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Alternator Installation: Troubleshooting Alignment Issues

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1. Verify that the engine is at room temperature when taking the web deflection measurement as a cooling engine prevents accurate indicator readings.

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2. Verify that the torsion bar nuts are correctly torqued and have not been disturbed during the alignment process.

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3. Verify that the correct point of reference is made regarding the flange where shims are applied.

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4. Verify that a calibrated 0 - 1-inch (0 - 25-mm) micrometer is being used to measure the shim thickness, not a blade-type caliper.

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5. Verify each shim thickness when adjusting the total shim pack thickness and never assume to know a shim’s thickness.

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6. Verify that used shim packs or wrinkled shims are not being used.

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7. Verify that the shim pack is being built with the thickest shim against the engine and the thinnest shims sandwiched between thicker shims.

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8. Verify that the shims are being measured individually and added together for the total shim pack thickness.

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9. Verify that the shim pack thickness at each top mounting flange does not exceed 0.135 inches (3.429 mm).

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10. Verify that the difference between the top left flange shim pack thickness and the top right flange shim pack thickness is less than 0.060 inches (1.524 mm).

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11. Between every shim pack adjustment and before taking deflection readings, verify that the top flange mounting bolts are being consistently torqued to 650 lb.-ft. (881 Nm). 

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12. Verify that the correct +/- signs are being applied to values read on the dial indicator, especially for positions D and E, when reading in a reverse direction with a mirror.

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13. Verify that the correct crank position references are being made as position A is via the R6 crankcase cover opening and not L6.

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14. Verify the integrity of the dial indicator by confirming the needle returns to the same location after pushing in and releasing the probe.

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15. Verify the integrity of the dial indicator by duplicating the results with a second dial indicator.

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16. Verify that the dial indicator is installed in the larger set of the web prick punch marks, not the smaller set.

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17. Verify at position A that the dial indicator is being rocked until the needle stops moving and that this is being done with each new set of readings.

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18. While rotating the crankshaft between the reading positions, identify a defective dial indicator by watching the needle for momentary, rapid spinning, which is possible even if the issue cannot be replicated and observed when manipulating the indicator by hand.

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19. Verify that the full weight of the alternator is on the conical mounts or the alternator is lifted off the jack stands (floor web stand).

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20. Confirm that the conical mounts meet the 4-mm clearance requirement and are not bottomed out either against the elastomer on the top side or against the platform on the bottom side.

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21. On Tier 2 engines, inspect the low-pressure fuel line support brackets for interference with the alternator frame.

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22. Uncouple the engine from the alternator and check for raised metal or burrs on the mounting faces and coupling fit.

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23. Remove and verify with a 0 - 1-inch (0 - 25-mm) micrometer that the bottom left and right shim thicknesses are 0.090 inches (2.286 mm). 

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24. Rotate the alternator rotor by 180° and try setting the alignment from the beginning.

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25. If excessive vibration is detected after starting, evaluate the problem as follows:

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a. Use a dial indicator to confirm that the alternator alignment is within specification.

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b. Check for the excessive rabbet-fit clearance between the rotor flange and the engine flex plate.

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c. Check the clearance on all conical mount buffer studs.

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d. After the rotor yoke-to-flex plate bolts are fully torqued, measure the runout of the outer diameter of the rotor yoke flange as the engine is barred over 360°.

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e. Measure the vibration in Notch 8 Self-Load and, if the vibration is greater than the upper limits, uncouple the alternator from the engine, bar the engine crankshaft by 180°, recouple and re-align the alternator and the engine, and then re-measure the Notch 8 Self-Load vibration.

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f. Lower the #7 main bearing cap and inspect for bearing failure.

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Alternator Installation: Engine Preparation for Starting

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After setting web compression measures within specification:

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1. Remove the barring-over device.

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2. Reapply the barring device cover and the cam gear timing window cover, if removed.

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3. Reapply all crankcase inspection covers.

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4. Close all compression release valves and torque to 59 lb.-ft. (80 Nm).
