ENGINE SYSTEMS

Proper engine operation and long life is also dependent on the proper operation of four key
supporting systems:

• Air intake & exhaust system

• Cooling system

• Lube system

• Fuel system

Problems in these systems are also frequent contributors to premature wearout and failure of
core engine components.

AiR inLET & EXHAUsT sYsTEM

Diesel engines require large amounts of air in order to completely burn the fuel and perform
properly. The air intake and exhaust system performs three functions which are critical to proper
engine performance:

• Provides adequate quantities of clean filtered intake air

• Compresses the intake air into the cylinders in order to produce more power

• Removes exhaust gases from the cylinders and reduce exhaust noise
MULTi-sTAgE AiR fiLTRATiOn sYsTEM

AiR inLET sYsTEM

All diesel engines require a free supply of clean air to perform properly. The single largest
contributor to premature engine wearout is dust ingestion through a poorly maintained air intake
system. The amount of air filtration on an engine is determined by its intended application. As an
example, engines in most mining applications require extensive filtration due to continuous
operation in dusty environments. In order to remove dust from the inlet air,
machines which work in dusty environments are equipped with a multi-stage air filtration system.
A typical system found on a mining machine would include:

• Pre-Cleaner

• Primary Air Filter

• Secondary Air Filter

PRE-CLEAnER

The pre-cleaner is typically a centrifugal filter that causesincoming air to spin within the filter
housing. Centrifugal forcecauses larger debris particles to move outside the spinning airstream
and get trapped in the filter housing. The particles thencollect in the bottom of the housing and
are removed from thehousing by means of an automatic dirt ejector. The pre-cleanereffectively
removes most of the larger particles that wouldquickly plug a paper filter element.

AiR fiLTERs

Most machines use a two air filter system which contains aprimary and secondary filter element.
The primary filter is usedto trap most of the airborne particles not separated by the pre-cleaner.
Standard Efficiency primary filters generally trap 99.9% of the dirt in the air. Ultra High Efficiency
filters will trap99.99%. The secondary filter acts as a backup to the primaryin case a leak develops
in the primary or to keep dirt out of theair inlet system during servicing of the primary.

The primary element can be typically be cleaned up to 6 times for Standard Efficiency media and
10 times for Ultra High Efficiency media. Cleaning is typically done in a special filter cleaning
cabinet with controlled low pressure air and vibration and an inspection light system. Hand
cleaning should only be done with lower pressure compressed air used to clean the filter. Care
must be taken when cleaning filters so that the paper media is not damaged, which will cause a
leak and plug the secondary element, or possibly result in severe engine damage. Check the filter
element very carefully for holes using a bright light inside the filter. The secondary element should
never be cleaned, and should be replaced every 3 times you clean the primary filter.

Life of the air filter greatly depends on the amount and typeof dust in the air. Each time the
primary air filter is removedfor service, a small amount of dust gets into the air intakesystem. The
primary filter should only be replaced or cleanedat planned maintenance intervals or when the air
restrictionindicator trips. The efficiency of air filter elements actuallyincreases as more dust is
trapped. Because of this efficiency increase and the chance of introducing dust into the inlet piping
during service, it is important to not open the air filterhousing or clean the filters any more than
necessary. Whenthe filter is replaced or cleaned, the inside of the filter housingshould also be
cleaned before the secondary filter is removed. The secondary element is the last line of defense
to preventdirt from entering the air inlet system. In order to minimize therisk of damage from
cleaning, the secondary element shouldalways be replaced. A defect in the secondary filter
element or damage to the element will allow unfiltered air to enter the engine and cause
accelerated abrasive wear.
AiR inLET PiPing

Inlet air is directed from the pre-cleaner to the turbocharger by an inlet air piping system. This
system consists of sections of rigid pipe connected with flexible molded rubber joints that permit
relative motion and vibration between the engine mounted turbocharger and frame mounted air
cleaners. The air inlet piping system is the single greatest cause of premature engine wearout
because it is often poorly maintained. The primary stage of the turbocharger creates a negative
pressure, or suction, within the air inlet system. Atmospheric pressure outside the system then
pushes inlet air through the air filters in order to equalize the pressure. If there is a leak in the inlet
piping system downstream of the air filters, dirty air will be drawn into the system and cause
accelerated engine wear. This problem is often impossible to detect through visual inspection of
the outside of the system. Once the piping is disassembled, telltale dirt tracks are usually visible at
the origin of the leak.

The first evidence is often the symptoms of a worn engine. Subsequent investigation of the short
engine life then reveals the evidence of accelerated abrasive wear due to dust ingestion. Sealing
and pressurizing the system with air and using soap on the joints to find leaks can then find the
leak in the inlet system. More recently, there are ultrasound systems which pulse a signal into the
intake system and the joints can then be checked with a listening device. Component life data
clearly shows that the average first life of engines in new machines is almost always longer tan
replacement engines. It has been historically assumed this was due primarily to the quality of
factory assembly of the new engine. It is increasingly evident that leaks in the air inlet system that
occur due to age and lack of maintenance are major contributors to premature engine wear out
as the machine ages.
The engine consumes huge volumes of inlet air. Since airfilters are not 100% efficient, a small
amount of dust willenter the inlet piping. A very thin dust coating on the insideof the air lines is
normal. If the dust is heavy or streaks inthe dust are visible, then there is a leak in the inlet piping.
Ifstreaks are present, the leak can often be found at the originof the streak.

EXHAUsT sYsTEM

TURBOCHARgER

A key customer expectation is for increased power density: more horsepower from the smaller
and lighter engines. This requires smaller engines burning more fuel to produce more horsepower.
In a diesel engine, air and fuel must be burned in the proper ratio to produce power, maximize
efficiency, and minimize exhaust emissions. The turbocharger is basically an air pump that uses the
energy of the escaping exhaust gases to compress and pump inlet air into the cylinders. Otherwise
wasted exhaust energy is recovered and used to compress the inlet air. Exhaust gases flow from
the cylinders, through the exhaust manifolds to the inlet, or turbine side of the turbocharger. The
exhaust gases then travel from the turbine to the mufflers and exit the exhaust system. The energy
from the moving exhaust gases passing through the turbine section of the turbocharger causes the
blades of the turbine wheel to spin at very high speeds. The turbine wheel is mounted on a shaft
that has a compressor wheel on the other end. The spinning turbine wheel drives the shaft, and
causes the compressor wheel on the other end to turn at high speeds. The rapidly spinning
compressor wheel draws clean air from the air filters and inlet piping, and pressurizes from
atmospheric pressure to as much as 42 psi. The pressure of the compressed inlet air is known as
“boost pressure”.
CAUsEs Of PREMATURE wEAROUT AfAiLURE On TURBOCHARgERs

nORMAL wEAR

The most common reason for turbocharger replacement is that it has reached the end of its
expected wear life. If clean lube oil and inlet air is maintained, turbochargers usually run to engine
overhaul.

POOR OiL qUALiTY

A common cause of premature failure of the turbocharger bearings is por quality oil. These
bearings spin at speeds up to 100,000 rpm and must withstand temperatures as high as 450˚ F.
Lube oil which is depleted or contaminated is not capable of providing adequate protection to the
bearings. Sudden or hot engine shutdowns from high speed and load will cause cooking of poor
quality oil on the turbocharger shafts and bearings resulting in eventual turbocharger failure.

DiRT ingEsTiOn
Dirt ingestion through the inlet air system causes erosion of the vanes on the compressor wheel.
This erosion causes an out-of-balance condition which results in bearing failure.

Dirt can also enter the turbocharger bearings and lube oil supply to the bearings causing very rapid
wear any time that the turbocharger oil lines are removed. This could occur during any repair to
the engine which requires turbocharger removal.

Turbocharger oil passages and oil lines must be properly capped during repairs to avoid dirt
ingestion. When dirt ingestion does occur, the type of dirt is often highly abrasive. Turbocharger
bearing life can be very short following this type of contamination. Proper contamination control
practices during any repair to the engine are essential to turbocharger bearing life. If the
turbocharger has failed then it is also essential to properly clean the oil lines to remove debris
from the failed unit.

HOT EnginE sHUT DOwn

Turbochargers carry a tremendous heat load during normal operation. The bearings are protected
by lube oil flowing through them, which provides lubrication and carries away heat. Shutting down
a hot engine does not allow adequate time for the turbocharger to cool. When the engine is shut
down, lube oil flow stops. The excessive heat in the turbocharger causes the oil in the bearings to
cook into a hard, carbon-like substance. This substance restricts oil flow through the bearings and
results in bearing failure when the engine is re-started. Typical cool down period is one minute at
idle before shutting off engine. Check the machine owner / operation manual for specific machine
model guidelines.
AfTERCOOLER

The act of compressing the inlet air causes it to reach temperatures of up to 335˚ F. This high
temperature air is unsuitable for combustion. Peak combustion efficiency requires the cylinder be
filled with the maximum amount of cool dense inlet air. Excess heat is removed from the
compressed inlet air by passing it through a heat exchanger.

The aftercooler is a heat exchanger that is simply comprised of a series of metal tubes through
which the hot inlet air flows. Heat from the inlet air flowing inside the tubes is absorbed through
the tube walls and carried away.

There are two types of aftercoolers:

AiR-TO-AiR

In an air-to-air aftercooler, air is pumped through the aftercooler housing and absorbs heat
dissipated through the tube walls. This action transfers heat from the boost air

within the tube to the cooler air in the housing.

Jacket water aftercooler systems or separate circuit aftercooler systems use coolant pumped
through the aftercooler housing to absorb heat. The heat is carried by the coolant to the radiator
where it is dissipated through the radiator.

The temperature of the compressed inlet air leaving the heatexchanger is reduced to about 190˚ F.
The cooled inlet air then travels through the intake manifolds on the engine and into the cylinders
for combustion.

CAUsEs Of PREMATURE wEAROUT AnD fAiLURE On AfTERCOOLERs

One of the more common causes of damage to the aftercooler is failure of the turbocharger
compressor wheel.Catastrophic failure of the compressor wheel can cause physical damage to the
aftercooler tubes resulting in coolantleakage into the inlet air stream on jacket water systems.

Poor coolant maintenance may cause pitting and corrosion ofthe aftercooler tubes resulting in
water to air leakage. Waterleaking into the cylinders after the engine is shut down usually causes
hydraulic lock and major engine damage.

sUMMARY Of wEAR & fAiLURE CAUsEs

inLET AiR & EXHAUsT sYsTEM

Defects or problems in the air inlet and exhaust systems can cause accelerated abrasive wear or
catastrophic damage to the core engine components. The single most common problem is:

DUsT ingEsTiOn

• Causes accelerated abrasive wear of piston rings and liners

• Most often caused by inlet leaks around flexible joints in air inlet piping

• May also be caused by defective or damaged air filters, or poor maintenance practices
OTHER COnTRiBUTORs TO ACCELERATED wEAR AnD fAiLURE inCLUDE:

• Plugged air filters

• Turbo failures

• Coolant to air leaks in the aftercooler

• Hydraulic lock

With the exception of aftercooler leaks, these causes are directly related to maintenance
practices, and are avoidable. Proper machine operation and high quality maintenance can
eliminate most causes of accelerated wear and failure related to the air inlet and exhaust system.