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Main Bearing Clearance #4 Position 1 [mm] Position 2 [mm] Lifter Clearance Cylinder 1 Intake [mm] Exhaust [mm] Lifter Clearance Cylinder 2 Intake [mm] Exhaust [mm] Lifter Clearance Cylinder 3 Intake [mm] Exhaust [mm] <0.07 0.069 <0.07 0.057 <0.14 0.033 <0.14 0.023 <0.14 0.020 <0.14 0.022 <0.14 0.028 <0.14 0.018 0.071 0.067 0.019 0.030 0.024 0.024 0.024 0.033 0.002 0.010 -0.014 0.007 0.004 0.002 -0.004 0.015 method was used to reduce the uncertainty in the ID measurements. By zeroing the dial bore gauge at a known diameter, the resulting uncertainty in the clearances between the two components stems from only one of the measurement tool instead of both. Each individual measurement will now be described in detail. The first measurements listed in Table C-1 are the cylinder bore diameters. First, an outside micrometer was calibrated and adjusted to the nominal diameter of 68 mm. The appropriate dial bore gauge was then zeroed using this micrometer and then used to measure the bore diameters at three different heights of the bore (13 mm, 32 mm, and 51 mm below deck height). At each bore height, the diameter was measured at four different circumferential positions around the bore. The values shown in Table C-1 are the averages of the four positions at each height. The cylinder bores were found to increase in diameter between 0.005 mm and 0.015 mm over the course of testing. Bore diameters did remain inside the specification provided by the manufacturer, though the quality of the bore surfaces after testing would have required re-boring. The second set of measurements in Table C-1 is for the connecting rod big end that attaches to the rod journal on the crankshaft. The rod journals on the crankshaft were measured first using a calibrated outside micrometer at two different axial positions. At each axial position, the rod journal OD was measured at four different positions around the journal. A two-piece bearing insert 214PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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