Southern
Pacific 9010
Mechanical Work
-- Update June 13, 2010 --
Our friend and 9010 crew member Rob Fern came over from the UK for a week and took the lead investigating the condition of the number 2 Maybach diesel engine. Keeping in mind that it has been over 40 years (1968) since the engine last ran, we wanted to see if it could be turned over. There is no way to spin the motor with the starter as it is located on the transmission and there is no drive shaft between it and the engine. So, we came up with a way to bar it over using some bolts in the flywheel. First however, we got the prelube system running and piped some of the oil to the valve mechanism. We removed both of the intake manifolds in order to get at the cylinder compression release valves which were frozen solid. The valves were removed and we shot a goodly quantity of WD40 into each cylinder through its compression release port.
 |  |  |
On the right side of the block, there is a lot of water piping in the way. It is obvious that Krauss Maffei never intended anyone to remove an intake manifold with the engine in the frame but, we had no option so off came the piping.
 |  |  |
Rob suggested that it would be a good idea to look down into the two turbochargers to see if they were full of junk and most importantly, to find out if they would turn after 42 years. He and I removed the rotten flexible intake connections and found a screen over the intake which had kept a bit of junk from falling into the intake. With a little pressure (very little) the rear turbo turned with some resistance but no noise. The front turbo almost took Rob's fingers off as it absolutely spun when he tried to turn it. Surprise after surprise! Rob also removed the tops from the #1 engine turbos and found that the forward one was completely free while the rear one was stuck. He also cleaned out the intake areas of all 4 turbos with a vacuum cleaner.
 |  |  |
The Maybach has a roller main bearing crankshaft and there is no direct lubrication to the crank main bearings. We pumped 3 barrels of lube oil into the pan which raised the oil level high enough to put the bearings in the lubricant. This was possible because the roller bearing mains are nearly 15" in diameter. The two engine images illustrate the Maybach "tunnel" crankcase and the large hole for the crankshaft roller bearings.
 |  |  Terry Deacon Photo |  Terry Deacon Photo |
Once we had oil in the engine pan and it was being lubricated by the prelube pump, Rob climbed down on top of the rear truck and began to apply a steel bar to the bolts he had screwed into the flywheel. Now, keep in mind that this engine has been sitting out in the weather for the past 42 years and expecting it to move easily if at all was beyond our wildest imaginations. But, it did turn. And, it was not all that difficult. And there were no bad noises. There was one spot in the rotation that was resistant but we figure that was probably carbon in one cylinder (actually, #10) and after a few rotations, that resistance went away. We all had a turn at barring it over just for the sheer joy of doing it. Unfortunately, my turn was not recorded. You can click HERE for a short video of the process.
 |  |  |
After our adventures with the engines, I took advantage of Rob's mechanical abilities and asked him to have a look at the horn valve. He wound up rebuilding it so it should be good for another 50 years. Needless to say, we had to temporarily mount the horn and try it out.
 |  |  |  Bob Zenk Photo |
Rob took a bit of time out of Krauss Maffei work to try out the right hand seat of our WP918 F7. Being a "train driver" in the UK, it took him only a few minutes to adapt and enjoy the scenery of our railroad.
 Bob Zenk Photo |  Bob Zenk Photo |  Bob Zenk Photo |  Bob Zenk Photo |
Rob had to return to the UK all too soon and those of us working on the 9010 and the other PLA members who met him will miss his knowledge, helpful spirit and sense of humor. Come on back anytime, Rob!
-- Update July 17, 2010 --
Work continues on engine parts. The compression release valves were taken apart, bead blasted, springs replaced as required and reassembled. Reinstallation on the engine completed this little chore. For now, there are plywood covers over each intake area.
 |  |  |  |