DIY repair d240

The main malfunctions of the D-240 diesel

The technical condition of individual systems and mechanisms of the D-240 diesel engine of the MTZ-80 tractor is determined by external and indirect signs, as well as using diagnostic tools.

A decrease in the power of a diesel engine, excessive consumption of crankcase oil, the appearance of a large amount of gases coming out of the breather indicate wear of the cylinder-piston group, coking (sticking) of the piston rings.

Difficulty starting a diesel engine, interruptions during operation at the minimum crankshaft speed, the appearance of black smoke from the exhaust pipe indicate malfunctions of the fuel equipment, contaminated fuel filters, low pressure in the system, loose fit, burnout of valve seats and valve plates.

The degree of contamination of the filter elements for fine fuel purification and the maximum pressure developed by the fuel priming pump are checked with the KI-13943 device.

The drop in the power of the D-240 engine of the MTZ-80 tractor, a decrease in the crankshaft rotation speed are also affected by contamination of the air cleaner, leaks in the air intake duct connections, violation of the adjustment of the regulator control lever.

The degree of contamination of the air cleaner elements is determined by the signaling device, the sensor of which is installed in the intake manifold of the diesel engine.

The appearance of a red stripe in the inspection window of the warning device (or the illumination of a warning light on the cab instrument panel for tractors manufactured since 1989) during diesel operation indicates the need to clean the air cleaner.

The tightness of the intake air duct is checked at an average diesel crankshaft speed by blocking the central pipe of the air cleaner.

In this case, the diesel engine must stop quickly. Otherwise, use the indicator. KI-13948 identify leaks in the intake tract and eliminate the malfunction. The pressure on the indicator should not exceed 0.08 MPa.

If the speed of the crankshaft of the D-240 engine, determined by the tachospeedometer, or the speed of the power take-off shaft does not correspond to the nominal values, you should pay attention to the adjustment of the regulator thrust.

When the pedal is fully depressed or the fuel control handle is set to the "Full" position, the outer regulator lever must rest against the maximum speed limiter bolt.

Excessive consumption (waste) of crankcase oil or a large amount of gases coming out of the breather, the appearance of blue smoke from the exhaust pipe indicate the extreme wear of the cylinder-piston group.

To assess the technical condition of the cylinder-piston group, a method is used to determine the amount of gases breaking through into the diesel crankcase. This parameter is measured using a KI-4887 gas flow meter.

During the operation of MTZ-80 tractors, there are cases when not all cylinders fail. This can be caused by coking ("sticking") or breakage of the piston rings, which inevitably leads to scuffing of the working surface of the cylinder liner.

A comparative assessment of the technical condition of each cylinder is carried out by measuring the pressure at the end of the compression (compression) stroke at the starting speed of the crankshaft using the KI-861 compressor (Fig. 2.1.3).

Rice. 2.1.3. Checking the compression in the cylinders of the D-240 diesel

1 - compressor KI-861; 2 - mounting plate

The minimum pressure at the end of the compression stroke for a new engine should be 2.6-2.8 MPa; the pressure of the extremely worn one is 1.3-1.8 MPa. The most accurate reading is obtained by determining the difference in compression values ​​for each cylinder.

If the difference between the compression of an individual cylinder and the average compression value in the remaining cylinders exceeds 0.2 MPa, then this indicates a malfunction of this cylinder.

The decrease in pressure at the end of the compression stroke in individual cylinders is affected by the violation of the tightness of the valve-seat interface. Loose fit of the valves to the seats is possible due to a violation of the clearance adjustment in the valve drive.

In the absence of a gap between the valve and the rocker arm during the working stroke of the piston, gases break through the leaks and destroy the surface of the working chamfers of the valve and its seat; as a result, the compression in the cylinder is reduced and the start of the diesel engine is more difficult.

The release of coolant from the radiator, especially with an increase in the load on the diesel engine, indicates a breakdown of the cylinder head gasket, a weakening of the tightening of the nozzle glass, and the appearance of cracks in the cylinder head.

If it is not possible to eliminate the defect by tightening the cylinder head mounting bolts or injector cup nuts, then the head is removed and inspected.

An increase in the oil level in the diesel engine crankcase indicates a violation of the tightness of the liner seals with the block as a result of cracks, cavitation destruction of the metal of the cylinder block, the ingress of water from the cooling system into it and other factors.

Low or high oil pressure (gauge) and temperature (remote thermometer) indicate low oil pump flow, wear or misalignment of the drain and bypass valves, excessive wear on the crank joints, malfunction of the thermostat valve in the cooling system, poor oil quality , contamination of the centrifugal oil cleaner.

If the oil pressure in the lubrication system according to the pressure gauge is below 0.08 MPa, the engine is stopped, the reasons for the pressure drop are found out and eliminated, the drain valve of the centrifugal oil filter is readjusted by tightening its spring, and the filter parts are washed.

If, as a result, the pressure does not increase, the pressure in the diesel lubrication system is measured with the KI-13936 device (Fig. 2.1.4) at the rated crankshaft rotation speed and, according to its readings, it is judged that the diesel engine needs to be repaired.

Rice. 2.1.4. Measurement of oil pressure in the engine smear system D-240

1 - device KI-13936; 2 - centrifugal oil filter

The appearance of extraneous noise and knocking during the operation of the motor indicates an increased or extreme wear of the mates of its parts.

Upon reaching the limiting clearances in the mating of parts, as a result of wear, dynamic loads and accompanying knocks appear, which are heard by a stethoscope in certain zones and under the appropriate operating modes of the diesel engine.

The sound of a dull middle tone in the piston movement zone, first at minimum and then at maximum speed, indicates an increased clearance between the piston and the liner.

A strong ringing sound of a metallic tone under the same test conditions indicates the ultimate
wear or melting of the connecting rod bearing.

A deafened low-tone sound, periodically heard in the area of ​​the main journals of the crankshaft at the rated speed with a periodic increase to maximum, indicates wear on the main bearing shells.

The ringing sounds of a high-pitched metal tone, constantly audible at any crankshaft speed and intensifying when the diesel engine warms up, indicates increased thermal clearances in the valve train.

With an increased thermal gap, the degree of filling the cylinder with air and cleaning it from exhaust gases decreases, which affects the power of the diesel engine.

The thermal clearance in the valve train is checked with a feeler gauge with the valves fully closed at the end of the compression stroke. On a "cold" D-240 engine, the gap should be within 0.40-0.45 mm.

Dull sounds heard on the block on the right side when the diesel engine is running at low revs indicate large gaps in the camshaft bushings.

Knocking under the camshaft cover when the crankshaft speed changes abruptly indicate significant wear on the camshaft teeth.

If the parameters of the technical condition of the diesel engine have reached their limit values ​​or exceed the permissible values ​​in operation, then the diesel engine is disassembled for a technical examination-inspection, micrometering of the couplings of the cylinder-piston group and the crank mechanism, replacement of parts.

Dismantling the diesel engine D-240

The assembled diesel engine (Fig. 2.1.6) is removed from the tractor and replaced with a new one or repaired in case of cracks in the cylinder block, emergency knocks of main or connecting rod bearings, the limiting value of the clearance in at least one interface between the crankshaft journal and the liner.

Rice. 2.1.6. Diesel engine D-240 of the MTZ-80 tractor assembled

1 - oil pan; 2 - crankshaft; 3 - connecting rod; 4 - flywheel; 5 - a camshaft; 6 - cylinder block; 7 - cylinder head; 8 - cylinder head cover; 9 - cap; 10 - valve; 11 - valve spring; 12 - piston; 13 - barbell; 14 - fan

The type of repair - major or current - is determined when measuring the main parts of a diesel engine: piston pins, pistons, cylinder liners, connecting rod bushings. First of all, check the condition of the connecting rod bearings and crankshaft journals.

To do this, remove the oil pan, oil lines, oil pump, connecting rod caps, measure the diameter of the crankshaft connecting rod journals (Fig. 2.1.8).

The diameter of the connecting rod journals is measured in two planes - parallel and perpendicular to the longitudinal axis of the connecting rod.

If the ovality of the journals exceeds the permissible size or their diameter is less than the lower tolerance of the corresponding size group, then the crankshaft must be removed (Fig. 2.1.10) and reground to the next repair size.

Rice. 2.1.8. Measurement of the diameter of the connecting rod journals of the D-240 crankshaft

1 - micrometer; 2 - connecting rod journal of the crankshaft

Rice. 2.1.10. Removing the rear crankshaft support

1 - back support; 2 - bolts of the rear support

Nominal and repair dimensions of the connecting rod journals of the D-240 diesel engine of the MTZ-80 tractor

Size group designation / Size size, mm

H1 - 68.16-68.17
H2 - 67.91-67.92
D1 - 67.66-67.67
P1 - 67.41-67.42
D2 - 67.16-67.17
P2 - 66.91-66.92
DZ - 66.66-66.67
RZ - 66.41-66.42

In practice, in addition to overhaul dimensions (P1, P2, P3), alternating every 0.5 mm and determined by the diesel engine manufacturer, with slight wear of the crankshaft journal, they are ground to additional dimensions (D1, D2, DZ), alternating with overhaul dimensions through 0.25 mm.

In the same way, the inserts of repair sizes are bored for additional sizes (D1, D2, DZ). The ovality of the connecting rod journals of the D-240 diesel is allowed no more than 0.06 mm.

If the dimensions of the connecting rod journals are within the normal range, the disassembly of the motor is continued (Fig. 2.1.11-2.1.14), the cylinder head is removed and the pistons with connecting rods are removed.

To decide whether it is necessary to replace the connecting rod bearing shells, measure the diameter of the connecting rod bearing bore with its cap assembly with shells tightened.

Rice. 2.1.11. Removing the cylinder head cover

Rice. 2.1.12. Removing the cylinder head cover D-240 of the MTZ-80 tractor

Rice. 2.1.14. Removing the cylinder head

The difference between the measurements of the diameters of the crankshaft connecting rod journal and the connecting rod bearing bore gives the actual diametral clearance in the connecting rod bearing. The nominal clearance in the connecting rod bearings corresponds to 0.05-0.12 mm, the permissible clearance is no more than 0.3 mm.

In cases where the surface of the bushings is in a satisfactory condition, the only criterion for the need to replace them is the size of the diametrical clearance in the bearing.

When assessing the condition of the liners by inspection, it should be borne in mind that the surface of the antifriction layer is considered satisfactory if there are no peeling, chipping of antifriction material and inclusions of foreign materials on it.

Seals of the crankshaft of the D-240 engine of the MTZ-80 tractor

To replace the cuff of the rear crankshaft seal, first remove the clutch and flywheel (Fig. 2.1.48, 2.1.49).

After removing the crankshaft seal housing from the side of the rear sheet (Fig. 2.1.50), press out the cuff with a stepped mandrel. When replacing the cuff of the front crankshaft seal, remove the front cover of the diesel engine.

Rice. 2.1.48. Unscrewing the flywheel mounting bolts D-240

Rice. 2.1.49. Pressing the flywheel

1 - back sheet; 2 - three-blade stripper; 3 - flywheel

Rice. 2.1.50. Removing the crankshaft seal housing

1 - seal housing; 2 - diesel back sheet; 3 - bolt

Everything about the MTZ-82 tractor: device, operation, repair, technical characteristics and repair. D-240 engine: MTZ engine repair.

"D-240 engine" Overhaul of the D-240 engine of the MTZ-82 tractor. Complete assembly and disassembly

Cylinder head repair

The main defects of the cylinder head (cylinder head) are: wear of the inner surfaces of the guide bushings, valve seats and working chamfers; buckling of the connector plane; burnout of seats for seals of glasses or nozzles; cracks in the bridges of the valve seats.

During the technical examination, they are guided by the basic values ​​and adjusting data of the parts of the cylinder head d-240 and the gas distribution mechanism.

The main adjusting data and indicators of the gas distribution mechanism and the cylinder head of the MTZ-82 engine

The sinking of the valve discs in the head seats can be determined without dismantling it from the cylinder block by measuring the protrusion of the suction valve rods relative to the head surface. To do this, it is necessary to set the pistons in turn at the top dead center of the compression stroke and measure the distance from the end of the valve stem to the head. If the valve protrudes by an unacceptable amount, then this indicates that the valve poppets and their seats are worn out.

The location of the cylinder head parts: 1 - branch pipe; 2 - pipe; 3 - breather body; 4 - tank; 5 - cap; 6, 8 - gaskets; 7 - head cover; 9 - rocker; 10 - axis; 11 - cylinder head; 12 - head gasket; 13 - pusher; 14 - barbell; 15 - outlet valve; 16 - inlet valve; 17 - valve springs; 18 - valve plate; 19 - hairpin.

You can also set the degree of development of the camshaft cams. To do this, turn the engine crankshaft until the valve is fully open (with the thermal clearance set for a cold engine) and measure the distance from the end of the valve stem to the head. The movement of each valve can be determined by the difference in distance measured with the valves fully open and closed. If the valve movement is below the required value, then the camshaft should be replaced.

Measurement of the flatness deviation of the cylinder head surface: 1 - straight edge; 2 - cylinder head; 3 - probe.

At the end of all measurements, remove the head from the engine and continue further inspection. Measure the flatness deviation of the head surface. If the deviation from flatness is exceeded, the head must be replaced; if the deviation is in the range of the permissible norm, then check the condition of the valve seats by sinking the new valve disc. If the valve disc sinks into unacceptable values, the head is replaced; if everything is normal, then disassemble and repair the head.

Drowning Saucer Definition: 1 - valve; 2 - cylinder head; 3 - barbell depth gauge.

Removing valve cuts and valve springs: 1 - cylinder head; 2 - valve spring; 3 - device OR-9913.

The valve springs and valve crackers are removed using a special device OP-9913. If there are cracks in the valve seat, replace the head. The dismantled valves are marked, and then the diameter of the circumference of the rod is measured and the bending of the rod and the beating of the valve disc are checked.

Measuring the diameter of the valve stem: 1 - valve; 2 - micrometer.

Stem Bend and Poppet Chamfer Runout Measurement

The bend of the rod relative to the valve axis and the bend of the chamfer should not be more than 0.03 mm. In the presence of traces of burnouts, wear, cavities on the valve chamfers, the working surface of the chamfers is ground on R-108 or OP-6686 machines. The intake valve is ground at 60 degrees and the exhaust chamfer is grinded at 45 degrees. After finding traces of wear and tear, the width of the cylindrical part of the valve disc A, and the width of the ground-in matte strip on the chamfer of valve B should be no more than 2 mm.

Grinding the valve chamfer face

Measuring the bore diameter of the valve sleeve: 1 - indicator bore gauge; 2 - guide sleeve; 3 - cylinder head.

Pressing out the guide bush

Pressing in the valve guide: 1 - guide sleeve; 2 - valve; 3 - cylinder head.

Valve seat machining in cylinder head

The valve guide is replaced when the surface of the valve stem bore is depleted to an unacceptable diameter or when the bushing is loose in the head. Before replacing, the guide sleeve must be pressed out. The new bushing is selected with the largest outer diameter tolerance and lubricated with epoxy glue without filler, and then pressed into the head using a special bolt.

Once the guide bushings are installed, it is necessary to process the valve seat with a grinding device OPR-1334A. If there are burn-throughs, scratches and cavities on the working chamfer of the seat, the initial chamfer should be ground until defects are removed and the seat should be checked for sinking of the new valve disc. The upper edge of the working chamfer of the seat in the cylinder head is machined with a grinding wheel with a cone angle of 60 degrees, and the lower one - 150 degrees. The width of the working chamfer of the seat for exhaust valves should be 1.5-2.0 mm, and for intake valves - 2.0-2.5 mm.

After machining, the valve seat and disc must be rubbed in. During the repair of 1-2 valves, lapping is carried out with a 2213 pneumatic device, using a paste from a mixture of M20 micropowder with engine or industrial oil.

During lapping, the valve is lifted and rotated from time to time. Periodically inspect the condition of the lapping chamfers of the valve and seat. The upper edge of the matte strip of the working chamfer should be located at a distance of at least 0.5 mm from the cylindrical part of the valve disc. When a matte strip is found significantly above or below this distance, the saddle is again processed with grinding wheels and lapping is performed.

Before assembling the valves, check the compression force and length of the valve springs on the MIP-100 device. If the parameters of the springs are inappropriate, they must be replaced. Sometimes, to compensate for the compression force and the length of the springs, washers are placed under them, the thickness of which can be calculated by the formula:

- for the exhaust valve A = B-1.8 mm, where B is the sinking of the valve, measured after repair of the seat;
- for inlet - A = B-1.3 mm.

When assembling the valve, make sure that the protrusion of the crackers above the plane of the spring plate is no more than 0.5 mm, the sinking does not exceed 1.3 mm. In order to check the valve for leaks, the exhaust and inlet channels of the cylinder head must be filled with kerosene, which should not flow for one and a half minutes.

Before installing the rocker arm axles, check their technical condition. If grooves exceeding 0.3 mm are found on the rocker arm strikers, the surface of the striker should be sanded until the defects are corrected. A deviation from the parallelism of the working surface of the rocker arm is allowed no more than 0.05 mm. If necessary, check the diameter of the rocker arm bushings. The gap between the axis of the rocker arms and the bushing should be no more than 0.15 mm.

Has accumulated extensive experience in repairing internal combustion engines, both diesel (up to lump rail) and gasoline. He repaired everything from Kruzaks to ship power plants. I can share both experience and advice on repair and debugging.

good afternoon.Yesterday I disassembled the cpg and removed the d-144 head. The gap in the rings is 1.5 mm for new 0.50. Is it worth changing or replacement will not work ?? the valves in the guides will be dangling to change. the piston in the liner dangles a little but worked fine before the repair. disassembled due to the fact that the 3rd cylinder did not work wirvalo the rocker arm fastening pin full of solarium pan. no development on the sleeves

From my own experience, I will say this, if you opened the piston, then it is better to change both the rings and the liners, at least the connecting rod. The piston, not knowing which group, but as a keepsake, in my opinion, on the 144th tz 0.28mm, it is necessary to measure right after the last ring on the lugs. All the more so for you if the solarium went into the pallet precisely through this piston to change it without options. And be sure to check the nozzles on the stand, and the pump is desirable.

as I see you are an experienced person, I'm interested in this question. when disassembling the motor, sometimes they throw foil under the liner is there an effect or is it still better to grind or just change the inserts? Why am I asking because I had to make the oil pump in the summer and unscrewed and held on to one bolt and had to change the main warehouses, since one still took and cranked, but the crankshaft remained intact i.e. there was no burr or similar, they advised to whip the foil.

foil to calm the soul

good evening all day, the heads were doing soaps, changing the guides of the valve cutter, rubbing the rusks, tired a little. the whole trick of the solarium in the pallet is that the valve mechanism did not work; the hairpin was torn from the head; the thread is weak. generally did not release gases. they went in place with solarium in the pallet. Dad will not change the piston piston (((((I will replace only the rings of year 2, the pressure is constant 2.5 - 3 works without a torch), I would like to replace such a piston, but no, but we will be patient to go to the market in Kharkiv with snow. we do not have a lot of work load.there it is necessary to replace and the bushings on the connecting rods are weak, in general, after 2 years the capital is needed if not earlier.the injectors and the pump worked perfectly, the pressure is now 175 and it remains. rubbed a little with the help of lapping paste and the coupling head of the sleeve removed all the irregularities smeared in a circle and then to the right to the left of the race in a circle the effect in the photo

I will answer the Master, if the liner is turned and the crankshaft remains intact, then be sure to check the crankshaft bed and the yoke in the place of cranking, for diameter, ellipse deviation from the axis, perpendicularity, and if there are distortions, then I usually give it to powder spraying and go through with a rolling pin. The rolling pin is made individually for each engine model. In this way, very severe damage to beds and yokes can be repaired. If, of course, there are no cracks and chips, then just throw out the block.

Why did I advise replacing the piston, usually after the diesel fuel has washed the piston from its walls, the titanium spraying is washed off, on your engine it is much thicker due to the high operating temperature and if it is washed away the piston can wipe, this threatens with a more grandiose breakdown up to the fist of friendship.

And as for the foil, I don't do such experiments because usually the engines are full of capital, it's always extra, and if you save somewhere and put something or not replace a used part, then all the consequences are at my expense. And I don’t play such games. ENGINES I MAINLY MAKE BIG AND FOREIGN CARS SUCH THIS FOR EXAMPLE, THIS IS THE EXTREME WHICH I CAPITAL.

Hello ALEX. please tell me I have a ZIL 4331 with a D 645 engine, the problem is that the water has gone into the crankcase. they say that this is their disease, microcracks in the block on the partitions between the sleeves. the former owner said that the unit put a new unit and a piston unit and traveled for 2 months and the water started to flow. Today I started the oil turned white, so I think what's the matter. either in the block case, or in the o-rings of the liners. tell me if you came across such engines.

Belarus tractors MTZ-80, MTZ-82, MTZ-82.1, MTZ-1221, 1523, MTZ-892, YuMZ, T-40.Agricultural machinery: plows, cultivators, walk-behind tractors, mowers, seeders

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The diesel engine D-240/243 is removed from the MTZ-80, MTZ-82 tractor (Fig. 1) and replaced with a new or repaired one in case of cracks in the cylinder block, emergency knocks of the main or connecting rod bearings, the limiting value of the clearance in at least one interface of the crankshaft journal
- insert.

Rice. 1. Diesel D-240/243 of the MTZ-80, MTZ-82 tractors assembled

1 - oil pan; 2 - crankshaft; 3 - connecting rod; 4 - flywheel; 5 - a camshaft; 6 - cylinder block; 7 - cylinder head; 8 - cylinder head cover; 9 - cap; 10 - valve; 11 - valve spring; 12 - piston; 13 - barbell; 14 - fan

The type of repair of the D-240/243 engine of the MTZ-80, MTZ-82 tractor - major or current - is determined when measuring the main parts of a diesel engine: piston pins, pistons, cylinder liners, connecting rod inserts.

First of all, check the condition of the connecting rod bearings and crankshaft journals. To do this, remove the oil pan, oil lines, oil pump (Fig. 2), connecting rod caps, measure the diameter of the crankshaft connecting rod journals (Fig. 3).

The diameter of the connecting rod journals is measured in two planes - parallel and perpendicular to the longitudinal axis of the connecting rod.

If the ovality of the journals exceeds the permissible size or their diameter is less than the lower tolerance of the corresponding size group, then the crankshaft must be removed (Fig. 4/5) and reground to the next repair size.

Rice. 2. Removing the oil pump of the D-240/243 diesel tractor MTZ-80, MTZ-82

1 - discharge pipeline; 2 - oil pump

Fig. 3. Measurement of the diameter of the connecting rod journals of the crankshaft of the D-240/243 diesel tractor MTZ-80, MTZ-82

1 - micrometer; 2 - connecting rod journal of the crankshaft

Fig. 4. Removing the crankshaft of the D-240/243 diesel engine of the MTZ-80, MTZ-82 tractor

Rice. 5. Removing the rear support of the crankshaft of the D-240/243 engine of the MTZ-80, MTZ-82 tractor

1 - back support; 2 - bolts of the rear support

Nominal and repair dimensions of the connecting rod journals of the crankshaft of the D-240/243 diesel tractor MTZ-80, MTZ-82

Size group designation / Size size, mm

In practice, in addition to the repair dimensions (P1, P2, P3), alternating every 0.5 mm and determined by the manufacturer of the D-240/243 engine of the MTZ-80, MTZ-82 tractors, with slight wear of the crankshaft journal, they are re-ground for additional dimensions (D1, D2, DZ), alternating with
repair dimensions through 0.25 mm.

In the same way, the inserts of repair sizes are bored for additional sizes (D1, D2, DZ). The ovality of the connecting rod journals of the D-240 / D-243 diesel is allowed no more than 0.06 mm.

If the dimensions of the connecting rod journals are within the normal range, (the disassembly of the diesel engine continues to remove the cylinder head and remove the pistons with connecting rods).

To decide whether it is necessary to replace the connecting rod bearing shells, measure the diameter of the connecting rod bearing bore with its cap assembly with shells tightened.

The difference in measurements of the diameters of the connecting rod journal of the crankshaft of the D-240/243 engine of the MTZ-80, MTZ-82 tractor and the connecting rod bearing bore gives the actual diametral clearance in the connecting rod bearing.

The nominal clearance in the connecting rod bearings corresponds to 0.05-0.12 mm,
allowable gap - no more than 0.3 mm.

In cases where the surface of the bushings is in a satisfactory condition, the only criterion for the need to replace them is the size of the diametrical clearance in the bearing.

When assessing the condition of the D-240/243 engine liners by inspection, it should be borne in mind that the surface of the antifriction layer is considered satisfactory if there is no scuffing, chipping of antifriction material and inclusions of foreign materials on it.

Seals of the crankshaft of the D-240/243 engine of the MTZ-80, MTZ-82 tractor

To replace the collar of the rear seal of the D-240/243 crankshaft of the MTZ-80, MTZ-82 tractor, first remove the clutch and flywheel (Fig. 6.7).

After removing the crankshaft seal housing from the side of the rear sheet (Fig. 8), press out the cuff with a stepped mandrel.

When replacing the cuff of the front crankshaft seal, remove the front cover of the diesel engine (Fig. 9).

Rice. 6. Unscrewing the flywheel mounting bolts D-240/243 of the MTZ-80, MTZ-82 tractor

Rice. 7. Pressing the flywheel D-240/243 of the MTZ-80, MTZ-82 tractor

1 - back sheet; 2 - three-blade stripper; 3 - flywheel

Rice. 8. Removing the crankshaft seal housing D-240/243 of the MTZ-80, MTZ-82 tractor

1 - seal housing; 2 - diesel back sheet; 3 - bolt

Rice. 9. Removing the front cover of the D-240/243 diesel tractor MTZ-80, MTZ-82

We will sell a diesel engine D 240. Read more here

All pistons (piston group) have been replaced, the composition of the engine block is standard.

Crankshaft H2, crankshaft liners, gaskets, oil seals were replaced, bearings were replaced.

Fuel equipment after overhaul (plunger pairs and nozzles on injectors were replaced), the engine pressure reaches the limits.

After purchase, the piston internal combustion engine D-240 will have a three-month operating warranty, or 1000 hours.

The price is negotiable, discussed individually.

There are also many other engine models available, for example, YaMZ 236, SMD 31, D260 and so on.

Video diesel engine D 240, overhaul of the channel Artem Ivanov

Universal - row-crop tractors MTZ-80 “Belarus”, MTZ-82 “Belarus” have been produced by the Minsk Tractor Plant since 1974. The target at that time was the creation of a tractor with a capacity of 75-80 hp. traction class 1.4.

In the 2000s, the above models were significantly upgraded. The design of the tractor has received many changes. In particular, a new cab with a deeply modernized engine was installed. Production employees managed to achieve seventy percent unification of parts and assembly units, which is also important for the repair of MTZ 80, 82 tractors.

Having received a small rebranding, the tractors entered the market under the brands “Belarus-80” and “Belarus-82”, respectively.

The traditional layout of the MTZ-80 tractor is based on a semi-frame structure with supporting crankcases for transmission units. The engine has received a forward location. Rear drive wheels have a significantly larger diameter relative to the front idler wheels.

Four-wheel drive is an advantage of the MTZ-82 tractor.

The plant has developed several modifications of the above models, which differ from each other in type, transmission ratios, engine starting method, attachment points for attachments, external design, type of rubber used, size of agricultural clearance, installation of systems ensuring operation on steep slopes. However, the repair of the MTZ 80, 82 tractors differs slightly.

These are the most common tractors in the CIS, owners of four-cylinder four-stroke family 4CH11 / 12.5 (only models D-240 and D-243) produced by the Minsk Motor Plant with a semi-divided combustion chamber made in a piston, liquid-cooled, a preheater PZHB-200B was installed on some of the engines.

The working volume of the engine is 4.75 liters. Rated power 59.25 kW (80 hp), originally 55.16 kW (75 hp).

Starting the engine during the repair of the MTZ 80, 82 tractor is carried out by an electric starter (modifications D-240/243), or a starting engine PD-10 (modifications D-240L / 243L), with a rated power of 10 hp [6], with start blocking at included gear.

The rigid suspension of the rear wheels on the driving axles has terminal connections, which allows the track width to be continuously varied within 1400-2100 mm. Front wheels with semi-rigid suspension are also adjustable within 1200-1800, but in steps (100 mm step).

A practical guide for the current repair of tractors MTZ-80, 82

Operating manual BELARUS 80.1 / 80.2 / 82.1 / 82.2 / 82R (repair of the MTZ 80, 82 tractor)

Description and repair of tractors MTZ-80, 82

Tractors "Belarus" MTZ-80, MTZ-80L, MTZ-82, MTZ-82L (repair manual for tractors MTZ 80, 82 and their modifications)

Our company sells spare parts for various types of special equipment, trucks and agricultural equipment of domestic and foreign production, including spare parts for the D-240 MTZ engine... One of the directions of the enterprise's work is the repair and maintenance of engines, transmissions, steering, braking systems, running gear, hydraulic and electrical equipment. Working with us, you are guaranteed to receive an individual approach and expert advice, as well as high-quality spare parts and components at the lowest prices.

Repair of the cylinder block of the D-240 engine (MTZ)

The most frequently recorded cylinder block defects engine D-240 (MTZ) are as follows:

• the appearance of cracks on the water jacket of the block and on the bridges between the cylinders;
• the appearance of cracks on the elements of the oil line;
• wear, scuffing, deformation, as well as misalignment of the seats for the main bearing BC crankshaft bearingsengine D-240;
• wear of the fifth bearing of the main journal of the crankshaft, holes and seating surfaces of the camshaft bushings;
• the occurrence of wear on the seats for cylinder liners;
• wear of the interface between the cylinder block and the head.

Usually cracks manifested in the water jacket engine block D-240 (MTZ)are brewed. It should be noted that the existing adhesive chemical composites are not used for this purpose during the overhaul. Since the water jacket gets very hot during engine operation, the glue seam in such a place becomes fragile. However, the use of adhesive composites to seal cracks is permitted, but only as a temporary measure.

To eliminate wear, scoring, deformation and misalignment of the seats for the crankshaft main bearing shells, they are bored to the value of the corresponding repair size. This operation is performed on a special machine for boring cylinder block beds and camshaft bushings. Ovality of the inner seats of the main bearing shells is allowed, but not more than 0.025 mm.

Also, the deformed holes for the camshaft bushings are restored with a boring for the repair size on a special machine. After completing boring, bushings of the repair distributor are pressed into these holes. At this stage renovation it is necessary to ensure that the holes for the oil supply in cylinder block engine D-240 matched exactly with the same holes on the bushings.

For bed boring engine cylinder block D-240 a special boring machine is used for the crankshaft liners and camshaft bushings. Boring is carried out simultaneously with two boring bars.

The technology of boring for the corresponding repair dimensions is also used when restoring the performance of worn out landing belts for cylinder liners.

If at the mating point of the upper edge engine block D-240 (MTZ) with the cylinder head, the flat surface is warped by more than 0.08 mm, the surface must be sanded. For this, the cylinder block being repaired is placed in a special device and then the warped planes are ground with a flat grinding machine. Grinding is carried out until the warpage is completely eliminated.

Video (click to play).

It is also necessary to produce honing of the cylinder block of the D-240 engine... It is carried out using a fine-grained abrasive device attached to the honing head. In turn, the hona is located on the spindle of a special honing machine, which simultaneously rotates and reciprocates the head (hona).

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