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resides between the connecting rod and the rod journal. The ID of the rod end was measured with the bearing in place to determine the effective clearance with the component installed on the crankshaft. The ID of the rod end was also measured at two axial positions, with multiple measurements at each position. The measurement process was as follows. An outside micrometer was adjusted to 37 mm, and the appropriate dial bore gauge was inserted in the micrometer and zeroed. The dial bore gauge was then used to measure the ID of the big rod end with the bearing installed. The differences between the ID of the rod end and the rod journal OD were then taken and the results are shown in the table. Note that the connecting rod clearances for cylinders 1 and 2 were approaching the limit for replacement by the end of testing. Also, some rod bearing clearance measurements resulted in a decrease in clearance over the course of testing, which is unlikely. Therefore, the validity of those measurements is questionable. Next, Table C-1 shows the clearance measurements for the piston pin and piston pin bore in both the small rod end and the piston itself. Positions 1 and 3 in the table refer to the locations where the piston pin and piston interface, where position 2 is where the pin and the small end of the connecting rod interface. At each position, four measurements were taken at different locations around the pins and bores. These four measurements were then averaged and the average pin OD was subtracted from the average pin bore at each of the three positions to arrive at the clearances shown in the table. For the ID measurements, an outside micrometer was adjusted to 18.0 mm and locked at that setting. The appropriate dial bore gauge was then inserted into the micrometer and zeroed. Measurements were then taken and the differences between the average IDs and ODs at each position were calculated to arrive at the clearances in the table. Note the decrease in clearance in position 2 (rod small end) for each cylinder. This reduction in clearance is due to the buildup of 215PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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