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Engine timing gear wear can lead to catastrophic internal engine damage.
Most marine diesel engines use gears driven by the crankshaft to turn the engine’s camshaft, fuel injection pump, oil pump, and sometimes the raw water pump. Ford’s gears tend to experience excessive wear, especially the helical (curved) tooth gears used in the Dorset (2700 & 2710) Range of engines. When the gears fail, the engine will suffer catastrophic internal damage from the pistons hitting the valves. Therefore, routine inspection of all the teeth of all the engine (timing) gears is strongly recommended as one worn gear will adversely affect all the other gears. Removing the raw water pump adapter, if so equipped, allows limited access to inspect these gears using a borescope, however, the best way to thoroughly inspect each gear tooth is by removing the timing gear cover which requires removing the front crankshaft pulley/damper hub assembly with a puller. Replacing all the gears, not just the most worn, is always prudent. These gears are shown above. The gear shown being replaced is the camshaft driven gear which also drives the fuel injection pump and on this particular engine, the raw water pump.
Gear wear was most rapid on Ford Dorset 2700 and 2710 Range engines with the curved “helical” cut gear teeth, especially those fitted with the Lehman two-shaft raw water pumps. Earlier Dagenham 4D and 6D engines faired better due to the soft coupling driving the fuel injection pump.
Fortunately, for the engine shown above, this gear’s worn condition was discovered before the the gears failed causing catastrophic damage to the engine. The drive gear on the crankshaft was also found to be excessively worn and was replaced. Unfortunately, the other gears were not closely inspected and replaced to avoid rapid wear of the new gears. Also, the cause(s) for the excessive gear wear were not discovered and corrected resulting in rapid wear of the new gears. Sadly, such inadequate repairs have resulted in far to many seriously damaged engines.
Gear Driven Raw Water Pump
When fitted to the Ford Industrial Power Products Diesel Engines from the UK such as the Lehman marinised Dorset series engine above, the pump was driven at crankshaft speed by the camshaft driven gear on the front of the engine (the gear shown being replaced above).
The “Two-Shaft” raw water pump driven gear shown below is badly worn and close to failure.
The gear tooth faces above are more badly worn toward the right end of the tooth (see Red Arrow), and therefore, the top land of each tooth is narrower on the right end of the tooth compared to the left end of the tooth (see Yellow Arrows). The mating gear will usually show similar wear. This is just an example of how a worn gear can look. A gear may look quite differently and still be near failing. When a new gear is run against a worn gear, the tooth load becomes concentrated on one end of the tooth which has resulted in rapid wear of the gear or worse yet, that part of the tooth breaking off.
The Gear Nomenclature from Wikipedia is shown below. A straight cut gear is shown. Helical (curved) tooth gear nomenclature is the same, however there are more specifications to describe the curved cut of the gear.
Whenever the drive adapter is removed from the engine, the shaft bearings should be checked for wear and roughness as this can also contribute to excessive wear of the pump’s driven gear and the engine’s timing gears. Inspection of the coupling, the shafts, the bearings, the pump driven gear and all the engine timing gears, etc. should be done periodically because when the engine’s timing gears fail, the valves and pistons will collide inside the engine making a sound like a hungry cash register. Below is an enlargement of the gear above which shows “near-failure” tooth wear.
The gear teeth need to look really good like the new gear below to be reusable.
New “Single Shaft” Raw Water Pump with New Helical Gear Installed.
Whenever the raw water pump drive adapter is removed from the timing gear housing, be sure to check the condition of the pump driven gear and the adjacent gears. While this limited view can give you a fairly good idea what the condition is of the other gears, a mechanics mirror and flashlight or a borescope will help you inspect more of the gears and removing the timing gear housing cover will expose all the gears for inspection. You may never know if one or more gears have already been replace without a complete inspection of all the gears. Inspection of ALL the gears should be accomplished periodically to prevent catastrophic failure and major damage to the engine.
HINT: Raw water pump drive adapters made from aluminum may be difficult to remove from the engine if the engine is warm due to heat expansion of the aluminum. Cooling the adapter with cool water may help. Prying the pump out can damage the aluminum adapter housing.
Gear Wear Causes
Several things can cause excessive timing gear wear including aerated engine oil, the gear driven raw water pump, or a damaged injection pump, valve train or crankshaft. These causes and their cures are discussed in detail below.
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The most Common Cause of Timing Gear Wear,
Excessive Two Shaft Raw Water Pump Coupling Wear.
The Jabsco 5810-0001 engine cooling raw water pump, (see Blue Arrow) sometimes called the seawater pump, was driven by various geared adapters (see Green Arrow) depending on the engine to which it was fitted.
When fitted to the Ford Industrial Power Products Diesel Engines from the UK such as the Lehman marinised Dorset series engine above and below, the pump is driven at crankshaft speed by the camshaft driven gear on the front of the engine (the gear shown below being replaced). If you look closely, you can see that the raw water pump in this picture is not the “Two-Shaft” type pump pictured directly above, but rather the “Single Shaft” pump shown in the second picture above. We will discuss the benefits of this newer “Single-Shaft” pump shortly.
The two shafts that drive the Jabsco pump below are joined by a slotted coupling. The slotted end of the pump shaft coupling can be seen on the right end of the pump below (see Blue Arrow).
Ensure that the adapter ring (see Green Arrow above) is in place when assembling the pump to the drive adapter so that the shafts stay aligned. Otherwise, the couplings’ slots and tangs will be damaged very quickly.
The “tangs” of an opposing drive adapter shaft coupling can be seen below inside the pump adapter housing.
The “tangs” of the adapter shaft below are worn so badly that the they could no longer drive the slots in the raw water pump shaft. The pump stopped pumping and the engine began to overheat. The owner was able to shut the engine off before it suffered serious damage.
Fortunately, the desperate boat owner was able to bend what was left of the worn tangs outward just enough to engage the pump shaft long enough to reach safe harbor.
The impeller inside this type of pump creates torsional pulses as the blades climb over the cam inside the pump (see Yellow Arrow below).
These pulses telegraph through the shafts causing the coupling to chatter, especially if the coupling was assembled lacking lubricant such as a heavy grease. The more the coupling wears, the more powerful the chatter, so the faster the coupling wears. This “vicious circle” can be compounded and the coupling can wear even more rapidly when the shaft bearings have becoming worn and sloppy or were damaged during replacement because the proper procedure and fixture were not used. Below is a coupling from a near new raw water pump that became badly worn very quickly when it was mated to an adapter shaft with worn tangs. Damaged adapter shaft bearings helped cause the original coupling damage as well as also contributing to this coupling damage.
Ideally, this coupling would incorporate some kind of soft cushioning material to absorb the pump chatter before it is telegraphed to the engine’s timing gears. Many other engines use a soft rubber coupling like shown below. However, no such cushioning material was incorporated in this design.
The engine’s timing gears can be damaged by a lack of cambox oil in the fuel injection pump that has damaged the injection pump, a worn or damaged governor, camshaft, plunger(s) or bearings in the injection pump, and worn or damaged valve camshaft, camshaft bearings or other valve train components.
Straight Cut Tooth Gears.
+
Contaminated Engine Lubricating Oil
Deluded with diesel fuel.
+
Causes: Leaking fuel lift pump, injectors, injection pump.
+
Aerated Engine Oil.
Air mixed in with the engine lubricating oil.
Low oil level in oil sump.
Wrong oil sump.
Wrong oil pickup.
Cracked oil pickup.
Damaged oil pickup gasket.
Injection Pump
Lack of adequate cambox oil (2700 & 2710 Range). Aerated oil (2720 Range).
Contaminated cambox oil (Diesel fuel, coolant, metal). Internal leak. Coolant leak (2720 Range) Worn engine governor. Misfire.
+
+
Worn Injection Pump Plungers and/or Bores
+
Damaged Injection Pump Bearings
+
Damaged Injection Pump Governor
Engine misfire
+
Damaged Injection pump Camshaft
+
Valve Train
+
Damaged Camshaft Bearings
+
Camshaft Lobe Damage
+
Valve Train Damage
Broken Valve Springs
Bent Push-Rods
+
Crankshaft
+
Bent crankshaft – PTO
Front pulley wobble.
A/C.
+
Crankshaft Thrust Bearings
+
Straight Cut Gears
Later Dover 2720 Range engines were equipped with the noisier “straight cut” gears (shown below) to reduce gear wear.
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