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Figure 6-14. Example of scuffing of cylinder surface on thrust side of cylinder 1 bore. condition could have contributed to the changes in compression seen over the testing period. A piston ring stuck in its groove will not expand out against the cylinder wall properly and could result in combustion gases leaking past the rings into the crankcase and excessive engine oil travelling past the rings into the combustion chamber. It is also possible that the rings may have been stuck at some times and released at others, which might explain the fluctuations in measured engine compression. Referring to Figure 6-7, the cylinders with stuck rings (cylinders 2 and 3) were also seen to have lower compression through much of the testing period. Lubrications issues were also discovered upon removal of the pistons from the connecting rods. The pistons attach to the small ends of the connecting rods with a steel pin (Figure 6-15b). The pin is a slip fit in both the piston and rod end and is secured using two snap rings. The pin rides in a brass bushing pressed into the small end of the rod (Figure 6-15c). At disassembly, two out of the three piston pins were found to be frozen in the rod bushing and had to be pressed out to separate the pistons from the rods. The piston pins were free to rotate in the piston pin bores so that the pistons could still swivel atop the connecting rods and no further damage was caused. This 155PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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