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carbon from overheated engine oil as described previously. This buildup resulted in the piston pins for cylinders one and two being frozen in the rod ends which had to be pressed out for disassembly. The test engine has four main bearings supporting the crankshaft. The main bearing clearances are critical to crankshaft journal longevity. The main bearing journals and bearing IDs were measured at two axial position and four circumferential locations at each position. The average values at each axial position were then compared to arrive at the bearing clearances shown in the table. For the ID measurements, the bearing inserts were installed and an outside micrometer was set to 42 mm and the appropriate dial bore gauge was inserted and zeroed. The results show that the main bearings showed insignificant changes in clearance over the course of testing. Finally, the valve lifter clearances were measured. The lifter ODs and lifter bore IDs were measured at two axial positions and then averaged and the differences taken to arrive at the clearances shown in Table C-1. For the lifter bores, a calibrated micrometer was set to 18.0 mm and the appropriate dial bore gauge was inserted and zeroed. In general, the exhaust valve lifter clearances tended to increase over the course of testing, mainly due to wear of the lifter bores. The intake valve lifter bores also experience similar wear, but the intake valve lifters tended to increase in diameter. One possible explanation is that oil breakdown may have left a layer on the surface of the lifter, slightly increasing the diameter. 216PDF Image | WASTE HEAT RECOVERY FROM A HIGH TEMPERATURE DIESEL ENGINE
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