loosening the aajusting screwlock nut and re- tightening it whencompleted.

It is very seldom necessary to check valvetiming. The timing of the camshaft is establishedat the time of assembly. Since there are no couplings or other adjustment mechanisms to slip,there is no way in which the timing can be changed. Moreover, it is often difficult for a person inexperienced in this operation to check for propertiming with absolute accuracy even though theengine is correctly timed. This is because ofthemany factors such as gear backlash, manufacturing tolerances, cam wear, rockerarmwear,andpersonal judgement that vary.

Since improper valve timing may have veryserious effects on engine performance andservice life, and symptoms of low power, overheating, or similar troubles showing up afterrepair or overhaul procedures should be investigated and a valve timing check made toprevent damage to the engine.

Intake valve opening is TDC for Model 570and10 BTDC for Model 884.

Timing gear marks for engine valve timingare on the crankshaft and the camshaft gears.

Valve Rocker Arm Clearance

Before attempting to adjust the valve clearances, stop the engine and allow it to cool to normal room temperatures. Valve clearance coldsettings are foundon engine mounted valve clearance chart or in Clearance and Limits section.

1. Remove cylinder head cover, being careful not to damage the gasket between coverand cylinder head.

2. Lubricate valve stems with light engineoil to eliminate possibility of sticking.

3. Rotate the engine until the piston inNo. 1 cylinder is at Top Dead Center onits compression stroke.

3'7

SERVICE

4. Loosen rocker arm lock nut and inserta feeler gauge between rocker arm andvalve. Turn rocker arm screw until properclearance is obtained ..

5. Without further Jjlovement of screwtighten lock nut securely. Then recheckclearance with feeler gauge.

6. Follow firing order sequence and adjustclearances for the other rocker arms andvalves in the same manner.

Whenever the rocker covers are removed, thevalve and spring mechanism should be examinedfor evidence of inadequate lubrication due tosludging or plugged oil lines. Excessive sludgein the rocker arm area is an indication of toolow oil operating temperatures, poor filteringaction, or an oil that breaks down and is unsuited for the operation involved.

RESETTING GOVERNOR

If it should be necessary to dismantle thegovernor at any time for other adjustments and it is only for that purpose that it shouldever be necessary to disturb this mechanism _there are some basic requirements which shouldbe observed. These requirements can all bemet if the governor parts are carefully markedbefore they are removed so that they will bereassembled with the same adjustment and inthe same places from which they were removed.Most important, make sure that the operatinglinkage and the adjusting nuts are accuratelyassembled exactly as before to prevent improper positioning of the butterfly valve. Also,be sure the lock nuts are in place and securely tightened to prevent change in the lengthof any of the linkage. Notice carefully, andmark, the position of the butterfly valve so thatit goes back exactly as before. Close it, andwith a pencil, mark the top side and the adjacentwall of the intake so that it is not re-assembledupside down, or backwards. If these precautionsare followed, the governor should operate exactly as before when it is again put into serviceprovided the tension of the gov,ernor springand the length of the operating rods have notbeen changed. To secure the best operation,.make sure that the length of the operating rodis adjusted so that the butterfly stands a trifletowards the closing position when the engine isstopped. Variation from the proper speed canbe corrected by tension of the regulating spring.Increasing the tension increases the maximumspeed, and decreasing the tension decreasesthe maximum speeu.


ENGINE STORAGE

Preservation of engines in storage involvesseveral basic requirements. For a completelynew engine, these are as follows:

1. Protection of machined metal surfaces,cylinders, valves, bearings and so on,from the effects of both dampness andsalt or other corrosive substances inthe atmosphere.

2. Protection of openings into the engineagainst entrance of dirt, abrasive material, and foreign matter of all types.

3. Protection of accessory equipment, including fuel pump, carburetor, gas regulator, magnetos, starter, generator andfan belts against corrosion, dirt, moisture saturation and progressive deterioration.

4. Protection of cooling system againstfreezing, rusting or seizure of waterpump seals.

5. Protection of a general nature againstthe elements, rain, snow, extremes oftemperature, improper stacking and piling and objects that might scratch orbatter the exterior, especially the radiator cores.

In the case of engines previously operated,several additional items mustbe considered.

6. Protection of interior engine parts, particula.rly bearings, cylinder walls, andvalves against corrosion by the productsof combustion combined with atmosphericmoisture and corrosion by lubricating oilcontaminants.-

7. Protection of fuel system units againstgumming and the effects of stale gasoline, oil and gas residues.

The extent of the attention given to each ofthe foregoing points of possible damage, dependson the judgment of the person in charge of theengine. Generally speaking, the following factors should be taken into account before deciding how much or how little preservation isrequired.

1. The period of time the engine is likelyto be inoperative.

2. The severity of the weather and atmospheric conditions at the point of storage.The problems of storing an engine in atidewater warehouse, for example, differgreatly from storage problems in a location where the air is very dry anddusty.

38

SERVICE

3. The accessibility of the engine for periodic inspection and attention. An engineon a show-room floor that may be turnedover occasionally and given periodicoiling requires less extensive treatmentthan engines crated and stocked in awarehouse.

NOTE

For prolonged storage, the use of Nucleengine storage oil, W.M.Co. Part No.166709-A, is recommended. Refer toRoiline Service Bulletin No. 23.

Protecting New EnginesEngines recently received from the factory

and not intended to be used for an indefiniteperiod may be stored successfully in the following manner. As mentioned above, circumstances may compel omitting some steps and,on the other hand, special conditions may pointto greater emphasis on other steps.

1. When engine is installed in an operableunit.

A. Mix an inhibitive type preservative oilwith the engine lubricating oil in theproportions recommended by the manufacturer of the preservative oil, or,no mixing may be necessary. Operateengine until oil is thoroughly hot. Cooling water used in this run should havetwo to three per cent soluble oil added.

B. Remove air cleaner. With manuallyoperated sprayer, squirt can, or othermeans, inj ect preservative oil of atype suited for this purpose into theair intake while the engine is running.Approximately one minute is ordinarily adequate. If possible, stop engineby "slugging" enough oil through intaketo stall. Continue injecting oil untilengine stops turning.

C. Drain oil and water while hot. If extraprotection is desired the rocker armcovers may be removed and a quantity of preservative oil poured overthe rocker arm and valve mechanism.

D. Remove spark plugs and squirt orspray several teaspoons of preservative oil into each combustion chamber.Coat plug threads with oil and reinstall plugs.

E. Drain carburetor and fuel pump ofgasoline if practicable. Be sure to


remove water from butane vaporizerif freezing is likely.

F. Remove distributor cap or magnetocovers and apply small amount ofpetroleum jelly to polished surface ofbreaker cam. Where dampness in storage is expected, removal of magnetosmay be worthwhile.

G. Wipe engine clean and dry. Apply wax.type masking tape or like material toall openings such as intake openings inair cleaner, exhaust outlets, breathers,magneto vents and open line fittings.

H. Relieve tension on fan belts and generator drive belts. This is importantbecause continual tension on theseparts without the working action thatoccurs in normal operation causesdeterioration of the rubber.

1. Apply a coating of heavy preservativecompound with brush to all exposedmachined surfaces such as flywheels,clutch shafts and like areas.

Engines treated in accordance with these instructions will normally be protected for sixmonths or longer. Continual inspection, however, is the only way to determine if protectionis adequate. If possible, crank the engine byhand for one or two turns about once a month.This helps prevent seizure of water pump seals.If this is done, however, it is usually best toadd more preservative oil to each cylinder.Some types of preservative oil are not wellsuited to periodic engine rotation because theyare scraped from the cylinder walls which arethen unprotected. Other oils are not scrapedaway, and for this reason the operator shouldcarefully investigate the characteristics of theoil used.

2. When engine is not operable.

A. Open drains in oil pan, radiator, carburetor, butane vaporizer and fuelpump to remove oil, water and fuel.

B. Remove spark plugs and pour or squirtabout a teaspoon of preservative oilinto each cylinder.

C. With hand or mechanically operatedatomizing spray (do not use ordinarycompressed air) inject preservativeoil into each cylinder. Cranlc enginein normal direction about one-quarterturn and spray each cylinder again.

39

SERVICE

Do this about eight times, or untilengine has been turned through twocomplete revolutions. The purpose ofthis procedure is to bring each valveinto an exposed position so the preservative oil will coat it.

D. Depending on the judgment of the operator as to the severity of storageconditions, open as many points aspossible ... oil pan plug, valve rocker covers, tappet chamber cover, frontgear cover and so on, where oil maybe sprayed, poured or squirted overthe interior parts. Replace all plugsand covers.

E. Remaining steps may be the same aslisted in "F" through "I" for an operable engine.

Storing Engines that Have Been in Service

In the course of normal engine operationresidues of various combustion products suchas lead and sulfur accumulate in the combustionarea and in the lubricating oil. Portions ofthese residues combine with atmospheric moisture to form corrosive compounds of a destructive nature. Butane engines are probably lesssubject to this than others. The followingtreatment will help reduce damage from thissource.

1. Engine in operable condition.

A. Run engine until original oil is thoroughly hot. Drain.

B. If practical, run engine with a goodflushing oil in crankcase and drainwhile hot.

C. Refill crankcase with preservative oil,or with the proper grade of lube oilto which an inhibitive type preservativeoil has been added in the proportionrecommended.

D. Carry out previous instructions "B"through "I" as the circumstances indicate.

2. When engine is not operable.

A. Carry out instructions as for an inoperable new engine.

B. If in the judgment of the operator,storage conditions and the time periodlikely warrant it, the engine should be


disassembled, thoroughly cleaned andreassembled for treatment as a newengine. Ordinarily, this last procgdureis unnecessary except in cases wherefuels contain considerable sulfur, orwhere extremely bad climatic conditions prevail.

PRESERVATION EQUIPMENT AND MATERIALS.

Sprays and Atomizers

In the foregoing instructions it is recognizedthat many times it is necessary to apply protective compound under difficult field conditions.Several simple tools may be used to atomizepreservative oil and force it into the manifoldsand combustion chambers. One of these is amanually operated gun used ordinarily to lubricate inaccessible points on car and truckchassis. Another is a hand operated pump typesprayer with a pointed discharge nozzle commonly used with insecticides. If desired, smalloil pumps may be rigged with a motor drive tomake a convenient spray unit of the mechanicalpressure type. In almost all cases, the airavailable from shop compressor line carriestoo much moisture to be safe for this purpose.Do not use high-pressure air from this source.

SERVICE

PREPARING ENGINE FOR OPERATION

The steps needed to bring an engine intoactive service after storage in accordance withthose instructions are about the same as thosenormally carried out on any new engine. Theseare inspection, checking for free rotation, adequate cooling water or anti-freeze, ample oilof the correct grade and proper adjustments.In addition, accumulated dust and dirt should bewiped or washed from the exterior before removing the covers over the engine openings.Engines that have not been rotated for sometime should be oiled through the spark plugopenings and cranked by hand or with thestarter before actually running. Any resistance to free cranking should be investigated;rust and corrosion can cause severe seizurethat cannot be forced clear without enginedamage.

EXERCISE OF STANDBY UNITS

It is recommended that the generator set orother stand-by unit be exercised once each week.A record should be maintained of performance,incidental servicing, and output of both the engine and driven equipment.

Specifications for Protective Materials

Generally speaking, such heating is confinedto 2000 F., or less. These temperatures areeasily reached by placing the preservativecontainer in heated water. Direct heating presents a dangerous and unnecessary fire 4azard.

Heating Compounds

Many preservative compounds are most effective when heated before application. Heatingreduces their viscosity so as to gain penetrationinto inaccessible areas. In addition, the hotcompound reduces the moisture film at themetal surface and thus avoids trapping moisture under the preservative layer.

Internal Surfaces,Cyls., Etc.

U.S. Army Spec. 2-126

(Available as SAE 10or SAE 30)

External Surfaces

U.S. Army Spec. 2-121(yVaxyCoating)

Army Ordnance Spec.AXS 673

(Harder black coating)

40

Always run the engine long enoughto stabilizeoil and water temperatures at the normal operating level expected under load. Do not operateunder no load conditions for other than verybrief periods. Loads of at least one-third up tothe normal rated capacity are recommended.Ordinarily, an exercise run of one to two hourswill be needed to stabilize temperatures.

It is recognized that some types of drivenequipment cannot be operated without fairly extensive procedures to "put them on the line."Examples are hospital generators in sometypes of switching configurations; air-conditioning compressors which can only be loaded bychanging over to chilled water from heatingwater circulation; and pumps which are not setup for waste discharge or recirculation. In suchcases, weekly exercise periods may have to bereduced, where possible, to operational periodslong enough only to prove the engine's ability tocrank arid start, or, check out of starting circuity and safety equipment with the starter disabled. In this event, special attention must betaken to prevent internal corrosion, sticking andgumming of fuel controls, and deterioratedstarting batteries. In ·all cases, arrangementsshould be made to run the engine and drivenequipment under load at least every 90days.


OVERHAUL A N-D

OVERHAUL AND REPAIR

REPAIR

GENERAL

The overhaul and adjustment of the 570 and884 series engines, like any other mechanicaloperation on precision machinery is best accomplished by experienced personnel usingequipment built for accurate work. On the otherhand, assembly and disassembly present nounusual features requiring special tools ortechniques. For this reason, no effort has beenmade to detail in this manual the steps thatare self evident or well established mechanicalpractices. In those instances where a considerable number of these engines are being overhauled, the WAUKESHA MOTOR COMPANYwill be glad to make suggestions on permanenttype tooling such as pullers, jigs, and otherfixtures.

There are a number of good practices thatshould be followed in overhauling any engine,some of these are listed below.

Do Not Mix or Confuse Engine Parts

Mark for position on disassembly; tag assemblies from different engines; stamp orotherwise identify parts reground to specialsizes.

Do Not Mix Bolts, Capscrews, and Washers

Capscrews and like parts are of a length,material, and heat-treatment suited to the placethey are used. Numerous instances have beenreported where too long or too short a capscrew has resulted in leakage or interferencewith internal parts. Washers of various materials and types are selected according toapplication. Standard soft steel washers, forexample, when used to retain a bearing capare known to have caused complete enginefailures. Hardened washers are used at thatparticular point.

Inspect as Engine is Disassembled

Once engine parts have been disassembledand cleaned, many valuable indications of engine condition are lost. Materials found in theoil or on burned or carboned surfaces at disassembly oftcn point to. operating, service,or maintenance improvements of genuine valueto the operator.

Protect Delicate Parts and Surfaces

Do not pile engine parts, ignition equipment,carburetors, and bearings, indiscriminately.Oil surfaces likely to rust. Tape surfacessubject to scratching or nicking during repairoperations. Plug off passages likely to accumulate dust, abrasives, and machining chips.Some heavy-duty detergents and cleaning compounds will etch or corrode bearing materialsand bushings. Test any cleaner before usingit on good parts.

Clean Thoroughly

No engine is completely overhauled if it isnot cleaned internally and externally to "newpart" condition. Dirty parts can neither beinspected nor fitted; neither do they conductheat properly nor allow top engine performance.Modern chemical cleaners easily remove allengine grime; but don't forget to remove thecleaners from oil passages and casting pocketswhen the job is completed.

Work Accurately

Use precision gauges where needed; followtables of limits and tightening torque valuesfor best performance.

DISASSEMBLY

Vibration Damper and Fan PulleyThe vibration damper is easily removed by

taking out the capscrews holding it to the fanpulley. To remove the fan pulley from thecrankshaft it is necessary to remove the fanpulley screw and washer.

The pulley screw may be replaced on thecrankshaft if deSired for turning the crankshaft during later operations.

Gear Cover

Ordinarily no service of the gear cover partsis necessary except for replacement of thecrankshaft oil seal and the accessory driveshaft oil seal.

To disasscmble the gear cover:

1. Remove water pump cover, water pump

41


impeller, seal and seal seat.2. Remove water pump body.3. Remove manifolds, distributor or magnetos and governor. Also remove crankcase·top cover.4. Disconnect oilhne from accessory drivehousing.5. Remove capscrews attaching upper oilpan to gear cover.6. Remove gear cover.

When reassembling above parts in reverseorder replace with new crankshaft oil sealand accessory drive shaft oil seal.

The accessory drive shaft oil seal may beremoved without removing the gear cover bycutting it with a sharp chisel and hooking itstraight out. When replacing this seal use asleeve to drive it in the gear cover hole asfar as it will go, being careful not to damagethe seal.

Flywheel

Before I 0 0 s e n i n g the flywheel retainingscrews, make up a "dogleg" hoist eye to supportthe weight and permit swinging the wheel outwithout canting. Take up some of the weighton the hoist, remove the capscrews, and using

OVERHAUL AND REPAIR

CRANKSHAFT GEAR

Engine Timing Gear Marks

suitable threaded pullers if necessary, pullthe wheel free and swing it out of the housing.It is recommended that new bolts be usedwhenever a flywheel is re-installed.

Cylinder Head

To remove the cylinder heads:

1. Drain cooling system and remove manifolds, valve cover, and oil line.2. Remove cylinder head stud nuts androcker arm shaft assembly, and lift offthe head.3. Withdraw and tag the push rods.4. Cover the exposed parts of the engineand place the head on a bench with blockof wood in the combustion chamber to holdthe valves closed when freeing.5. Use a valve spring compressor to depress the spring until the split lockingtapers can be removed.6. Remove retainer washers, valve rotators, valve springs and finally the valves.Tag or locate them so that they may bereassembled in the same location.

Cam Followers

Cam followers may be lifted out after thecylinder head is removed without prior removalof the camshaft. Keep each cam follower inorder as removed and re-install in the sameplace. When a worn or damaged cam followeris found, always inspect with particular carethe cam lobe upon which it was operating.

Camshaft

Camshaft removal requires prior removal ofthe crankcase cover, the governor, the distributor or magnetos and drive assembly, andin the case of a fuel pump with the shoe ridingdirectly on the camshaft this too must be removed ..

Typical Crankgear Puller

42

Withdraw the camshaft from its bushings by

END CLEARANCE.003" TO .006"

ROILINE MODELS 570 AND 884 .

Removing Crankgear by Splitting

MODEL H-570

OVERHAUL AND REPAIR

pulling gently and making sure that the lobesare not catching in the bushings or case. Ifthe edges of the cam lobes are allowed todrag across the bushings, grooves and scratchesmay be formed that will impair lubricationand service life. Removal of the tachometerand camshaft gears from the camshaft requiresan arbor press and a suitable support plateto hold the gears. Do not attempt to removethe gears by makeshift methods that may distort the shaft or gears.

Camshaft end thrust on all Models exceptthe current TH570, is taken at the front of thecamshaft by a thrust button which is a pressfit in the gear cover. Excessive end play isadjusted by replacement of the thrust button.On the TH570 Models this thrust is taken by athrust plate just forward of the front camshaftbearing journal. A new thrust plate, which issecured to the crankcase, is required to correctexcessive end play of the TH570 camshaft.Camshaft end play tolerances are listed foreach engine model in the "Clearance and Limits"section.

Crankshaft Gear

In those instances where replacement of thecrankshaft gear is necessary, it is easiest toremove the gear with a puller having 7/16"-14

MODEL TH-570

Camshaft End Pray

43


threads similar to the one shown in the accompanying illustration, although the gear onthe 570-884 engines has only two puller holes.If such a puller is not available, or if the gea.•..has no puller holes it is necessary to splitthe gear as shown. First drill a hole of approximately 1/4-inch diameter lengthwise ofthe gear and between the keyway and the teeth.Thus, a variation in drill direction will resultin nothing more than damage to the replaceablekey. After drilling, a light blow with a coldchisel will spread the gear a few thousandthsand permit removal.

Timing the crankshaft and camshaft afterone or the other gear has been removed isan important consideration in servicing theengine. Timing marks are provided on bothgears to insure correct meshing of the gears,as illustrated. Backlash originally provided forthese gears is .006.

CRANKSHAFT OIL SEALS

Sealing around the crankshaft at both endsis provided by split felt rings held in place inrecesses in both the crankcase arid oil pan.Return oil grooves are cut into the crankshaft.

Insert· the oil seal into the grooves providedin the crankcase, as illustrated, making certainno part of the oil seal projects above or belowthe groove edge. This is important to insuresealing. Do not trim the edges of the oil seals.Grooves for the oil seals are also provided inthe upper oil pan. Coat the seals with graphiteand oil after they have been installed. Thentighten oil pan to crankcase so that the endsof each felt half meet to form the proper seal.WATER PUMP REPAIR

Leakage of water from between the waterpump and gear cover may be due to a worn ordefective sealing washer.

Inserting Crankshaft Oil Seal

44

OVERHAUL AND REPAIR

Water Pump Seal and Seat

Removal of the pump to accomplish this replacement is unnecessary.

To remove the water pump seal, first loosenand remove fan belts and remove water pumpcover. Insert capscrews in the impeller and pullit off of the pump shaft. It may be necessary toremove rust and scale from the holes. Slidecombination bellows and carbon seal washer offof the shaft. In all cases it is advisable to replace the seal and also the seal seat if necessarywhenever disassembling the pump because of itsinsignificant cost and the likelihood of its beingdamaged during removal.

When replacing the water pump seal, carefully wipe the carbon sealing surface and itsmating seat with a soft cloth or absorbent paperto remove all traces of wax, grease, or oil.Use a small amount of solvent if necessary.Do not lubricate or grease the seal mating surfaces ..

While the cover and impeller are removed,check the gear cover and accessory drivehousing bushing clearances by jiggling theshaft. Any noticeable play in the shaft indicatesthe need for replacing the bushings.

If rust and scale deposits have accumulatedin the pump body, remove them and flush outthe entire cooling system.

OIL PUMP REPAIR

Under normal operating conditions, serviceof the oil pUInp should become necessary onlyat engine overhaul time. However, severe


DRIVE GEA

A

BODY BUSHING

PUMP BODY

COVER BUSHING

, ,-..... ~,

SNAP RING

PUMP DRIVEGEAR

PUMP COVER

IDLER SHAFT

IDLER GEAR

Oil Pump Sectional View

OVERHAUL AND REPAIR

CDDRIVE GEARCLEARANCE:570 - .005" MIN.884- - .002"-.005"

®PUMP GEAR ENDCLEARANCE:570 - .0015"-.006"884 - .0025"-.0065"

®ROLL PIN DRILLEDHOLE DIA.:570 - 1/8"884 - 3/16"

®IDLER SHAFT ENDCLEARANCE:570 - 1/32"884 - 1/32"

sludging may require occasional pump disassembly to keep oil passages clean. The oilpump should be completely disassembled,cleaned and inspected. Complete pump rebuilding kits including replacement bushings areavailable through the Roiline distributors.

Several modifications have been incorporatedin the current production Roiline 570 and 884oil pumps. The relief valve is now located inan external connection permitting improvedoil flow within the pump body. The splineddrive shaft formerly used has been discontinuedin favor of a straight drive shaft which allowseasier disassembly of the pump. Also, thenew pump has provisions for doweling to themain bearing cap which eliminates pump drivegear misalignment.

Disassembly of the PumpThe first step in the disassembly of the pump

is the removal of the pump cover. This isaccomplished by removing the four cover tothe pump body capscrews. A slight blow witha plastic or soft head hammer may be necessaryto free the cover from the pump body dowels.Do not try to pry the cover. The idler pumpgear is free on its shaft and should be removedimmediately after the cover is taken off.

45

Removal of the drive gear requires theusage of an arbor press and a piece of metalplate notched out to fit between the drivegear and the pump body. Before attempting

Drive Gear Removal


to remove the gear, drive the roll pin outof the gear hub and drive shaft. Next, placethe plate on the arbor press base and positionthe pump with the drive gear resting on topof the plate so that the pump hangs freely,suspended by the gear. Using a short pieceof 1/2 inch round stock, press the drive gearoff of the pump drive shaft, make sure thatthe pump will not be damaged from droppingas the pump drive gear is pressed free.

Remove any burrs that may be present andpress the drive shaft out of the pump body. Avoiddropping the shaft. The same pressing procedure is used if it is necessary to remove theidler shaft. The pump gear is removed fromthe drive shaft. by first removing the snapring, then pressing the shaft through the pumpgear with the 1/2 inch round stock and thearbor press.

The arbor press and a plug can be usedto both remove and install pump bushings.The pump and pump cover bushings both havethe same inside and outside diameters. Theplug can be made from a three inch longpiece of 5/8 inch round stock, with a one inchsection turned down to 17/32 inch diameter.Place the cover on the arbor press base andinsert the small end of the plug into the bushing. Press the bushing out. The same procedure is used for removing the pump bodybushing. New bushings should be used whenever the pump is disassembled. Roiline replacement bushings, which eliminate reamingare available.

Drive Gear End Clearance

OVERHAUL AND REPAIR

Pressing Roll Pin Into Shaft

Inspect the pump carefully for nicks, burrs,or signs of unusual wear. Worn or badlynicked parts should be replaced.

Reassembly

With the Woodruff key in the proper position, press the pump gear back on the driveshaft and lock in place with the snap ring.Insert drive shaft through pump body.

Check end clearance of the pump gear withfeeler gauge and a straight edge ruler asshown in the illustration.

Pump Gear End Clearance

46


Idler Shaft End Clearance

Place the drive gear Woodruff key in position and press the drive gear on. Check clearance between pump and drive gear at thispoint. The clearance should be as stated onthe sectional drawing. After proper clearanceis obtained, press the roll pin through thedrive gear hub and drive shaft. When replacement parts are used, drill a hole throughthe drive gear hub and shaft for the roll pin.

It is extremely important to install the idlerpump gear with the oil holes toward drivegear end of pump. End clearance of idlerpump gear must be 1/32 inch.

Before replacing cover, the running clearance of the pump gears must be checked withfeeler gauge as illustrated.

Before installing the completely reassembled pump in the engine, a test should be madefor binding under normal pump operatingtemperatures. This test consists of placingthe pump in oil heated to 250"F. Allow pumpto remain in the heated oil for a few minutesbefore turning gears to test operating clearances and for evidences of binding.

VALVES AND MECHANISM-REPAIR

Valves require grinding at various intervalsduring the engine service life. These intervalscannot be specnied exactly because a host ofvariable factors enter the picture, often without the engine operator's knowledge, Of thesefactors, the following have been found to a

OVERHAUL AND REPAIR

greater or lesser degree to make for reducedvalve life.

1. Fuels that break down to form depositsthat impair seat contact and prevent heatconduction and valve cooling.

2. Deposits from either fuels or oils thataccumulate on the valve stems and causesticking and burning.

3. Oil not reaching rocker arms due toclogged lines or improper fittings.

4. Shutting down a hot engine without idlingfor a few minutes. Exhaust valves thathappen to be off their seats when engine stops may warp so that burningoccurs on restarting.

5. Improper valve clearances.

6. Lean mixtures due to improper carburetor or adjustment.

7. Pre-ignition due to wrong plugs, carbondeposits, excessive operating temperatures.

Compression Checks

A compression check is the best method ofdetermining whether valves need grinding. Themost significant thing is for the pressures onthe individual cylinders to match with a fairdegree of evenness. If it is felt that compression may be leaking past the piston rings,

Pump Gear Running Clearance

47

ROILINE MODELS 570 AND 884 OVERHAUL AND REPAIR

Valve Rotators

Valve Mechanism

Because all valve rotator parts are completely enclosed, they require no special lubrication or adjustment and are unaffected bysludge and varnish formation. The approximate length of service of the valve rotatorsis about 4000 operating hours or 100,000 milesof operation and they may only be serviced byreplacement.

To obtain the optimum service life fromreplaced inserts, the use of Roiline insertsespecially made for this job is strongly recommended. The steel and heat-treatment ofthese inserts has been developed by long service and laboratory experience for the very

washer (C), ball-return spring (D) and retainer cap (E). As the valve starts to openthe spring washer flexes, causing -the ballsto roll down the inclined races of the retainercap. The reaction of the balls on the racescauses the retainer to turn and through thefriction grip of the valve tapers, the valve alsorotates. As the valve closes, the balls arereturned to their original position by the ballreturn springs. The rotator is then set for thenext valve cycle.

Guides and Seats

Upon removing each valve examine it carefully. Remove all carbon and burned oil andcheck valve stem and its fit in guide. Excessivewear in either stem or guide will make it impossible to secure a tight seat by grinding unlessvalve or guide, and possibly both, are replaced.Special notice of exhaust valve guide and valvestem shoulder should be taken to make sure guidedoes not project into valve gas passage, and thatthe shoulder on the 570 series valve stem issharp. This shoulder should be slightly below topof valve guide when valve is seated. Thus, anyaccumulation of carbon around guide and stemwill be sheared off each time valve is lifted, andin this way prevent valve sticking.

. Worn valve guides and valve seat insertsshould be replaced with new ones. The guidesare a pressed fit in the head casting. Serviceguides were previously supplied in a semifinished form with adequate stock to permitfinish reaming. Present service guides arespecially machined to press in place and provideproper stem clearance without further machining. The valve seat in the head MUSTbe re-cutconcentric with the new guide whenever newguides are installed. Check the Clearance andLimits section of this manual for the correctheight guides should extend above the cylinderhead.. The valve seat inserts are a press fit,but require a further shrinking operation toanchor them in place.

VALVE OPEN

D

~=.~~1iiiiI

SECTION EE

VALVE CLOSED

The end of each valve stem is fitted with ashallow steel retainer that accommodates theend of the valve spring, and is held to the stemby a pair of split tapers. The locking tapersmust be removed before the valve can be withdrawn. To release the lock from the recessin the spring retainer, it is only necessary topush the retainer or valve rotator down againstthe spring until the. tapers fall away from thevalve stem. Check the valve springs for cracks.Often they can be detected by rubbing chalk onthe springs. The oil in a crack will stain asharp line in the chalk. Weak or cocked springsshould be discarded and new ones installed whenre-assembling. Positive type rotators are usedon the exhaust valves on these engines.

The valve rotator consists of a spring seating collar (A), a set of balls (B), spring

inject some heavy engine oil through the sparkplug hole before making the test. This will sealthe rings temporarily. In addition, a quickknowledge of valve condition may be gained bylistening at the carburetor entrance (disconnectair cleaner) and the exhaust outlet while theengine is cranked over. Piston ring blow-bymay be heard at the oil-filler opening as thepistons are slowly brought onto compressioqand the air allowed to seep past. If valves areleaking badly, the piston ring leakage may notbe noticeable. Another indication of leakingvalves is an unsteady vacuum reading, particularly at idle.

When the push rods have been withdrawnthey should be tagged or otherwise markedso that each rod may be replaced in its owntappet. Examine each rod to make sure it isstraight, and that both upper and lower ends arein good condition. Replace - do not straightenany that are bent.

48

ROILINE MODELS 570 AND 884 OVERHAUL AND REPAIR

Refacing Valves

Replacing Cylinder Head

WRONGRIGHT

A torque wrench when used according to thetable at the rear of this book will prevent overstraining studs, while insuring a tight joint.

First, make sure that the oil leads drilledin the heads to feed the rocker arms, as wellas the oil lines from the cylinder block, areclean to insure full oiling of the valve mechanism.

Clean the valve and its seat occasionally tosee how the grinding is progressing. When allpits and grooves have disappeared, clean thevalve and valve seat, and place eight or tenequally spaced marks with a soft lead pencilon the seat. Then drop the valve in place,give it a quarter turn, and remove it. A perfectseat will be indicated if every pencil markshows where the valve has rubbed it. If anypencil marks are left· untouched, continue thegrinding. When the grinding is completed, checkthe valve seat for concentricity with a dialindicator, then oil the valve stem, clean alltraces of the grinding compound from the valvechamber and ports, and RE-ASSEMBLE EACHVALVE IN ITS OWNOPENING.

Hold volve face and seat runout to .002-inch .andmaintain sufficient margin, as illustrated above. Excessive runout or insufficient margin may lead toearly valve failure.

seated. Turn the valve a quarter turn, firstin one direction then in the other. Do thisthree or four times. Release the pressure onthe valve, and the little spring will lift it offits seat. Now turn the valve about 10 or 15degrees to another position, and repeat thegrinding. Do this until all the compound isrubbed off the valve seat. Withdraw the valv~,and put on some fresh compound. Repeat thegrinding operation.

Manifolds and cylinder heads are assembledtogether and require special attention to insure

,When refacing the valves, the maximum facerunout in reference to the valve stems shouldnot exceed .002 inch (total dial indicator readings), and only enough metal should be removedto produce a bright surface and a continuousmargin as illustrated.

Reconditioning Valves

Valve Grinding

Modern valves are much harder than formerly so that a valve grinding machine ismuch quicker and more accurate than handgrinding. If machine grinding equipment forboth valves and seats is not immediately athand, it will often save time and money, aswell as getting a better job if the head andvalve assembly are sent to a local specialist.Even if hand grinding is employed, the valvestems and guides must be' a good fit withoutwobble to insure a concentric seat and a tightvalve.

best characteristics of heat resistance andexpansion control to provide the correct shrinkfit and maintain this fit under h8rrl. usage.

Severely burned valves should not be reground since the metal behind the burn hasprobably lost its original properties. Valvesthat are warped, pitted with damaged valvetips, have worn keeper grooves or a reduceddiameter at the valve stem should also be discarded and replaced with new valves.

The accuracy of the machine method of valvegrinding depends entirely upon the condition ofthe valve guide and the pilot mandrel's fit,both in the guide itself, and the hub of thegrinder stone. It is vitally important, therefore,to make sure that the mandrel is a snug pushfit in the valve guide, and will not wobble atthe upper end. If it does have any upper-endmovement the seat will not be ground true.Guides that are worn too much to give the mandrel solid support should be replaced beforegrinding is attempted. The maker's instructionsfor dressing the grinding wheel must be followed to secure smooth, accurate seats.

Hand Grinding

Apply a good, medium grinding compoundsparingly around the entire valve seat, slipa light lifting spring over the stem, lubricatethe stem, and drop the valve into its originalplace in the cylinder head. The spring shouldjust barely hold the valve off its seat. Placethe grinding tool cup on the head of the valveto be ground, and press down until the valve is

49

ROlllNE MODELS 570 AND 884

Pulling Seat Inserts

alignment and perfect contact of the matingflanges.

1. Replace valves, valve springs, and retaining washers or valve rotators. Blockthe valves closed and depress the springsto insert lock retainers.

2. Clean out the upper part of the cylinderliner while the head is removed and smooth

OVERHAUL AND REPAIR

down the ring travel ridge. Be sure toclear the bore of all carbon particles andabrasive grit before replacing the head.

3. Place a new cylinder head gasket on theflange, replace the head, push rods androcker arm shaft assembly, then tightenthe cylinder head stud nuts finger tight.

4. With the cylinder head centered in thestud holes and the stud nuts tightenedfinger tight, place a new manifold gasketon each cylinder head manifold face. Replace the intake manifold between cylinderheads, and level it so that both sides haveequal projections of gaskets above and below manifold flange.

5. Replace the exhaust manifolds, centerthem on the studs, and tighten the studnuts and clamp nuts finger tight.

6. Tighten cylinder head nuts to approximately one third the final torque.

7. Tighten the manifold nuts to one thirdthe final torque.

8. Tighten both manifold and cylinder headstud nuts to final torque according to thetightening sequence illustrated.

Note: Re-torque cylinder head stud nuts ona new or overhauled engine after firststart and after approJdmately 50 hoursof operation with engine warm.

Cylinder Head--Manifold Stud Tightening Sequence

50


Testing Bearing for Tightness

9. Check the intake manifold alignment bysliding a thin feeler gauge around theflanges. To insure perfect sealing, themating .flange contact should be such thatthe feeler gauge cannot slide under themanifold.

10. Rotate the engine by hand to see thatthe push rods do not touch the cylinderhead at any time. If this does happen,loosen and realign the head.

BEARING ADJUSTMENT

All main and connecting rod bearings in the570 and 884 engines are of the steel-backedprecision type, Because of the extremely closemachining of this type bearing, no fitting, filing,scraping, boring, or other adjustment is required or permissible. Replacement must bein complete bearings units. Never replace onlyone half of a bearing. Service bearings areavailable in .010, .020, and .030 under sizefor use on reground crankshafts. Never attemptto adjust a bearing by filing, grinding, orlapping the bearing cap. The bearing seatsare precision bored with the caps in place.Hence, any metal removed from either sideforever prevents proper fitting of a connectingrod bearing in the rod, and in the case of acrankcase makes the entire case unsuited forfurther use.

Be sure that the bearings seat on absolutelyclean surfaces and that the back of the bearingis wiped perfectly clean. The slightest bit of

51

OVERHAUL AND REPAIR

dirt or carbon squeezed between the back of abearing and its seat can cause rapid bearingfailure due to a localized high spot ..

Equally important in obtaining m a xi mumbearing life is the correct tension on the bearing cap nuts or cap screws. Pull down on allnuts or screws evenly, going from one side ofthe bearing to the other. Apply final tensionwith a torque wrench using a slow steady pulland holding the wrench "on torque" for a fewseconds when the proper value is reached ..Desired torque values will be found in thetable of limits at the end of this manual. Neverback off on a bearing nut. It is preferable togo to a slightly higher tension if necessary.Previous over-torquing, or some other damageto the bolt or nut is sometimes encounteredand will be felt by the torque "softening up" sothat the nut or bolt can be turned withoutappreciable increase in wrench tension. Neverallow a bolt or nut in this condition to remainin an engine.

Crankshaft end thrust is controlled by thecenter main bearing flanges and is establishedby the bearing dimension itself. Therefore,there is no necessity for adjustment of this atassembly. Excessive end play requires bearing replacement.

Tightening Main Bearing Capscrews


Side Clearances

Although less critical than the bearing running clearances, no bearing should be assembled without checking side clearance. Thismay be done by ·forcing the rod fully to oneside or the other and inserting a feeler betweenthe crankcheek and the bearing end. Shaft endplay is measured with a feeler between theshaft and the center main bearing flange whenthe shaft is at full forward or rearward position. A dial indicator may also be used forthis purpose. Consult the table of limits forthe proper clearances.

Running Clearances

Even in the case of precision bearings, itis good mechanical practice to check runningclearances when installing bearings. There areseveral methods of doing this, some of whichare merely checks of wl)ether ANY clearanceexists and others that give an indication ofHOW MUCH clearance is present. The familiartest of connecting rod bearing clearance consists of manually gripping the rod cap afterthe bearing bolts are tightened and attemptingto move the bearing from side to side in thedirection of end clearance. A well-fitted bearing is usually just loose enough to be "snapped"from side to side without actually feeling so

Measuring Bearing Clearance

52

OVERHAUL AND REPAIR

Checking Crankshaft Runout

loose as to push easily. Sometimes a slightlysnug bearing will not move under finger pressure but will move readily under light blowsfrom a soft-face hammer. This is usuallyconsidered as satisfactory providing the engineis given adequate break-in time. In the finalanalysis, this test is a matter of judgment andis not altogether suitable for general use.

A similar test on main bearings consists oftightening each· bearing cap in turn and turningthe shaft to detect binding. Again, the differencebetween tight and "about right" is a matter ofjudgment.

More accurate tests may be carried out withfuse wire or with a special crushing gauge material that squeezes between the shaft and thebearing to flatten into a measurable gauge.

It is emphasized that any unusual bending orrun-out in a crankshaft makes it impossible tofit bearings accurately. ·For this reason, thetime spent in making a run-out check at overhaul is well worth while. Also, magnetic inspection of the crankshaft and other stressedparts is recommended if the proper equipmentis available.

DO NOT FORGET TO COAT ALL RUNNINGSURFACES WITH CLEAN, FRESH ENGINE OILWHEN INSTALLINGNEW BEARINGS!

ROILINE MODELS 570 AND $84

CYLINDERS AND PISTONS

Matching Replacement Pistons, Sleeves, and Pins

The precision and skill with whichpistons arere-fitted during overhaul is sure to have a verygreat effect on later engine performance.

Unusually loose pistons will soon showup asnoisy, with excessive blow-by, high oil consumption and sluggish power characteristics.Overly tight pistons may be even more dangerous because of the possible severe damage tosleeves or cylinder walls and other runningparts. Less well understood, but very definitelyimportant, is the necessity for using pistonsthat match each other within specified weightlimits. Off-balance conditions established byrelatively slight variations in piston weight canbring about effects ranging from merely annoying vibrations to fatigue failure within ashort time.

The vital point about the above details is thatan overhaul job where they are ignored orimproperly handled is often worse than nooverhaul at all. It is not enough to use newpistons and sleeves assembled from open service parts stock. The pistons should all comewithin the specified weight range andthe pistonto-sleeve clearances must fall within a selective fit tolerance as actually measured by aperson skilled in this operation.

All of the above facts are borne out by thelong experience of the Waukesha Motor Company both in production and' in providing service parts. We therefore believe that the verybest way to obtain properly matched and fittedpistons, sleeves and pins, is to order factoryselected sets as complete units for a given job.

When ordering parts of the above type, thefollowingpoints should be remembered:

1. Pistons, sleeves, and pins, ordered asseparate items for stock cannot,ofcourse,be fitted at the factory and will be ser":'lected at random. To ensure a sufficientlywide assortment of parts to select thecorrect fit on the above basis requiresa large inventory. To use assemblies thathave not been so fitted is an injusticeto the engine.

2. Camplete assemblies ordered as such,that is ... all pistans and sleeves; pistans, sleeves, pins and retainers; arother combinations for a given engiil9,will be selected far bothweightandclearances at the factory and will be equiv-

53

OVERHAUL AND REPAIR

alent to new factory-production assemblies when properly installed. An extracharge is made for labor involved tomake this service possible. We are sureyour experience will prove this extracost is more than justified.

3. Instances where a portion of a factoryassembly, for example, one sleeve andpiston; several pistons in an engine; andso on is replaced and is to run in conjunction with some of the original parts,it is goodpractice to order replacementpistons that will match the 0 rig i n a1weights. To do this, clean the originalpiston until the weight figure stampingbecomes legible, or, if these markingsareobscured, weighthe piston to the nearestquarter ouncewithoutthe pinor retainers.This may be done on a postal scale.

If the weight is not reported with theorder, open stock parts must be suppliedand consequently there is no assuranceof a goodmatchbetweenoldandnewparts.

Removing and Installing Sleeves

Removal of the wet-type cylinder sleeve isa comparatively easy operation since the onlysubstantial force required is that needed toloosen the lower rubber seal rings. A screwjack type puller may be made up with a plateseating against the lower end of the sleeve andconnected by a through bolt to a bridge-likestructure at the top of crankcase. Once therubber rings have been freed, the sleeve isreadily lifted out. Rubber rings cannot be reused.

There are several important points to noteon installing the sleeves. First in importanceis the use of seal rings that are fresh andelastic. Do not use aged and hardened ringssince these will not campress evenly andsleevedistortion will result. Also, the ring seatingsurfaces must be clean and well lubricatedwith liquid soap. Do not use engine oil onrubber rings. After slipping the rings over thesleeve and into the grooves, run a pencil orlike instrument around under the ring to distribute the rubber material around the sleevemore evenly.

Inl;pect all seating surfaces at the upper endof the sleeve and in the crankcase counterboreto ensure that no.dirt will interfere with accurate seatmg.

After the rubber rings and surrounding areaare well soaped, align the sleeve in the crank-


case and force it home with a smart, firmthrust of the hands. No hammering or drivingis necessary or desirable.

When all sleeves are in place, check thesleeve bores for distortion that might haveoccurred due to inaccurate placement of theseal ring material. This must be done with aclamping load on the top of the sleeve and adial indicator of the extension arm, three contact type. Practical limits for maximum outof-round permissible are .001"-.0015". Theclamping action may be obtained from anyaccurately built ring that simulates the cylinder head pressure and is retained by thehead studs. If a considerable number of sleevesare to be replaced over a period of time, itmay prove convenient to make up a clampingtool from a discarded cylinder head with openings cut out to allow the gauge to drop throughinto the cylinder.

It is not unusual when fitting this type ofsleeve to find it necessary to withdraw thesleeve, re-soap and even up the rings, andre-install it several times before obtaining an.out-of-round reading within the limits in theback of this manual. Uneven distribution ofthe rubber rings causes this trouble. Alwaysmake this check in the seal ring area.

In connection with the above check for outof-round, it may be more convenient to makea gauging piston by re-grinding an oversizepiston just to slide through the sleeve within

Incorrect: Puller Bearing o~n.

Flanges of Other Sleeves and

Correct: crankca~se Center Webs~, . ~__.. ~.Puller Bearing on -.:\... '.Crankcase Walls.- ~"'e....-" -- ---------.1

Sleeve Puller in Use

54

OVERHAUL AND REPAIR

Evening Up Rubber Rings, 570

the proper tolerances. Such a gauge requiressome skill and judgment in use since forcingit through a distorted sleeve will not correctthe distortion and may cause score marks orscratches.

Cylinder Head Gasket

The operator is cautioned against using headgaskets other than those s pee if i e d by theWAUKESHA MOTOR COMPANY. Cases havebeen reported where gaskets of somewhatharder material have overloaded the sleeveflange and started cracks in this area. By thesame token, tighten cylinder hold down nuts tothe correct torque value. A cylinder headgasket in obviously good condition may be reused. It is poor economy, however, to riskengine damage and extra labor if the gasket isat all doubtful.

Piston Fitting

Proper fitting of pistons requires at leastfour different precision checks. These are:Ring gap, ring side clearance, pin clearancein boss, and piston skirt to sleeve clearance.

Ring gaps are easily checked with a feelergauge. Slip a piston ring into the sleeve. Slidea piston into the sleeve above it. Push thepiston up against the ring to square the ringwith the bore. Move the piston out of the wayand measure the gap in the ring with a feelergauge. Those rings with gaps less than specified in the table of limits in the back of this

ROlllNE MODELS 570 AND 884

Checking Sleeve for Distortion

manual should be carefully dressed off with aflat cut file until the correct clearance isobtained. Contrary to popular impression, fairlywide ring gaps, near the top limit, are far lessdetrimental to engine performance than gapswhich are too tight.

Piston ring side clearance must always bechecked when fitting rings to pistons which havebeen in service. In this case, the object of thecheck is to spot any pistons in which the ringgrooves may have worn excessively wide. Apiston in this conditiop must be replaced. Tocheck side clearance, select a piece of feelerstock of the maximum clearance specified inthe table of limits. With the ring in place,insert the feeler if possible between the ringland and the ring held well back in the groove.If the feeler slides in at any point, it indicatesthe clearance is at or over allowable maximum.A snug fit of the feeler points to further consideration by the operator as to whether thepiston warrants re-installation since the groovewear is at the top limit. On all pistons passingthe above check, make an inspection for minimum clearance with a feeler of the minimumthickness specified in the table of limits. Thisfeeler should slide freely all around the grooveas the piston and ring are rotated.

Piston pin fitting is a job requiring greatprecision and pin and piston assemblies arenormally sold in matched sets. The specifiedpin clearance will permit a hand "push" fitafter the piston has been heated to about 165° F.

55

OVERHAUL AND REPAIR

A pin that is loose enough to drop throughthe piston by its own weight, is ordinarilyconsidered too loose. From the service standpoint, a fit of this variety, if not due to severely worn parts, will cause an engine tobe somewhat noisy but will not necessarilyimpair performance or reduce engine life.

Piston to sleeve clearance is probably themost critical dimension· in the entire pistonfitting sequence. Pistons are not sold in semifinished condition for these engines, and it isnot recommended that a piston of given oversize be re-ground to a smaller oversize.

There are several reasons for this, includingsuch factors as the nature of the equipment required, the necessity for specialized knowledgeand skill, and the characteristics of earn-groundpistons. By earn-grinding, it is meant that thepiston area below the rings is not round butslightly earn shaped or "oval". The long axisof the oval is located at 90° to the piston pin.Consequently, a micrometer measurement ofthe piston skirt diameter along the axis of thepin will be slightly less than a measurementtaken across the thrust faces. The amount of"earn" for any piston is carefully worked out

Measuring Piston Ring Gap


Piston Ring Side Clearance

to compensate for the metal mass, the enginetemperature, and so on, that control pistonexpansion. Hence, the additional material at thepiston pin bosses brings about an expansionthat rounds out the piston under operating conditions.

Because of the foregoing facts, it is clearthat piston skirt to sleeve clearance can onlybe taken on an axis 90° to the piston pin. Thatis,. across the thrust faces. To take the clearance, select two pieces of 1/2"-wide feelerstock and totaling the desired skirt clearance.A single strip is not satisfactory because it istoo stiff to conform to the curve of the sleevebore and thus given an erroneous reading.Attach the feeler stock to an accurate springscale as shown in the accompanying illustration.Invert the piston and support it with one handwhile holding the feeler and spring scale in theother hand. Place the feeler stock in the sleeveand lower the piston into pOSition in such amanner that the feeler stock is spaced 90°from the piston pin. Hold the piston and withdraw the feeler stock. If the correct clearanceis present, the tension required to withdrawthe feeler should read 4-8 pounds on the scale.Too low or too high a scale reading indicatestoo much or too little clearance.

When fitting a piston to a new or accuratelyre-sized sleeve, the sleeve inner diametershould be the same at top and bottom. Therefore, .the clearance may be taken at either end.

56

OVERHAUL AND REPAIR

In sleeves that have been worn, but not resized, some taper giving extra clearance at thetop of the sleeve is likely. In such cases, theclearance must be checked at the bottom ofthe sleeve where the wear is least and the fitis closest. Remember, the skirt of the pistonfits closer than the ring lands. Check skirt,not land, clearance.

Reassembly of Pistons

Install the piston rings with a piston ringexpander, spreading the gap only enough toslide them in place. They should be installedin this order:

1. Oil control ring (slotted piston ring) inbottom groove with sharp edge at the bottom.

2. Compression rings (plain piston rings)in the middle two grooves with side stamped"TOP" facing up.

3. Compression ring (inside bevel ring) inthe top groove, with side stamped "TOP"facing up.

To reassemble the piston and connecting rod,the piston must be heated to 165°F. Locate thepiston arrow, when so marked, and connectingrod in their original relative position, theninsert the piston pin with a "palm" push or avery light tap.

The connecting rod bearings are slightly offcenter in the connecting rod to allow for thecrankshaft cheek fillet on the outer face, andto locate the bearing edge flush with the innerface.

THRUST AREA

Carn Ground Piston (Exaggerated)


Make Check at90° to Pin

Use several stripsof feeter stock;not one strip.

Fitting Piston to Sleeve

Coat the cylinder wall with clean engine oil.Insert the assembly with connecting rod facingin the proper direction and check to see that:

1. The side of the connecting rod with theleast chamfer or radius faces the adjacentconnecting rod.

2. Face arrow on flat head pistons whenso marked, in direction of crankshaft rotation. Face dished head piston arrows toward inside of engine.

Guide the assembly into place using a pistonring compressor to pilot the rings into thebore.

The connecting rod bearings should be replaced with the backs clean and dry and bearing surfaces well lubricated with engine oil.Make sure that when the bearings are locatedin the connecting rod bearing recesses, bothinner edges are flush with the inner connectingrod face. Then assemble the bearing caps sothat the lower bearing shell coincides with theupper shell. Tighten the cap bolts alternatelyto the recommended torque.

57

OVERHAUL AND REPAIR

Correct Position of Piston in Cylinder

ALIGNING FLYWHEEL HOUSING

Whenever the flywheel or flywheel housinghave been removed, or whenever a clutch assembly is installed, the run-out of both theflywheel and flywheel housing should be checked.These parts are carefully aligned at the factory and the housing face and bore are finish

Checking Housing Bore Runout


Checking Flywheel Runout

machined in place. Severe shocks and jarsduring shipment or transporting, however, maycause deflection to some degree. Moreover,it is well to check the fit of the pilot bearingbore and for lubrication of the pilot. For thesake of safety, always check the flywheelretaining cap screw torque at this time.

In order to be sure that grease is going toreach the pilot bearing when the clutch is inuse, it is necessary to be sure that the greasechannel through the clutch shaft is full of theproper grease at installation. By packing this

58

OVERHAUL AND REPAIR

channel, the operator can eliminate doubt andoverlubrication or, equally bad, no lubricationat all. In any case, the recommendations andinstructions from the clutch manufacturershould be used.

Dowel pins are driven through the flywheelhousing into the crankcase after it has beenassembled and centered. These dowel pinsmust be replaced before the mounting capscrews are tightened whenever the flywheelhousing is being reassembled. If a new flywheel housing is to be installed, center it aboutthe crankshaft centerline by mounting a dialindicating micrometer on the flywheel flangeand shifting the flywheel housing so that thebore is centered within .010" total indicatorreading. Then locate dowel pins to maintainthis position.

ALIGNING FLYWHEEL

Because one of the stud holes on the crankshaft flange and one on the flywheel is slightlyoff-center, there is only one way the flywheelcan be mounted. This mounting assures correct position of flywheel timing marks.

With the flywheel mounted and tightened,attach a dial indicating micrometer to theflywheel housing, as illustrated and check theflywheel "concentricity" which must not exceed.008" total indicator reading. Excessive "eccentricity" may be due to improper tighteningor a dirty surface on the crankshaft flange orflywheel bore and may result in crankshaftbearing failure or the flywheel coming off.

The face deviation must not exceed .008".


CLEARANCE AND WEAR LIMITSMODELS H 570 AND TH 570

GENERAL TORQUE VALUES

(For foot pound values divide by twelve)Cylinder number and arrangement .... V8Bore and stroke 4-5/8" X 4-1/4"Displacement (cubic inches) ...•••. 570Compression ratio(s). 7.5:1 (standard - H570)

7.9:1 (standard - TH570)Valve arrangement Valve in headMaximum Torque @ 1600 RPM. (Approximate)

Gasoline 590 lbs. ft.Natural Gas •.•.•.•.. 459 lbs. ft.LP Gas .........•• 485 lbs. ft.

CYLINDER SLEEVES

Cylinder head .Main bearings .Connecting rodsFlywheelVibration damper.ManifoldSpark plugs

CRANKCASE

(Inch pounds)(Inch pounds)(Inch pounds)(Inch pounds)(Inch pounds)(Inch pounds)(Inch pounds)

1550-16001300-1350

725-7501075-1100

200-240720

312-360

c

A

o

,IIIIIIIIIIII

•.'

At

T~0

E

,. ,IIIIIIr I G•

I II'-I

-IIII H

TYPICAL CYLINDER SLEEVE TYPICAL CRANKCASE

.001"-.005"5.305"-5.308"5.077"-5.087"

. . . . 8.750"4.626"-4.627"

Type Replaceable-wet-type(A) Heat dam projection None(B) Flange height 217"-.219"(C) Sleeve projection above

crankcase .(D) Flange diameter(E) Sleeve dia. (below flange) .(F) Sleeve length .....(G) Sleeve bore diameter ..(H) Sleeve diameter (lower

seal area) .......• 5.041"-5.043"

Main bearing number andtype .

Camshaft bearing press fitin case .

Camshaft bearing numberand type .

(A) Sleeve counterbore dia .(B) Sleeve counter depth(C) Crankcase upper bore(D) Crankcase lower bore

Five, precision

. . .005"-.008"

Five, line bored5.310"-5.314"

.214"-.216"5.104"-5.106"5.044'i-5.046ii

59


PISTON

A

B

C

o

E

I .JI..J~I

I - ::[.J=hK

In 0

() 0rtL- 8 G

H

E.1...'

~T~TYPICAL PISTON

Piston material .Type .Pistons are removed from .Permissible weight variation (Piston & Pin)

TYPICAL PISTON RING

Aluminum alloyCam ground

Top of cylinders1/2 ounce

PISTON LANDTO CYLINDERSLEEVE BORE CLEARANCE

Piston skirt diameter ..Piston pin hole diameterPiston length .....Piston skirt to sleeve clearance

(A)(B)(C)(D)

(E)(F)(G)(H)

(I)(J)(K)(L)

Top land2nd land3rd land4th land

(Land dia.)

4.591"-4. 595"4.591"-4.595"4.597"-4.601 "4.597"-4.601 "

(Sleeve bore)

4.626"-4.627"4.626"-4.627"4.626"-4.627"4.626"-4.627"

(Land to Bore Clearance)

.031"-.036"

.031"-.036"

.026"-.029"

.026"-.029"

4.6212"-4.6232"1.3750"-1.3753"

5.240"-5.260".0028"-.0058"

(GROOVEWIDTH).097"-.098"

.1265"-.1275"

.1265"-.1275"

.2510"-.2520"

PISTON RINGS

Type(A) Ring gap(B) Ring dia.(C) Ring wall(D) Ring width(E) Side clearance

Top ring

.013"-.025"4.625"

.221"-.231".0925"- .0935".0035"-.0055"

2nd ring

.013"-.025"4.625"

.183"-.193".1230"-.1240".0025"-.0045"

60

3rd ring

.013"-.025" .4.625" .

.183"-.193" ..1230"-.1240" .

.. 0025"-.0045" .

4th ring

.013"-.025 "4.625"

.183"-.193".2480"-. 2490"

.002"-.004"


MAIN BEARINGS

Number FiveType PrecisionMaterial Copper lead, steel backedUndersize available 010"-.020"-.030"Thrust bearing width 1.399"-1.401"Thrust bearing flange 131"-.133"Adjustment .... Replacement-thrust brg.Bearing wall thickness 1248"- .1253"Running clearance 0014"-.0044"

CRANKSHAFT

CONNECTING ROD, BUSHING AND BEARING

A

TYPICAL CRANKSHAFT

F

Crankshaft end play 006"-.010"End play adjustment . Thrust bearing-replace(A) Connecting rod bearing running

clearance 0008"-.0034"(B) Connecting rod bearing journal

diameter 2.7480"-2.7490"(C) Main bearing journal maximum

undersize 030"(D) Main bearing running

clearance 0014"-.0044"(E) Main bearing journal

diameter 3.2490"-3.250"

OIL PUMP

Drive gear to body clearancePump gear to cover end

clearance .Idler shaft end clearanceBody bushing ream dia ..Cover bushing ream dia.Pump gear running clearance

.. 005 Min.

.0015"-.006".03125

.5637"-.5642"

.5623"-. 5628"

.0045"-.0065"

61

TYPICAL CONNECTING ROD, BUSHING a BEARING

Permissible weight variation 3/8 ounceSide play limit 00525"-.00875"(A) Rod length, center to

center 8.560"-8.564"(B) Rod small end finish

size 1.5620"-1.5630"(C) Bushing bore 1.3753"-1.3756"(D) Bushing O. D 1.566"-1.568"(E) Rod large end finish size 2.9004"-2.9010"(F) Bearing wall thickness ... 0748"-.0753"

Bearing running clearance .. 0008-.0034Rod bearing

material .Precision, copper-lead, tri-metal

CAMSHAFT

Camshaft bushing bore ... 1.9995"-2.0005"Camshaft bushing journal dia.. 1.997"-1.998"Camshaft running clearance in

bushings 0015"-.0035"Camshaft end play 003"-.006" TH570 with

thrust plateCamshaft end play for H570 with

thrust button 003"-.019"Camshaft end play adjustment

(H570) Thrust button-replaceCamshaft end play adjustment

(TH570) Thrust plate-replace


VALVE PORT CLEARANCES

B

co

INTAKE

TYPICAL VALVES

EXHAUST

INTAKE EXHAUST

(A) Guide extends above block ••••••••(B) Valve stem dia •

............(C) Guide I. D. (ream)

....Clearance, stem to guide •••.••••(D) Guide O. D•

..............(E) Guide hole dia •

. . . . . . . . . . . .(F) Valve head dia.

......(G) Insert O. D•

. . . . . . . . . . . . . .(H) Insert counterbore dia ••••••••••(I)

Insert seat angle ••••••••••••(J)

Valve seat angle •••••••••••• 1-3/32".4345"- .4355".4370"- .4380".0015"- .0035"•7515"- .7521".7495"- .7505"1~995"- 2.005"

2.1285"-2.1295"2.1240 "-2 .1250"

45°45°

1-3/32"• ••. .4345"- .4355"• •.•• 4370"- .4380"• ..•. 0015"- .0035"• .••. 7515"- .7521"

•7495"- .7505"• • • • . • • 1.620"- 1.630"

• •••. 1.7525"-1.7535"• •••• 1.6495"-1.7505"• •••• 45 °

:45"

PISTON PINS

Pin diameterPin lengthPiston pin fit

•

1.3748"-1.3750"4.120"-4.125"

.0000" to .0005" loose

VALVE TIMING

TIMING

Valve opensValve closes

62

INTAKE

TDC56° ABDC

EXHAUST

46° BBDC10° ATDC


VALVE CLEARANCE

(Adjust valves at normal room temperature)

SPARK PLUG

Type of service Normal duty Heavy duty

VALVECLEARANCECOLD SETTING

INTAKE 1.015-.017"1

EXHAUSTI·020-.022"1.-WAUKESHAMOTORCO.

WAUKESHA.WISCONSINU.S.A.

H570

VALVECLEARANCECOLD SETTING

INTAKE 1.015-.017"1

EXHAUST1.025-.027" IWAUKESHAMOTORCO•WAUKESHA.WISCONSIN

U.S.A.

TH570

Spark plug gapChampion •AC spark plugAuto-Lite ..Spark plug size

.023" -.028"J-6

C44XLAG-414mm

.023"-.028"J-6

C44XLAG-4

14mm

SPARK ADVANCE RECOMMENDATIONS

DISTRIBUTOR IGNITION

COMPRESSIONRATIO

FUELDISTRIB UTORDISTRIB UTOR TIMING

7.5 to 1

GasolineDelco Remy #11106165°BTDC7.5 to 1

GasolineDelco Remy #1110629TDC7.5 to 1

Natural GasDelco Remy #111062910° BTDC7.9 to 1 (TH570)

GasolineDelco Remy #11106297° ATDC8.35 to 1

LPGDelco Remy #11106222 ° BTDC8.35 to 1

Natural GasDelco Remy #11106224°BTDC8.35 to 1

GasolineDelco Remy #11106292° ATDC8.35 to 1

LPGDelco Remy #11106293° BTDC8.35 to 1

Natural GasDelco Remy #11106296° BTDC8.35 to 1

GasolineDelco Remy #11106163°BTDC9.5 to 1

LPGDelco Remy #11106292° ATDC9.5 to 1

Natural GasDelco Remy #11106295° BTDC10.0 to 1 (TH570)

GasolineDelco Remy #11106296° ATDC

MAGNETO IGNITION

COMPRESSIONMAGNETO TIMING @ ENGINE RPM

RATIO

FUEL1200-16001700-20002100-2400

7.5 to 1

Gasoline18° BTDC24° BTDC30° BTDC7.5 to 1

Natural Gas35° BTDC35° BTDC40° BTDC8.0 to 1

Natural Gas30° BTDC34° BTDC38° BTDC1200-1800

2000-22002400-26008.35 to 1

Gasoline18° BTDC22 ° BTDC25° BTDC8.35 to 1

LPG26° BTDC29° BTDC32° BTDC8.35 to 1

Natural Gas28° BTDC31 ° BTDC34° BTDC9.5 to 1

LPG21 ° BTDC24° BTDC24° BTDC9.5 to 1

Natural Gas28°BTDC28° BTDC32° BTDC

63


CLEARANCES AND WEAR LIMITSMODELS H884 AND TH884

GENERAL TORQUE VALUES

CYLINDER SLEEVES

Valve arrangementMaximum Torque

(Approximate Values)

(For foot pound values divide by twelve)

Cylinder head .. (Inch pounds) • 5/8" studs2150-22001/2" studs1075-11001775-18251000-10252050-2100

720312-360

(Inch pounds)(Inch pounds)(Inch pounds)(Inch pounds)(Inch pounds)

Main bearings .Connecting rodsFlywheelManifoldSpark plugsCRANKCASE

Cylinder number and arrangement .... V-8Bore and stroke ....•• 5-3/8 x 4-7/13"Displacement (cubic inches) .....•. 884Compression ratio ..... 7.6:1 (standard)

9.0:1 (high). Valve in head

... 802 lbs. ft.@ 1400 RPM (H884)

870 lbs. ft.@ 1600 RPM (TH884)

c

A

o

,IIIIIIIIIIII~,

B=:Jl--t-T

At

T~0

E

- I IIIIIIr

I G••

I II'-

-

t IIIH

TYPICAL CYLINDER SLEEVE TYPICAL CRANKCASE

(A) Heat dam projection(B) Flange height ....(C) Sleeve projection above

crankcase .(D) Flange diameter .(E) Sleeve dia. (below flange)(F) Sleeve length .....(G) Sleeve bore diameter .(H) Sleeve diameter (lower

seal area) .

... None.217"-.219tt

.001 "-.005'.'6.098"-6.102"5.884"-5.886 "

10-1/16"5.3770 "- 5.3780"

5.854"-5.856 "

Main bearing number and type (linebored or precision) ..... Five-precision

Camshaft bearing press incrankcase 005"-.008"

Camshaft bearing number and type(line bored or precision) Five-line bored

(A) Sleeve counterbore dia .. 6.103"-6.107"(B) Sleeve counterbore depth .214 "-.216"(C) Crankcase upper bore .• 5.887"-5.889"(D) Crankcase lower bore .. 5.857"-5.859"

64


PISTON

TYPICAL PISTON

A

B

C

D

E

...I

..JJ ~I

~J~KIn II [) {U

uU ~L--. 8 G

•

HEilT~I

TYPICAL PISTON RING

Piston material .Type .......•........••Pistons are removed from .....•..Permissible weight variation. (Piston & Pin) .

Aluminum alloyCam ground

Top of cylinders1/2ounc.e

PISTON LAND TO CYLINDERSLEEVE BORE CLEARANCE

(Land dia.) (Sleeve bore) (Land to Bore Clearance)

Piston skirt diameter .....Piston pin hole diameterPiston length .Piston skirt to sleeve clearance

(A)(B)(C)(D)

(E)(F)(G)(H)

(I)(J)(K)(L)

Top land2nd land3rd land4th land.

5.338"-5.342"5.338"- 5.342"5.343"- 5.347"5.343"-5.347"

5.377"-5.378" .5.377"-5.378" .5.377"-5.378" .5.377"-5.378" .

.035"-.040"

.035"-.040"

.030"-.035"

.030"-.035"

5.3715"-5.3735"1.4996"-1. 4999"

...... 6.0"

. . .0035"-.0065"

GROOVEWIDTH.097"-.098"

.1265"-.1275"

.1265"-.1275".251"-.252"

PISTON RINGS

Type ....(A) Ring gap(B) Ring dia .(C) Ring wall(D) Ring width(E) Side clearance

Top ring

. Compression, Plated.017"-.032"

5.375".208"-.218"

.0925"-.0935 "

.0035"-.0055"

2nd ring

Compression.017"-.032"

5.375".195"-.205"

.1230"-.1240"

.0025"-.0045"

65

3rd ring

Compression.017"-.032"

5.375".195"-.205"

.1230"-,1240"

.0025"-.0045"

4th ring

Oil Control.017"-.032"

5.375".208"-.218"

.2480"~.2490".002"-.004"


MAIN BEARINGS CONNECTING ROD, BUSHING AND BEARING

. . . . . . . . . Five

. . . . . . . PrecisionCopper-lead, steel backed

.1248"-.1253"1.649"-1.651".. 131"-.133"

Precision- replace.002"-.005"

Number .Type ..MaterialBearing wallThrust bearing width .Thrust bearing flangeAdjustmentRUllllingclearance ..

, CRANKSHAFT

A

I II I

,.J l ..•

TYPICAL CRANKSHAFT

TYPICAL CONNECTING ROD, BUSHING a BEARIN

SAE 1040

3/8 ounce.005" -.008"

3.4415"-3.4425".0948"-0.953".0019"-.0049"

Rod material .Rods, permissible weight

variation .Side play .(A) Rod length, center to

center 9.748"-9.752"(B) Rod small end finish size. 1.6870"-1.6880"(C) Bushing bore diameter .. 1.5002"-1.5007"(D) Bushing O. D 1.691"-1.693"(E) Rod large end finish

size .(F) Bearing wall thickness

Bearing running clearanceRod bearing

material .... Copper lead, steel backed

.002 "-.005"

3.7480"-3.7490"

OIL PUMP

Crankshaft end play.End play adjustment

...... 006"-.010"Main thrust bearing

replacement(A) Connecting rod bearing running

clearance 0019"-.0049"(B) Connecting rod bearing journal

diameter 3.2480:'-3.2490"(C) Main bearing journal maximum

undersize 030"(D) Main bearing running

clearance .(E) Main bearing journal

diameter .

Thrust button-replacement

2.2495"-2.2505"2.2470 "- 2.2480"

CAMSHAFTDrive gear to pump body

clearance .Pump gear end clearance .Idler shaft end clearanceBody bushing ream dia.Cover bushing ream dia .Pump gear end clearance .Pump gears to body clearance.

.002"-.005".0015"-.006"

1/32'.'.5465"-.5485".5465"-.5485".0025"-.0065"

.004"- .007"

Camshaft bushing boreCamshaft bushing journal dia.Camshaft running clearance in

bushingsCamshaft end play .Camshaft end play

adjustment

.0015"-.0035".003"-.019"

66

--


VALVE PORT CLEARANCES

(A) Guide extends above block(B) Valve stem dia •..••(C) Guide LD ..••...

Clearance, stem to guide(D) Guide O.D ••.••.(E) Guide hole dia ••••.(F) Valve head dia ..•.•(G) Insert O.D ..•.••(H) Insert counterbore dia.(I) Insert seat angle(J) Valve seat angle

Insert seat width

INTAKE EXHAUST

TYPICAL VALVES

INTAKE

1-3/8".4345" -.4355".4375" - .4385"

.002" - .004".7515"-.7521".7495"-.7505"2.253"-2.263"2.437"-2.438"

2 .4335" -2 .4345"45°45°

.048"-.078"

EXHAUST

1,...3/8".4335" - .4345".4375"-.4385"

.003"-.005".7515"-.7521".7495" -.7505"1.785"-1.795"

1. 9405" -1. 9415"1.937"-1.938"

45°45°

.048" -.078"

PISTON PINS

Pin diameter .•..•.• 1.4994" -1.4996"Pin length .••••...•. 4.433"-4.438"Pin to rod bushing clearance .0006"-.0013"Piston pin fiL ... ' .0000" to .0005" loose

67

VALVE TIMING

TIMING

Valve opensValve closes

INTAKE

1° BTDC55° ABDC

EXHAUST

37° BBDC19° ATDC

FUEL DISTRIB UTORDISTRIBUTOR TIMING

LPG

Delco Remy #11106291° ATDCNatural Gas

Delco Remy #11106295° BTDCGasoline

Delco Remy #11106296° ATDC

MAGNETO IGNITIONCompression Ratio 7.6 to 1

MAGNETO TIMING @ ENGINE RPM

FUEL

1200-16001700-20002100-2400

Gasoline

16° BTDC23° BTDC28° BTDCLPG

25° BTDC27° BTDC28° BTDCNatural gas

31 ° BTDC33° BTDC35° BTDC

Compression Ratio 9.0 to 1

MAGNETO TIMING @ ENGINE RPM

FUEL

1200-16001700-20002100-2400

LPG

23° BTDC25° BTDC26° BTDCNatural Gas

29° BTDC31 ° BTDC32° BTDCGasoline

(18° BTDC)(1800 rpm)

service manual roiline model 570 and 884

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