Hey everyone, assembling a 3208 turbo charged engine, googled torque specs for main brgs. it said torque to 35lb. then turn 120 deg, or two flats. Can't get that extra two flats , bolts are well over 100ft lbs and not even close to one flat. arrangement # 2w8219 serial# 03z07446 Thanks for any help
Don't know Jack but might be helpful info Reuse bolts or new Clean and lubed with what kind of lube
A Serial Number would help to look up detailed info but using 90N as a WAG revealed the following:- 1. Coat the bolt threads & washer faces with copper-based anti-seize. 2. Tighten initially to 30 ± 3 lb ft - NOT 35 . 3. Turn an additional bolts an additional 120° ± 5°. There is no requirement to use new bolts as far as I can see. Based on that I would say that provided the bolts meet the Cat guidelines for Critical Fastener Reuse they would be OK to go again.
You did post a S/N. I should learn to read more carefully....... For your Serial Number the instructions are the same apart from the recommendation to use Plastigage to establish the main bearing clearances. Procedure below:- Put a piece of Plastigage on the crown of the bearing half that is in the cap. Do not allow the Plastigage to extend over the edge of the bearing. Install the bearing cap using the correct torque-turn specifications. Carefully remove the cap but do not remove the Plastigage. Measure the width of the Plastigage while it is in the bearing cap or on the crankshaft journal. Do this by using the correct scale on the package. Record the measurements. Acceptable range of measurements - 0.0030" to .0066" Absolute maximum - .0070"
If you do SOS (oil sampling) then I would find an alternative to the copper based lube on internal components. Gives false wear indication. I like International compound #2.
Thanks guys, I contacted Cat directly and got the same answer as what Nige said and what google said. So went ahead with those instructions. I feel much better hearing it from someone who KNOWS !! Thanks everyone for the replies.......
Elevated copper readings in SOS results after a rebuild could be down to a number of things, for example leaching of the oil cooler core. Personally I would discount high copper (unless it was accompanied by high Tin & Lead) until the engine had at least 500 operating hours by which time the Cu numbers should be settling down to a "normal" range. There is documentation on it somewhere.
We have to sample them fresh off the dyno so our CRC department doesn’t use it anymore. Probably won’t bother them for what they’re up to. Just my preference.
Our SOS labs would simply say "continue sampling at the normal interval" provided that there was no accompanying Lead & Tin.
Use Of Different Anti-seize Compound Prevents Problems With S.O.S. Tests (SEBD6510) SMCS - Caterpillar recommendations are to use anti-seize thread compound on bolts in many applications, especially bolts for main and connecting rod bearings. The use of this compound is important to prevent thread seizure and damage, but it can cause other problems. For example, high levels of copper in S.O.S. (Scheduled Oil Sampling) tests have been caused by the use of too much 5P3931 Anti-Seize Thread Compound on main and connecting rod bolts. This anti-seize compound has copper particles in it. To prevent this problem, the recommendation is to use 2P2506 Anti-Seize Thread Compound in place of the 5P3931 Compound. The 2P2506 Compound does not have copper in it, and is now used at the factory to prevent possible problems. If, for any reason, the 5P3931 Compound must be used in a location or compartment where it has contact with oil that will have S.O.S. tests, use very small amounts and make applications carefully. Correct application of any anti-seize compound is important. In addition to the threads of a bolt, be sure to put the compound on the contact surface of the bolt head. Also, with the use of anti-seize compound, correct bolt torque becomes very important. Since the anti-seize compound lowers contact friction, torque/tension characteristics change, and fastener stresses are increased. If the bolt is tightened to a standard torque, not specifically for use with anti-seize compound, the bolt can be stretched (pulled longer) too much, and possibly broken. For this reason, specific torque values or torque-turn-tightening (T-T-T) procedures are generally used with recommendations for the application of anti-seize compound. Use the Service Manual as a reference for the correct methods and procedures to follow.
Interesting. The recommended anti-seize for the 3208 is 2P2506, now no longer available, that has no copper in it. The crossover for it on the Loctite product range goes to 5P3931, which is copper-based. Weird.
That was from1981 lol.
I’m sure the SOS has come along way since then
We used to have high copper readings with Mobil Delvac 1300 Super engine oil regardless of the hours on the engine. Their additive package had some component that caused that. Mobil oil sampling and SOS would both flag it. Recommendation was to look at lead and tin levels and establish a baseline. We lost the free Mobil testing when the company switched to a Texaco oil (duh), but continued SOS for all the CAT equipment. After I moved on to another job, I lost track of what they did, but I heard through the grapevine that things changed a lot, but I’ve been out of there for 26 years.
I remember that with the early Delvac formulations.
Had a customer once with the same problem all across a fleet of Cat engines. They had 777Ds, 992G, 16H, & D9R and were using Bel-Ray oils. Pulled an engine oil cooler off a D9R IIRC and when you looked in the oil ports the copper tubes looked like they'd been attacked by a metal-eating chipmunk........
Never heard of Bel-Ray used in heavy equipment. They were really big in motorcycle lubricants and 2 stroke oil. Bel-Ray 2 stroke oil was the most preferred oil back in the 70's, 80's and beyond. They sponsored a lot of MX racers.