{"id":2345,"date":"2023-11-08T19:54:18","date_gmt":"2023-11-08T19:54:18","guid":{"rendered":"https:\/\/mbci.mackuz.ovh\/?p=2345"},"modified":"2023-11-08T19:54:18","modified_gmt":"2023-11-08T19:54:18","slug":"checking-and-reconditioning-crankshaft","status":"publish","type":"post","link":"https:\/\/mbci.mackuz.ovh\/index.php\/2023\/11\/08\/checking-and-reconditioning-crankshaft\/","title":{"rendered":"Checking and reconditioning crankshaft"},"content":{"rendered":"

 <\/p>\n\n\n\n\n\n\n\n\n\n
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03\u2014318 Checking and reconditioning crankshaft<\/strong><\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
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<\/div>\n<\/div>\n

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Data<\/div>\n<\/div>\n<\/td>\n
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\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Crankshaft Standard size & undersizes<\/div>\n<\/div>\n<\/td>\n
\n
\n
Crankshaft bearing journal dia.<\/div>\n<\/div>\n<\/td>\n
\n
\n
Width of journal at thrust bearing<\/div>\n<\/div>\n<\/td>\n
\n
\n
Conrod bearing journal dia.<\/div>\n<\/div>\n<\/td>\n
\n
\n
Conrod bearing journal width<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Standard size<\/div>\n<\/div>\n<\/td>\n
\n
\n
59.96 59.95<\/div>\n<\/div>\n<\/td>\n
\n
\n
29.00 29.02<\/div>\n<\/div>\n<\/td>\n
\n
\n
47.96 47.95<\/div>\n<\/div>\n<\/td>\n
\n
\n
28.00 28.08<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
1st Undersize<\/div>\n<\/div>\n<\/td>\n
\n
\n
59.71 59.70<\/div>\n<\/div>\n<\/td>\n
\n
\n
to 29.60<\/div>\n<\/div>\n<\/td>\n
\n
\n
47.71 47.70<\/div>\n<\/div>\n<\/td>\n
\n
\n
to 28.30<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
2nd Undersize<\/div>\n<\/div>\n<\/td>\n
\n
\n
59.46 59.45<\/div>\n<\/div>\n<\/td>\n
\n
\n
47.46 47.45<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
3rd Undersize<\/div>\n<\/div>\n<\/td>\n
\n
\n
59.21 59.20<\/div>\n<\/div>\n<\/td>\n
\n
\n
47.21 47.20<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
4th Undersize<\/div>\n<\/div>\n<\/td>\n
\n
\n
58.96 58.95<\/div>\n<\/div>\n<\/td>\n
\n
\n
46.96 46.95<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<\/td>\n<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Crankshaft journal dia. for mounting compensating weight<\/div>\n<\/div>\n<\/td>\n
\n
\n
0.030<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Permissible deviation of crankshaft journal prior to mounting compensating weight<\/div>\n<\/div>\n<\/td>\n
\n
\n
from cyl. shape<\/div>\n<\/div>\n<\/td>\n
\n
\n
0.005<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
from true1<\/sup>)<\/div>\n<\/div>\n<\/td>\n
\n
\n
0.030<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Permissible deviation of crank pins and crankshaft bearing journals from true<\/div>\n<\/div>\n<\/td>\n
\n
\n
0.0025<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Permissible deviation of crank pin cyl. line from parallel<\/div>\n<\/div>\n<\/td>\n
\n
\n
0.010<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Permissible deviation of running surfaces of fitted bearing from parallel1<\/sup>)<\/div>\n<\/div>\n<\/td>\n
\n
\n
0.020<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Permissible deviation of running surface of rear radial sealing ring from concentric true1<\/sup>)<\/div>\n<\/div>\n<\/td>\n
\n
\n
0.015<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Permissible deviation of flywheel flange from axial true1<\/sup>)<\/div>\n<\/div>\n<\/td>\n
\n
\n
0.010<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Permissible deviation of crankshaft bearing journal from concentric true1<\/sup>)<\/div>\n<\/div>\n<\/td>\n
\n
\n
journal II, VI<\/div>\n<\/div>\n<\/td>\n
\n
\n
0.070<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
0.100<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
journal III, IV, V<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Fillets on crankshafts and crank pins<\/div>\n<\/div>\n<\/td>\n
\n
\n
2.5 to 3<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

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<\/td>\n\n
\n
03.2-318\/1 F3<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

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 <\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
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<\/td>\n\n
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<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
when new<\/div>\n<\/div>\n<\/td>\n
\n
\n
74-84<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Scleroscope hardness of crankshaft bearing journals and crank pins<\/div>\n<\/div>\n<\/td>\n
\n
\n
boundary value<\/div>\n<\/div>\n<\/td>\n
\n
\n
602<\/sup>><\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Permissible unbalance of crankshaft<\/div>\n<\/div>\n<\/td>\n
\n
\n
15 cmg<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
1)\u00a0 \u00a0 When mounting crankshaft on outer crankshaft bearing journal I and VII after one full turn.<\/div>\n
2)\u00a0 \u00a0 Boundary value should be available at min. 2\/3 of journal circumference.<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

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Special tool<\/strong><\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Impact hardness tester<\/div>\n<\/div>\n<\/td>\n
\n
\"m110<\/div>\n<\/td>\n
\n
\n
000 589 20 21 00<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

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Self-made tool<\/strong><\/div>\n<\/div>\n<\/td>\n
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<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

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<\/td>\n\n
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Rivet support for riveting counterweight to crankshaft.<\/div>\n<\/div>\n<\/td>\n
\n
\"m110<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

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<\/td>\n\n
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03.2-318\/2 F3<\/div>\n<\/div>\n<\/td>\n
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\n
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 <\/p>\n\n\n\n\n\n\n\n\n\n\n\n
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<\/div>\n<\/div>\n

 <\/td>\n

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<\/td>\n\n
\n
Note<\/strong><\/div>\n<\/div>\n<\/td>\n
\n
\"m110<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Since December 1978, the crankshaft of engine 110<\/div>\n
is provided with an additional weight.<\/div>\n
Remove additional weight when machining first crank<\/div>\n
pin.<\/div>\n
After machining crank pin, rivet additional weight on<\/div>\n
again. Then check crankshaft for runout, and balance<\/div>\n
together with flywheel and balancing disc, also when<\/div>\n
re-using the old additional weight.<\/div>\n
The crankshaft with riveted-on additional weight may be used only together with a modified oil pump which is provided with a recess (arrow) on housing shaft.<\/div>\n
When checking and reconditioning crankshafts, pro\u00adceed in sequence of the following diagram and perti\u00adnent explanations.<\/div>\n
For grinding crank pins, a difference of only one re\u00adpair stage per crankshaft is permitted.<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\"m110<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

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<\/td>\n\n
\n
03.2-318\/3 F3<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

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<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

 <\/p>\n\n\n\n\n\n\n\n\n\n
<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\"m110<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
03.2-318\/4 F3<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

 <\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

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Explanations concerning diagram<\/strong><\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
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Crack test<\/strong><\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

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\n
Clean crankshaft. Bearing journals should be free of oil and grease. Magnetize crankshaft and apply fluorescent powder (flux). A color penetration meth\u00adod (insertion in bath or with spray can) can also be applied.<\/div>\n
Aids: paint or fluorescent powder, cleaning agent, developer.<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Hardness test<\/strong><\/div>\n<\/div>\n<\/td>\n
\n
\"m110<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Test hardness with impact hardness tester (scleros-cope hardness).<\/div>\n
Scleroscope hardness of 60 should be available at 2\/3 of journal circumference.<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Hardening<\/strong><\/div>\n<\/div>\n<\/td>\n
\n
\"m110<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Journals without hardened fillets can be hardened inductively or by flame hardening. Journals with hardened fillets (arrows) should be inductance-hardened on principle. If this is not possible, scrap crankshaft.<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

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\n
When hardening journals without hardened fillets, maintain distance A between runout of hardened surface and fillet (4\u20145 mm).<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\"m110<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
03.2-318\/5 F2<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n<\/td>\n<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

 <\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Checking hardening procedure<\/strong><\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
For a good hardening job, test adjustment of hardening plant by metallographic grinding tests.<\/div>\n
These tests can be made by testing scrapped crank\u00adshafts.<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Check hardening by etching surface of journal with a 2% alcoholic nitric acid (HNO3<\/sub>).<\/div>\n
No dark spots should show up at surface of journal. Non-hardened fillets will become dark.<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
The hardened fillets, on the other hand, should be as bright as surface of journal.<\/div>\n
For comparison, perform an etching job on a metallo-graphically controlled journal.<\/div>\n
Then, carefully wash off nitric acid by means of alcohol.<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Corrosion protection<\/strong><\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Crankshafts which are not immediately installed again should be lubricated with engine initial operation oil (SAE 30).<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
03.2-318\/6 F2<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

 <\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
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<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Riveting additional weight off and on<\/strong><\/div>\n
1 <\/strong>Punch mark countersunk rivet 6 x 28 mm accurate\u00adly in center.<\/div>\n<\/div>\n<\/td>\n
\n
\"m110<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

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<\/td>\n\n
\n
2 Drill into rivet heads with a 6.5 mm dia. drill and knock out.<\/div>\n<\/div>\n<\/td>\n
\n
\"m110<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
3 Slip-on new or former, undamaged additional weight together with 4 countersunk rivets.<\/div>\n<\/div>\n<\/td>\n
\n
\"m110<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
4 Introduce crankshaft.into a suitable steel tube (approx. 165 mm dia. x 420 mm long) and place self-made rivet support (2) underneath.<\/div>\n<\/div>\n<\/td>\n
\n
\"m110<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
1\u00a0 \u00a0Steel tube 165 mm dia. x 420 mm long<\/div>\n
2\u00a0 Self-made rivet support<\/div>\n
3\u00a0 Snap die<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
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03.2-318\/7 F3<\/div>\n<\/div>\n<\/td>\n
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 <\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
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5\u00a0 \u00a0Rivet countersunk rivet by means of a hydraulic press. The additional weight should then rest fully against crankshaft cheek without leaving any inter\u00admediate space.<\/div>\n
6\u00a0 \u00a0Then check crankshaft for runout of bearing journals and balance together with balancing disc and flywheel, even if the former additional weight is used again.<\/div>\n<\/div>\n<\/td>\n
\n
\"m110<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
1\u00a0 Crankshaft<\/div>\n
2\u00a0 Additional weight 1 TO 031 05 01<\/div>\n
3\u00a0 Countersunk rivet 6 x 28 mm DIN 661 MUSt 34<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
Series production of riv\u00aetsd-on additions! weight starting December 1978<\/strong><\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
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starting engine end no.<\/div>\n<\/div>\n<\/td>\n
\n
\n
starting chassis end no.<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
110 992 -10-038<\/div>\n
-12-062 390<\/div>\n<\/div>\n<\/td>\n
\n
\n
116.020-112 253<\/strong><\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
923<\/div>\n<\/div>\n<\/td>\n
\n
\n
–10<\/sup>–012665 <\/sup>-12-015613<\/div>\n<\/div>\n<\/td>\n
\n
\n
123.030-025 675 123.050-002 801<\/strong><\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
932<\/div>\n<\/div>\n<\/td>\n
\n
\n
–10<\/sup>–009748 <\/sup>-12-002 556<\/div>\n<\/div>\n<\/td>\n
\n
\n
116.020-112 253<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
110 984 „10-014 634 -12-051 160<\/div>\n<\/div>\n<\/td>\n
\n
\n
123.033-050 600 123.053-013 292<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
110.984 „10-014 634 -12-051 160<\/div>\n<\/div>\n<\/td>\n
\n
\n
123.093-001 229<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
110.985 -10-011 106 -12-052 660<\/div>\n<\/div>\n<\/td>\n
\n
\n
116.024\/025-131 270<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

<\/td>\n<\/tr>\n
<\/td>\n\n
\n
110.986 -10-002 276 -12-005 142<\/div>\n<\/div>\n<\/td>\n
\n
\n
107.022-006 288 107.042-005 285<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
<\/td>\n\n
\n
<\/div>\n<\/div>\n

 <\/td>\n

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03.2-318\/8 F3<\/div>\n<\/div>\n<\/td>\n
<\/td>\n<\/tr>\n
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\n
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 <\/td>\n

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 <\/p>\n","protected":false},"excerpt":{"rendered":"

    03\u2014318 Checking and reconditioning crankshaft   Data   Crankshaft Standard size & undersizes Crankshaft bearing journal dia. Width of journal at thrust bearing Conrod bearing journal dia. Conrod bearing journal width Standard size 59.96 59.95 29.00 29.02 47.96 47.95 28.00 28.08 1st Undersize 59.71 59.70 to 29.60 47.71 47.70 to 28.30 2nd Undersize 59.46 59.45 47.46 47.45 3rd Undersize 59.21 59.20 47.21 47.20 4th Undersize 58.96 58.95 46.96 46.95   Crankshaft journal dia. for mounting compensating weight 0.030   Permissible deviation of crankshaft journal prior to mounting compensating weight from cyl. shape 0.005 from true1) 0.030   Permissible deviation of crank pins and crankshaft bearing journals from true 0.0025   Permissible deviation of crank pin cyl. line from parallel 0.010   Permissible deviation of running surfaces of fitted bearing from parallel1) 0.020   Permissible deviation of running surface of rear radial sealing ring from concentric true1) 0.015   Permissible deviation of flywheel flange from axial true1) 0.010   Permissible deviation of crankshaft bearing journal from concentric true1) journal II, VI 0.070 0.100 journal III, IV, V   Fillets on crankshafts and crank pins 2.5 to 3   03.2-318\/1 F3       when new 74-84   Scleroscope hardness of crankshaft bearing journals and crank pins boundary value 602>   Permissible unbalance of crankshaft 15 cmg   1)\u00a0 \u00a0 When mounting crankshaft on outer crankshaft bearing journal I and VII after one full turn. 2)\u00a0 \u00a0 Boundary value should be available at min. 2\/3 of journal circumference.   Special tool   Impact hardness tester 000 589 20 21 00   Self-made tool   Rivet support for riveting counterweight to crankshaft.   03.2-318\/2 F3       Note Since December 1978, the crankshaft of engine 110 is provided with an additional weight. Remove additional weight when machining first crank pin. After machining crank pin, rivet additional weight on again. Then check crankshaft for runout, and balance together with flywheel and balancing disc, also when re-using the old additional weight. The crankshaft with riveted-on additional weight may be used only together with a modified oil pump which is provided with a recess (arrow) on housing shaft. When checking and reconditioning crankshafts, pro\u00adceed in sequence of the following diagram and perti\u00adnent explanations. For grinding crank pins, a difference of only one re\u00adpair stage per crankshaft is permitted.   03.2-318\/3 F3         03.2-318\/4 F3       Explanations concerning diagram   Crack test   Clean crankshaft. Bearing journals should be free of oil and grease. Magnetize crankshaft and apply fluorescent powder (flux). A color penetration meth\u00adod (insertion in bath or with spray can) can also be applied. Aids: paint or fluorescent powder, cleaning agent, developer.   Hardness test Test hardness with impact hardness tester (scleros-cope hardness). Scleroscope hardness of 60 should be available at 2\/3 of journal circumference.   Hardening Journals without hardened fillets can be hardened inductively or by flame hardening. Journals with hardened fillets (arrows) should be inductance-hardened on principle. If this is not possible, scrap crankshaft.   When hardening journals without hardened fillets, maintain distance A between runout of hardened surface and fillet (4\u20145 mm).     03.2-318\/5 F2       Checking hardening procedure   For a good hardening job, test adjustment of hardening plant by metallographic grinding tests. These tests can be made by testing scrapped crank\u00adshafts.   Check hardening by etching surface of journal with a 2% alcoholic nitric acid (HNO3). No dark spots should show up at surface of journal. Non-hardened fillets will become dark.   The hardened fillets, on the other hand, should be as bright as surface of journal. For comparison, perform an etching job on a metallo-graphically controlled journal. Then, carefully wash off nitric acid by means of alcohol.   Corrosion protection   Crankshafts which are not immediately installed again should be lubricated with engine initial operation oil (SAE 30).   03.2-318\/6 F2       Riveting additional weight off and on 1 Punch mark countersunk rivet 6 x 28 mm accurate\u00adly in center.   2 Drill into rivet heads with a 6.5 mm dia. drill and knock out.   3 Slip-on new or former, undamaged additional weight together with 4 countersunk rivets.   4 Introduce crankshaft.into a suitable steel tube (approx. 165 mm dia. x 420 mm long) and place self-made rivet support (2) underneath. 1\u00a0 \u00a0Steel tube 165 mm dia. x 420 mm long 2\u00a0 Self-made rivet support 3\u00a0 Snap die   03.2-318\/7 F3       5\u00a0 \u00a0Rivet countersunk rivet by means of a hydraulic press. The additional weight should then rest fully against crankshaft cheek without leaving any inter\u00admediate space. 6\u00a0 \u00a0Then check crankshaft for runout of bearing journals and balance together with balancing disc and flywheel, even if the former additional weight is used again. 1\u00a0 Crankshaft 2\u00a0 Additional weight 1 TO 031 05 01 3\u00a0 Countersunk rivet 6 x 28 mm DIN 661 MUSt 34   Series production of riv\u00aetsd-on additions! weight starting December 1978   starting engine end no. starting chassis end no.   110 992 -10-038 -12-062 390 116.020-112 253   923 –10–012665 -12-015613 123.030-025 675 123.050-002 801   932 –10–009748 -12-002 556 116.020-112 253   110 984 „10-014 634 -12-051 160 123.033-050 600 123.053-013 292   110.984 „10-014 634 -12-051 160 123.093-001 229   110.985 -10-011 106 -12-052 660 116.024\/025-131 270   110.986 -10-002 276 -12-005 142 107.022-006 288 107.042-005 285   03.2-318\/8 F3                      <\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_crdt_document":"","footnotes":""},"categories":[30,27],"tags":[],"class_list":["post-2345","post","type-post","status-publish","format-standard","hentry","category-crankshaft-assembly","category-m110"],"aioseo_notices":[],"featured_image_src":null,"author_info":{"display_name":"mackuz","author_link":"https:\/\/mbci.mackuz.ovh\/index.php\/author\/mackuz\/"},"_links":{"self":[{"href":"https:\/\/mbci.mackuz.ovh\/index.php\/wp-json\/wp\/v2\/posts\/2345","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/mbci.mackuz.ovh\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/mbci.mackuz.ovh\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/mbci.mackuz.ovh\/index.php\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/mbci.mackuz.ovh\/index.php\/wp-json\/wp\/v2\/comments?post=2345"}],"version-history":[{"count":1,"href":"https:\/\/mbci.mackuz.ovh\/index.php\/wp-json\/wp\/v2\/posts\/2345\/revisions"}],"predecessor-version":[{"id":2346,"href":"https:\/\/mbci.mackuz.ovh\/index.php\/wp-json\/wp\/v2\/posts\/2345\/revisions\/2346"}],"wp:attachment":[{"href":"https:\/\/mbci.mackuz.ovh\/index.php\/wp-json\/wp\/v2\/media?parent=2345"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/mbci.mackuz.ovh\/index.php\/wp-json\/wp\/v2\/categories?post=2345"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/mbci.mackuz.ovh\/index.php\/wp-json\/wp\/v2\/tags?post=2345"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}