Bukh DV 36-48 Workshop Manual
Bukh DV 36-48 Workshop Manual
Bukh DV 36-48 Workshop Manual
009W2329-R01
Contents
Section D … Flywheel
Section M … Camshaft
Section V … Maintenance
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A1
SECTION A
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A2
CONTENTS
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A3
Introduction
BUKH DV36 is a 3-cylinder, water cooled, 4-stroke diesel engine with direct injection, giving
an easy start at low temperatures, a low consumption of fuel and a low thermic load of the
cylinder head.
The engines are specially designed to comply with the heavy demands made on stability,
safety and environment now.
The technical structure of the engine with components and systems appears from the
individual sections of this workshop manual and therefore this introduction contains no
descriptions of this.
Being a 3-cylinder engine, DV36 is a naturally low level of vibration compared to 1- and 2-
cylinder engines, but in order to obtain a further improvement of the vibration level, the rotating
weight system has been continued on DV36 as it is known with great success from DV10 and
DV20. DV36 with the anti-vibration system is thus free from unpleasant vibrations and may
correctly be described as the less vibrating engine on the market.
DV36 is supplied either with sail-drive (type DV36SME) or with BW7 gear (type DV36ME). The
type description S = saildrive, M = marine gear and E = with electric start.
The temperature of the exhaust gas is for DV36 max. 550°C, which is about 100°C below
corresponding engine outputs on the market.
DV36 is delivered as standard with direct seawater cooling but may be alternatively be
delivered with heat exchanger built integral with water cooled exhaust, keel cooler or radiator
cooler.
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A4
LUBRICATING SYSTEM
TYPE OF LUBRICATING OIL PUMP ...................... ................................... ROTARY VANE PUMP
LUBRICATING OIL PRESSURE: WARM ENGINE / MINIMUM ................. 2-4.5 Bar / 1 Bar
LUBRICATING OIL QUALITY ................................ ................................... SERVICE CC or CD
o
LUBRICATING OIL VISCOSITY.... BELOW +5 C ...................................... SAE 10 or SAE 10W-30
BETWEEN +5oc and +25oC ................ SAE 20 or SAE 15W-40
ABOVE +25oC . ................................... SAE 30 or SAE 15W-40
LUBRICATING OIL CONTENT INCL. FILTER........ ................................... 4.9 Litres
LUBRICATING OIL FILTER .. ................................ ................................... THROW AWAY FILTER INSERT
ZF BW7 MARINEGEAR
LUBRICATING OIL QUALITY ................................ ................................... API CC or CD, MILL-L-46152
LUBRICATING OIL VISCOSITY.............................. ................................... SAE 30 or SAE 15W-40
LUBRICATING OIL TEMPERATURE...................... ................................... MAX. 120oC
LUBRICATING OIL CONTENT ............................... ................................... 1.1 Litres
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A5
ELECTRICAL SYSTEM
BATTERY VOLTAGE / CAPACITY ............................................................ 12 VOLT / 88 Ah
STARTER TYPE / OUTPUT ....................................................................... GEAR DRIVEN / 1.0 KW
ALTERNATOR TYPE/ OUTPUT ................................................................ BELT DRIVEN / 700 W
ENGINE STOP ........................................................................................... SOLONOID / MANUAL
RELAY ........................................................................................................ ELECTRONIC, BUILT ON
TORQUES
CYLINDER HEAD BOLTS/BEARING TOP SECTION ................................ 118 +/- 5 Nm (12 +/- 0.5 Kpm)
CONNECTING ROD BOLTS . .................................................................... 69 +/- 3 Nm (7 +/- 0.3 Kpm)
FLYWHEEL/COUNTERWEIGHTS ... .......................................................... 147 +/- 7 Nm (15 +/- 0.7 Kpm)
FLEX. COUPLING .................. .................................................................... 61 +/- 3 Nm (6.3 +/- 0.3 Kpm)
ASSEMBLY OF FUEL VALVE .................................................................... 59 +/- 3 Nm (6.0 +/- 0.3 Kpm)
BRACKET FOR ENGINE SUPPORTS ....................................................... 69 +/- 3 Nm (7 +/- 0.3 Kpm)
GEARBOX .............................. .................................................................... 25 +/- 5 Nm (2.5 +/- 0.5 Kpm)
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A6
In this manual we have maintained on the drawings some numbers which are also spare part
numbers. However, this manual is not to be regarded as a spare parts catalogue but only as
helping guidance for correct identification of parts.
In the daily service work, some of the parts must be replaced after the number of hours stated
in the owner´s manual and in this book, and therefore we have made the following table:
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A7
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A8
Results of Measurement
The below curves indicate results of measurements at 762 mm Hg and a room temperature of 26 °C.
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A9
Longitudinal Section of DV36
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A10
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A11
The below diagram is normative and not binding in any way as many different circumstances
influence the result, especially the type and shape of the boat, the propeller and its placing as
well as the horse power of the engine.
Seek the scheme to the right of the intersection between the actual length in the waterline of the
ship and the total weight.
Draw a straight line between this point (the intersection) and the fixed point in the bottom left corner.
Where the line of the desired speed crosses the straight line, you can read the required horse
power vertically below.
If you know three of the specifications, you can by means of these schemes find the fourth one.
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B1
SECTION B
LIST OF TOOLS
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B2
CONTENTS
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B3
Part of the tools are special tools which can be ordered from the spare parts department at
BUKH.
We have indicated the fields of application for the special tools in this manual.
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B4
36 mm socket spanner
5 mm Allen key -
6 mm Allen key -
7 mm Allen key -
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B5
Part of the mentioned special tools can be manufactured without too much trouble at the
dealer´s workshopin periods outside the boat season. Therefore we have made sketches at
page B6 of each individual mounting punch with dimensions.
Slip-on ring for mounting of pistons is not illustrated but is manufactured of a worn out
cylinder liner or another piece of work pipe. Cut the cylinder liner so that you get a piece
being about 100 mm high, the turn it conical inside the liner or pipe.
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B6
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C1
SECTION C
CYLINDER HEAD
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C2
CONTENTS
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C3
Exploded view of cylinder head
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C4
Valve adjustment
The clearance of the inlet and exha ust valves should be adjusted at 0.3 mm w hen the
engine is cold and the clearance of the valves should always be checked after tightening-
up of the c ylinder head. The valv es are adj usted when the pisto ns are alternately at their
highest point in the working stroke.
Adjust the valves by loosening the counter nut A which makes it possible to adjust the
clearance by means of the adjusting screw B.
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C5
7. Loosen the top bolts, after which the cylinder head can be lifted out of the engine block.
8. Refitment of the cylinder head is made in reverse order and the bolts are tightened
evenly at a torque of 118±5 Nm (12±0.5 kpm). Tighten in the order shown on the
skeleton diagram below.
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C6
4. Knock out the tube pin and washer in one of the shaft ends.
5. Then the rocker arms and the intermediate springs can be taken out.
Furthermore, a common shaft for decompression is fitted on the three rocker arm
columns.
For a possible removal of the shaft, remove first the pins going down on the rocker arms
at decompression, after which the shaft can be pulled out.
When adjusting, adjust the pins so that you faintly see a single groove of the pin thread
(about 1.5 mm free pin) just on the side facing the rocker arms.
When fitting the top cover, ensure that the slot in the decompression handle in the top
cover mesh with the corresponding pin on the decompression shaft.
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C7
3. Fit the new bushing as shown below paying special attention to the position of the
bearing joint and the oil grooves.
4. When fitted, calibrate the bearing bush so that the tolerance ø19-R7 is observed.
Do this either with a calibration ball or with a reamer having the mentioned tolerance.
5. After refitting the rocker arm, check the axial play with a feeler gauge. The axial
play may be 0.1 – 0.2 mm.
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C8
The fuel valves are removed by loosening the clamping nuts for the flanges A as indicated on
the sketch below after removal of the inlet and return pipes of the fuel valves.
The drawing at the bottom right-hand side indicates the placing of the fuel valve in proportion
to the piston.
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C9
The nozzle holder inserts are placed in the cylinder head and form – a the name indicates –
an insert for the placing of the fuel valves in the cylinder head.
The nozzle holder ins erts can be replace d, which demands that the sp ecial tools below for
flanging (piston and backstop) are used and that t he surfaces are treated as indicated on the
drawing.
Remove the old nozz le holder inserts by bor ing-up the flanged end of the nozzle holder
inserts with a ø8 – ø9 mm drill, and then k nock out the nozzle h older inserts with a 10 mm
punch.
After having fitted the new nozz le holder insert s, test the cylinder head for pressure with
water in order to check the flanged seals.
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C10
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C11
Valve springs
Six identical springs for inlet and exhaust valves, respectively, are fitted in the cylinder head.
The springs are identical in both ends, and therefore fitting up or down is of no importance.
The springs are locked in their position in proportion to the valve stems by means of two
conical halves for each valve spring and guided by a guide for valve spring and a
corresponding disc, respectively.
The valve springs are removed by compressi ng the valve springs and removing the c onical
locking halves with s pecial tools or the like so the valves are cut off fro m following the
movement of the springs.
When refitting the valve springs, make sure t hat the conical loc king halves are correctly
placed in their trace on the va lve stems. This can be done by knocking gently with a plastic
hammer on top of the valve stem while the cylinde r head is lifted from t he file bench so that
the valve heads can move so as to be clear of the valve seats.
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C12
Replace the valve guides whic h are pressed into the cylinder head if the tolerance is
exceeded because of wear and tear by 0.05 mm. Check the measure with a ø9 – H7 internal
gauge according to the drawing below of the valve guide.
Fit new valve guides according t o the drawing on page C13. Before fitment, heat the cylinder
head in an oven or heat it in boiling water and cool down t he valve guides in a deep freezer
or otherwise.
After fitment of new valve guides, broach the bore of the valve guides with a broach in order to
remove possible ups ettings from the fitti ng. Use a broach ø 9 – H7 for the broaching.
009W2329-R01
C13
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C14
The stuffing box is as shown schematically on the drawing below and consists of:
The stuffing box compensates for wear and tear of the valve guides so that the lubricating oil
consumption because of leaky valve guides is reduced to a minimum.
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C15
Replace the valves if they are so damaged that a refacing with special tools and subsequent
grinding are impossible without exceeding the tolerances indicated on page C18 and C19.
A refacing of the valve seats with fixed guide should always be made if the valve does not
function satisfactorily.
After replacement of valve or valve seat, grind together with abrasive compound seat and valve
so that total tightness is obtained. It is an indispensable condition for the compression of the
engine that this work is performed carefully.
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C16
Exhaust valve
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C17
Inlet valve
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C18
Grinding of valves
1. Place the cylinder head with the valve seats upwards. Block the cylinder head so that
the valves fit tightly against the seats and can be turned freely by means of a rubber
suction disc or the like.
2. Apply abrasive compound to valve and seat, after w hich grinding can tak e place.
3. When grinding, turn the valve by means of the rubber suction disc in various directions
while fitting it at the same time with an equal pressure against the seat. When
grinding, lift frequently the va lve and spread all over the seat the abrasive c ompound
applied.
4. You can c heck whether the valve is ti ght by cleaning off the abrasive compound
carefully by for exam ple cleaning liquid. Then make 4 pencil m arks staggered 90
degrees from each ot her on the c ontact face of the valve. Insert the valv e and turn it
about 20 degrees. If the valve is tigh t, the marks will have disappeared.
5. Before refitment in the cylinder head, cl ean the valve carefully for abrasive compound
and apply a thin coat of oil to it. Do the same with regard to the valve seat.
Clearance between valve stem and valve guide ......... 0.050 – 0.077 mm
The valve stems have been specially treated and therefore they must not be ground.
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C19
2. Place a lead plate or an annealed copper plate between the cylinder head and a bent
chisel and knock out the valve s eat ring with this (crowbar princ iple) by stic king one
end of the chisel under the rear edge of the valve seat ring.
Before fitting new valve seat rings, clean the bores in the cylinder head for same and check
that the holes are not oval.
Then warm up the cylinder head in hot water to about 100° C (212° F), after which fit, by
means of a punch, the valve seat rings having been cooled down beforehand in nitrogen or
carbon dioxide.
When fitting the valve seat rings, the difference of temperature between cylinder head and
valve seat ring is to be 220 – 250° C (430 – 480° F).
DO NOT KNOCK IN THE VALVE SEAT RING VIOLENTLY. ONLY ACTIVATE THE
PUNCH WITH A RATHER GENTLE BLOW IN ORDER TO FIT THE VALVE SEAT RING.
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C20
The cylinder head gasket is made from “Grafos eal” (Asbestos free) which is an expanded
graphite which is strengthened with a special 0.2 mm carbon steel inlay.
When replacing the cylinder head gasket, the grooves in the cylinder head must be
completely clean to obtain tightness.
If the cylinder head has been removed several time s, the metal around the studs may have
risen which can be checked by m eans of a straight-edge. If the me tal has risen, it must be
planned.
Drwg. 000E4789
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C21
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C22
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D1
SECTION D
FLYWHEEL
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D2
CONTENTS
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D3
1. Mark the flywheel in propor tion to the crankshaft out of consideration for the other
marking of the outer diameter of the flywheel.
2. Slacken the V-belt for the charging alternat or and take it clear of the V-belt pulley of
the flywheel.
3. Remove the six bolts securing the flywheel to the crankshaft.
4. Lift off the flywheel.
Refitment is to be carried out in reverse or der. Smear the bolts with some Loctite or
something similar and tighten them with a torque of 147±7 Nm (15.0±0.7 kpm).
When dismounting the flywheel please note to fit the flywheel in the same position as before.
This only due to the timing marks on the flywheel and not due to the balance of the flywheel.
Drwg. 000E4931
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D4
2. Saw with a hacksaw as far int o the gear rim as possible without damaging the
flywheel.
5. Heat the new gear rim gradually to about 225°C (dark blue) and fit it. Make sure at the
fitting that the gear rim lies true against th e recess and that the chamfered edge turns
towards the starter engine.
Drwg. 008E7312
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E1
SECTION E
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E2
CONTENTS
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E3
2. Slacken the attachment of the end cover in engine block as well as in oil sump.
4. Remove the end cover considering the guide spindles of the cover.
.
Mounting of front end cover
The mounting is carried out in reverse order of the dismounting, i.e. the tightening arrangement for
shaft for rotating weight is to be mounted last.
As will appear from the drawing overleaf the weight is marked in relation to a corresponding mark
on the gear wheel of the crank.
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E4
The seal ring can be replaced without dismounting the front end cover. It is, however, necessary to
dismount the flywheel.
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G1
SECTION G
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G2
CONTENTS
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G3
The gear-wheels are in the gear with each other through an intermediate wheel. The sketch
below indicates the marking of the gear-wheels which have been marked in relation to each
other so that their position to each other may easily be observed when being repared.
3. Slacken the attachment of the end cover on engine block and oil sump.
4. Dismount the hand start and lower the chain into the end cover (see page G10).
5. Slacken the shaft seals for intermediate wheel and rear rotating weight and remove
the end cover.
6.
7.
8.
009W2329-R01
G4
After the intermediate wheel has been placed on the shaft, and after the timing marks – as
indicated overleaf – have been adapted for the corresponding marks, the chain wheel for
hand start should be mounted on the same shaft.
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G5
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G6
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G7
Mount the rotating weight on the shaft pressed into the engine block and the tooth marking in
relation to the intermediate wheel should be observed.
After the end cover has been mounted, the tightening for shaft should be mounted in
accordance with the drawing below.
The tightening consists of two washers of different thickness and a fibre ring.
009W2329-R01
G8
Bushes have been mounted in both rear rotating weights as well as in the intermediate wheel.
These bushes can be replaced in case of wear and tear.
After the new bushes have been pressed in these should be calibrated with a ball or be reamed
with the correct measures and clearances as indicated on the drawings on page G5 and G6 for
rear rotating weight and intermediate wheel respectively.
A seal ring is mounted in the rear end cover in order to avoid leak of lubricating oil at the outlet
of the crank through the rear end cover.
It is possible to replace the seal ring without dismounting the end cover after the gearbox with
intermediate guard has been dismounted.
The mounting is carried out in reverse order of the dismounting, as the chain for hand start is to
be mounted on the chain wheel and then to be pulled up through the hole in the end cover with
a piece of string or the like, and here the hand start is to be ready-mounted later.
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G9
Chain adjuster
The chain adjuster is self-adjusting and thus it does not require any adjustments in connection
with repairs in the end cover during which the chain is to be dismounted.
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G10
Hand start
The chain case is bolted on to the rear end cover, as indicated on the drawing below.
When dismounting remove the covers “A”, and this results in the chain being slackened and
then the chain wheel and shaft can be taken out.
Mounting is carried out in reverse order and it should be taken care that the O-rings for oil-
tightness are correctly placed in the grooves on the chain wheel shaft.
Dismount the chain case from the end cover by removing the bolts “B”.
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H1
SECTION H
FUEL SYSTEM
009W2329.XLS
H2
CONTENTS:
009W2329.XLS
H3
1. Dismount the bilge pump for lubricating oil from engine and gear.
3. Take off the gear-wheel of the pump by slackening the clamping nut on the shaft of the
pump and pull off the gear-wheel.
4. Slacken the nuts in the flange of the pump and take out the pump.
WORKSHOPS
009W2329.XLS
H4
2. Mark the flywheel in this position in relation to the arrow mounted on the front edge of
the engine.
3. Measure 86 mm. arc measure from the TOP mark (to the right, when the flywheel faces
you).
009W2329.XLS
H5
a. Adjust the key on the conical shaft of the pump so that it flushes with the outlet hole
B to the fuel valve for cylinder No. 3.
b. Remove the screw X and mount a dial indicator with a special sensing element
instead by means of a special holder for dial indicator.
d. Mount the flywheel for the pump loosely and turn it to the left, seen from the gear-
wheel side until the dial just indicates within the range of 0.01 mm.
5. Mount the pump on the engine by means of two nuts with washers and spring washers
so that the nuts are placed about the middle of the oblong holes in the flange of the
pump.
6. Mount the gear-wheel for the pump through the hole on the opposite side of the pump.
Fasten the gear-wheel on the conical pump shaft by means of a nut.
7. Mount the flange above the hole for mounting of the gear-wheel of the pump.
8. Mount the dial indicator again at the same place and in the same way and push it 2.0
mm in.
9. Turn the flywheel back from the 86 mm arc measure to 6 mm*) arc measure before the
TOP mark. The indicator is then to show 1.0 mm variation (1 turn).
If this is not so, fine-adjust either by moving the gear-wheel one tooth in relation to the
intermediate wheel (when indicating more than 0.7 mm) or by adjusting the placing of
the clamping nuts in the oblong holes in the flange of the pump (when indicating less
than 0.7 mm).
*)
According to the Service information SI0601, the arc measure has been changed
from 6 mm. to 20 mm. from engine no. 8395.
009W2329.XLS
H6
1. Feed pump
2. Drive shaft
3. Gear-wheel
4. Thrust washer
5. Governor shaft
6. Governor bush
7. Holder
8. Governor weight
9. Governor spring
10. Timing lever
11. Adjusting screw (idling)
12. Adjusting screw (max. r.p.m.)
13. Stop lever
14. Overflow throttle
15. Correcting lever
16. Bolt
17. Adjusting screw (full load)
18. Idle spring
19. Clamping arm
20. Starter spring
21. Starting lever
22. Delivery valve holder
23. Distributor piston
24. Governor slide
25. Fuel chamber
26. Cam disc
27. Injection timing piston
28. Roller cage
29. Lift pump
30. Fine filter
31. Pressure control valve
009W2329.XLS
H7
Fuel System
The fuel is pumped by a lift pump (29 from the tank via a fine filter (30) to the internal wing
feed pump. This feed pump gives a constant quantity/revolution.
Through the pressure control valve (31), after the feed pump, a pressure is produced. Most
of the fuel flows through the pressure control valve back to the suction side. The remaining
part of the fuel flows through the inner chamber of the pump (fuel chamber) (25) to the high
pressure chamber of the distributor head and then it is led to cooling and bleeding and then
back to the tank through the overflow throttle (14).
The distributor piston (23) is activated by the drive shaft (2). By means of the cam disc (26)
and the rollers in the roller cage (28) the piston obtains an axial motion besides the rotary
motion.
The delivery (high pressure) takes place by means of the axial motion of the piston. The
distribution to the individual outlets (22) is through a slit in the distributor piston.
The injection stops when the governor slide (24) disengages the transversing hole in the
distributor piston. The fuel flows back into the fuel chamber of the pump (25).
009W2329.XLS
H8
The centrifugal governor is placed in the upper part of the fuel pump.
The holder (7) with gear-wheel is placed on the governor shaft (5) and is driven by the drive
shaft (2) via the gear-wheel (3) and a rubber shock absorber (vibration damper).
Four weights (8) are mounted in the centrifugal weight holder. They press on the axially
displaceable governor bush (6) via a thrust washer (4) with their pressure arms.
The governor arm group consists of starting lever (21), clamping arm (19) and correcting lever
(15). Starting lever and clamping arm are placed in the pump housing. In this way it is possible
to adjust the full load quantity by the adjusting screw (17) without influencing th adjustment of
the revolutions.
A leaf spring is placed on the starting lever (21) and it works as a starter spring. An axially
displaceable bolt (16) with idle spring (18) is placed in the upper part of the clamping arm (19).
The governor spring (9) is fixed in this bolt. The tension of the governor spring can be changed
by the timing lever (10). The starting lever (21) has a ball in the lower part connected with the
governor slide (24).
Injection Timing
On the under side of the fuel pump, at right angles in proportion to the longitudinal axis, the
spring-loaded injection timing piston (27) is. The roller cage (28) is turned influenced by the
feed pump pressure and via a mechanism. The injection timing is thus adjusted depending on
the revolutions.
009W2329.XLS
H9
The revolutions of the engine are transmitted by the drive shaft (2) through gear-wheel to the
governor weights (8) and are transformed into centrifugal force there.
With stopped fuel pump, the starting lever (21) and the governor slide (24) are pressed into start
position by the starter spring (20). Through this automatic ful volume, when starting, is obtained.
When the r.p.m. of the engine goes up after start the function of the weak starter spring (20) is
taken over by the pressure from the governor bush (6). By this the starting lever (21) is pressed
against the clamping arm (19) and the starting volume is automatically declutched as the governor
slide (24) is displaced.
By setting the governor spring (9) more or less with the timing lever (10) a lower or higher r.p.m.
is adjusted. The idle spring is pressed together.
The idling volume is adjusted by the adjusting screw (11) and the full load volume by the adjusting
screw (17).
The pump is stopped by means of a stop magnet built on to the fuel pump (not shown on the
sketch). This magnet closes the inlet port to the high pressure chamber in the distributor head at
electrical activation resulting in a dead stop magnet.
009W2329.XLS
H10
The fuel lift pump is a diaphragm type and is placed at the upper side of the rear end cover.
The pump is sealed and cannot be dismantled for repair or cleaning. It is driven by the
camshaft.
Workpressure is 35 – 55 kPa.
A hand pump is fitted, which can be used for priming and bleeding by standing engine.
After priming the lever must be put in neutral position, where it is locked. If priming
not is effective, it may be caused by the driving cam being in top position. The engine must
be turned to bring the cam in bottom position.
009W2329.XLS
H11
Fuel Filter
The fuel filter used is a Bosch disposable one mounted to the port side on the front of the
engine.
The filter cannot be cleaned, but has to be changed every 300 operating hours, or if water
contamination is suspected.
Unscrew the filter casing by hand after the filter casing has been emtied for fuel via the
drain screw in the bottom of the filter casing.
Before fitting of a new filter the sealing surface of the filter casing should be cleaned. The
filter casing should now be filled with clea fuel before it is screwed on and tightened about
half a turn after the sealing surface fits tightly.
After changing the filter bleed the fuel system by actuating the manual handle on the fuel lift
pump and pump until the fuel, free from bubbles, runs out at the vent screw on the top of
the fuel filter. Tighten the screw and loosen the fuel pressure pipes at their connection on
the fuel valves and pump again with the fuel lift pump until fuel, free from bubbles, runs out
from the fuel pressure pipes.
009W2329.XLS
H12
The fuel valves are mounted in the cylinder head and are
secured here with tightening bars which are loosened when
dismounting the fuel valves.
*)
According to Service information SI0601 the fuel valve has
been changed from 610B9120 (opening pressure 184 Bar)
to 610B9250 (opening pressure 230 Bar) from engine no.
8395 and again changed according to SI1102 from
610B9250 (opening pressure 230 Bar) to 610B9220
(opening pressure 210 Bar) from engine no. 8845.
009W2329.XLS
H13
Causes and Remedies of the Fuel Pump
009W2329.XLS
IJ1
SECTION IJ
009W2329-R01
IJ2
CONTENTS
009W2329-R01
IJ3
Disassembling of Pistons and Connecting Rods
1. Drain off the cooling water and the lubricating oil from the engine.
2. Dismount the cylinder head (see section C).
3. Remove any wear or soot edge which may be at the top of the cylinder liner with a scraper.
4. Turn the engine “upside down”.
5. Remove the oil pan.
6. Unscrew the connecting rod nuts and remove the bearing cap from the connecting rod.
7. Fit the connecting rod bolts with protective caps (soft plastic hose or the like) in order
to avoid the crank being damaged.
8. Turn the piston in top position and press out the piston and the connecting rod of the
cylinder liner. The crank must be in the exact top position.
Note! On later engines the connecting rod nuts have been replaced by unbraco
screws and therefore item 7 can be omitted.
4. Lower the piston and the connecting rod down into the cylinder liner by means of the slip
ring and do observe that the piston ring gaps are staggered. It should further be checked
that the recess in the piston head is turned towards the fuel valve. Before fitting the
pistons and connecting rods lubricate the crank journals abundantly with lubricating oil.
8. Tighten the connecting rod nuts with a torque of 69 +/- 3 Nm (7 +/- 0.3 kpm). Use self-
locking nylon nuts for the connecting rod bolts and replace the nuts after each
disassembling of the connecting rod.
Note! The numbers on the connecting rod must be placed as before the disassembling
of the engine and the numbers on the connecting rod and bearing cap must fit.
The bearing cap and the connecting rod are guided by two balls which you must have
in mind when assembling.
009W2329-R01
IJ4
Exchange of Pistons
If the pistons are scored or very worn, exchange them for new ones.
4. Place the new pistons upside down. Pour a little spirit into them and light it.
The heating can also take place on a boiling plate.
5. When the piston has reached a temperature of about 100°C, smother the fire. Place the
connecting rod in the piston before the oiled gudgeon pin is pushed in.
It is recommended to cool down the gudgeon pin first, e.g. in a deep freezer or by means
of nitrogen or carbonic acid, if it is possible.
Carefully observe that the piston is placed correctly in proportion to the numbering on the
connecting rod.
009W2329-R01
IJ5
Measurements for Piston
009W2329-R01
IJ6
009W2329-R01
IJ7
Piston Ring 1 (Please note page IJ4)
009W2329-R01
IJ8
Piston Ring 3 (Please note page IJ4)
009W2329-R01
IJ9
The wear of the piston rings ca n be seen by measuring the piston ring gap, and the piston rings
must be changed when this is max. 2.0 mm (0.0787 inch).
2. Remove the piston rings either by a spec ial pair of tongs or by m eans of two piec es of
string which have been folded. With the clos ed ends around the ends of the piston rin g,
the piston ring is extended and can be lifted clear of the piston.
The mounting is carried out in the reverse order after the piston ring grooves have been
cleaned. Rotary steel brushes or a steel scrapers should not be used as cleaning tools.
Each piston has three piston rings: two compre ssion rings and one oil scraper ring as shown
on the drawing page IJ4. The upper compre ssion ring are shown on page IJ 7 the lower
compression ring is a so called M-ring and the oil scraper ring is shown on page IJ8.
If heavy wear of the piston pin bearing in the connecting rod is found, it may be necessary to
exchange it. Particular attention should be paid when exchanging, as the bearing must be calibrated
to correct roundness and clearance after the fitting. This is either done with a calibration ball, as
indicated on page IJ10, or with a reamer with the tolerance mentioned.
009W2329-R01
IJ10
Arrangement of Connecting Rod
009W2329-R01
IJ11
The connecting rod bearings are in two parts and consists of two steel shells in which a thin layer of
bearing metal is cast.
The connecting rod bearings must be exchanged if they are scratched or if the “red” layer between
the bearing metal and the steel shell can be seen faintly.
When grinding the crank journal, connecting rod bearings can be supplied in following undersize:
0.6 mm (0.02362inch) (see section L).
009W2329-R01
IJ12
Cylinder liner
The bore of the cylinder liner is 85.000 – 85.020 mm (3.3464 – 3.3472 inch). The cylinder liner must
be exchanged when it is worn max. 0.3 mm (0.012 inch).
Place a new piston ring in the upper end of the liner where this is not worn. Measure the piston ring
gap with a feeler gauge. This will be e.g. 0.3 mm (0.012 inch). Place the piston ring lower in the liner
where it is worn and measure the piston ring gap again which is now e.g. 0.9 mm (0.0354 inch).
The wear of the liner is then (0.9 – 0.3) / 3 = 0.2 mm. That is: Largest measure less smallest measure
divided by 3 (approximate value for ¶).
The cylinder liner can also be measured with a cylinder template gauge.
3. Cover the connecting rod journals with a piece of oil paper or plastic.
4. Pull out the cylinder liners with a special tool or place the engine block on the side and knock out
the cylinder liners carefully with a wooden block as filling piece. Knock the liners from the bottom
and upwards.
The rubber rings of the lower edge of the cylinder liner must be renewed at each disassembly and
they must not be twisted when mounting.
The rubber rings and the collar may be supplied with a thin coat of jointing paste at the mounting.
When the above things are in order put back the cylinder liner in the engine block – by means of a
wooden block.
After the mounting you must check the clearance of the liner above the engine block. This clearance
must be 0.10 – 0.20 mm (0.0039 – 0.0079 inch).
009W2329-R01
IJ13
009W2329-R01
L1
SECTION L
CRANKCASE, CRANKSHAFT,
MAIN BEARINGS AND OIL SUMP
009W2329-R01
L2
CONTENTS
009W2329-R01
L3
Dismounting of crankshaft
1. Remove the cylinder head with manifold (see section C page 4).
2. Dismount the flywheel (see section D page 3).
3. Dismount the gear (see section R page 3).
4. Dismount the rear end cover (see section G page 3).
5. Turn the engine upside down.
6. Remove the oil sump.
7. Dismount the pistons and the connecting rods (see section IJ page 3).
8. Dismount the front end cover (see section E page 3).
9. Remove the bearing caps and lift out the crank.
The mounting of the crankshaft takes place in reverse order, the bearing caps being fastened
at a torque of 12 kpm (86.8 ft.lbf). Further make sure that the two thrust collars are correctly
fitted in accordance with the drawing below.
As will appear from the drawing below, the caps are stamped in proportion to corresponding
part of the engine block. Observe this marking when disassembling.
009W2329-R01
L4
The drawing below shows the rear part of the crank with screwing-on of the counter weights of
the crankshaft.
009W2329-R01
L5
009W2329-R01
L6
The front gear-wheel on the crank drives the front rotating weight and is marked in proportion to
this and in accordance with the drawing below.
The gear-wheel has been shrinked on the shaft. When shrinking on a new gear-wheel there
should be a difference of temperature between the crankshaft and the gear-wheel of 231 C.
009W2329-R01
L7
009W2329-R01
L8
Repair dimensions of crankshaft
The crankshaft is made of drop-forged, heat-treated steel. Thus it is possible to gring the
crankshaft without subsequent surface treatment.
The crankshaft must never be repaired with hard chromium-plate or metal feeding, but only by
grinding in accordance with the below mentioned measures and tolerances to which we supply
undersize bearings.
The crankshaft should be ground, if it is oval and the smallest diameter is 0.05 mm (0.002 inch)
below the diameter it had when leaving the factory.
Main bearings
The engine is fitted with four two-piece main bearings as shown on the drawing below.
The bearings must be changed when the “red” layer under the bearing metal can be seen
faintly, or if the bearings are much scratched.
009W2329-R01
L9
Oil Sump
The engine is fitted with an oil sump of cast iron. The oil sump is fixed to the crankcase and is
ensured correct position to this by means of guide pins.
Under the oil sump the suction strainer for the lubricating oil system is placed and pipe
connections for it.
The oil sump with pipe arrangement for lubricating oil system is shown on the drawing below.
009W2329-R01
M1
SECTION M
CAMSHAFT, COMPLETE
009W2329-R01
M2
CONTENTS
009W2329-R01
M3
Camshaft
The camshaft runs in borings in the engine block, and it has been forced-lubricated through
grooves bored in the engine block.
A bush for the camshaft is fitted in the front end of the engine block. There is a hole for lubricating
oil inlets in this bush.
The camshaft is fixed on to the engine block at the flange “A” on the sketch below.
The cams which are casted together with the camshaft are made of hardened steel.
When dismantling the camshaft remove gear and rear end cover as stated in sections R and G.
Then loosen the camshaft at the flange “A” on the sketch below and take it out.
009W2329-R01
M4
The guides for push rod may be fitted from under side or from top side of the engine block.
009W2329-R01
M5
Gear-wheeI of camshaft
The camshaft gear-wheel is equipped with a single mark for its correct position in relation to
the rear rotating weight and a double mark in relation to intermediate wheel (see instructions
in section G page 3).
009W2329-R01
M6
Drawing of pushrod
009W2329-R01
M7
009W2329-R01
N1
SECTION N
009W2329-R01
N2
CONTENTS
009W2329-R01
N3
The engine is lubricated through a pressure l ubrication system. The lubricating pump driven
by the camshaft sucks oil from the oil sump th rough a strainer. From the lubricating pump
the oil is pressed through a fine filter to the respective lubr icating points through oil ducts
bored in the goods. A reduction valve in the lubric ating system secures that the oil pres sure
is kept between 2.0 and 4.0 Bar at hot engine and max. revolutions.
The pressure relief valve is fitted on the front of the engine in bore in the engine block in vertical
position in the same side as the lubricating oil filter. The valve is built up as shown on the drawing
below, and the purpose of this valve is to reduce the lubricating oil pressure to 2-4 Bar before this
goes out into the system.
Min. lubricating oil pressure at idling and with warm engine is 1.0 Bar.
The lubricating oil pressure can be adjusted by means of intermediate washers as shown on the
drawing.
Dirt in the pressure relief valve may result in a low lubricating oil pressure and thus the piston
000E5035 should be taken out and cleaned if necessary.
009W2329-R01
N4
009W2329-R01
N5
009W2329-R01
N6
The lubricating oil pump is placed below the rear end cover and actuated via the rear gear-wheel
of the crank and a gear-wheel fixed to the shaft of the pump.
The pump is an Eaton pump with star rotor and life ring.
When the engine runs at full speed, the pump runs 4000 r.p.m. and thus supplies 33.15 litres
lubricating oil per minute to the lubricating oil system.
3. Loosen the three fixing bolts of the lub. oil pump frfom the engine block.
4. Pull the free lub. oil pump from the pipe connections in the oil sump and lift it clear.
5. Loosen the bolts on the front cover of the lub. oil pump and then it can be dismantled.
009W2329-R01
N7
The standard engine is equipped with a lubricating oil cooler, fitted as shown on the drawing below.
On the water side the cooler is connected between the cooling water pump and the cooling water
suction hose, and on the oil side it is connected to the outlet of the lubricating oil pump to the
lubricating oil system.
The end pieces “A” of the cooler consists of two profile-cast rubber tubes fastened to the cooler and
the cooling water pipes with clips “B”. The cooler “C” consists of a nest of pipes through which the
cooling water passes, whereas the lubricating oil runs round the pipes.
As the lubricating oil pressure is higher than the cooling water pressure, the cooler should be
examined by pressure testing and inspected for corrosions in case of loss of lubricating oil without
external visible leaks.
3. Loosen the clips “B” on the inlet and outlet water pipes of the oil cooler.
4. Take off the cooler and dismantle it further by removing the profile-cast end pieces
fastened by clips.
009W2329-R01
N8
Normally a lubricating oil quality mark “Service CC” must be used, but for operation under
difficult conditions, i.e. frequent cold starting, short working periods, very varying load,
quality marked “Service CD” must be used.
Besides, quality marked “Service CD” must be used if the sulphur content of the fuel is
higher than 1 per cent.
The chosen viscosity of oil depends on the air temperature at the engine.
In air temperatures at the engine below 5°C viscosity SAE 10 is used or 5W/30 multigrade.
In air temperatures at the engine between 5°C and 25°C viscosity SAE 20 is used or
10W/30 multigrade.
In air temperatures at the engine above 25°C viscosity SAE 30 is used or 15W/40 multigrade.
As many lubricating oils today are multigrade the above should be used as a guidance for
choosing an oil with the correct spectrum of viscosity.
For lifeboat engines where cold start is required down to minus 15°C within 2 minutes
MOBIL OIL NO 1 or similar must be used for the engine as well as for the gearbox.
009W2329-R01
N9
When changing the filter clean the sealing surface on the engine block, if necessary, and
lubricate the rubber gasket of the filter with a little clean oil.
After changing the filter start up and check that the filter and the sealing surface towards the
engine are tight.
A difference valve is fitted in the filter, and this valve shuts out the lubricating oil from the filter so
that the oil is not cleaned any longer if the difference pressure is getting too high over the filter.
Various makes of oil filters can be used as e.g. the motor-car industry uses the filter type used,
as standard.
The BUKH filter used is of make Mann & Hummel type W9.30.
009W2329-R01
O1
SECTION O
009W2329-R01
O2
CONTENTS
009W2329-R01
O3
The engine can be c ooled by direct seawater cooling which is supplied as standard cooling
system. Alternatively freshwater cooling can be supplied as extra equipment and this c an be
arranged in three different ways: either with heat exchanger, keel cooler or with radiator
cooling. However, the latter will n ot be of i mmediate importance when using the engine as
marine engine and therefore it is not dealt with separately in this section.
Generally the basic design of engine as a marine engine does that indirect cooling will not be
benefitial unless the engine is us ed for more than 500 hours of r unning per year. However
other circumstances like use in proluted rive r and narrow waters can do that i.e. a keel
cooling system is recommended. Keel cooling is always used for Lifebo at Engines due to
SOLAS requirements.
In case of direct seawater cooling the seawater is drawn through the external strainer and the
lubricating oil cooler to the cooling water pump (Johnson type F5B9) from where the water is fed
through the cooling jackets of the engine before it – via the thermostate – is lead overboard
through the exhaust system.
In case of freshwater cooling with heat exchanger the engine is cooled by the freshwater which is
circulating in a closed system. The freshwater is cooled in the heat exchanger by seawater. With
freshwater cooling with heat exchanger it is necessary – out of considerationfor the capacity of the
seawater pump – to equip the exhaust system with a by-pass hose, as stated in section Y,
pages 8 and 9.
In case of freshwater cooling with keel cooler the freshwater also circulates in a closed system.
The freshwater is cooled by the freshwater cooling pipes being led out somewhere through the
bottom of the boat and fitted on the outside of the hull. Thus the pipes are cooled by the seawater.
The seawater is always circulated by a Johnson pump type F5B9, whereas the freshwater is
always circulated by a circulation pump with metal rotor. The Johnson pump must never be used
for circulating the freshwater as the temperature can be considerably higher when using freshwater
cooling than in case of seawater cooling. This causes braking down of and damage to the impeller
of the Johnson pump, the impeller being made from neoprene.
A higher operating temperature can be reached, having the effect that the running parts of the
engine will be less worn.
The engine block is not exposed to the corrosive actions of the seawater.
It is possible to add an anti-freeze solution to the freshwater in winter periods where you want to
use the engine.
The reason why the engine is not run at a higher temperature when seawater cooled is that the
salt in the seawater starts crystallizing at 70°C and this salt will settle in the engine block round the
cylinder liners and result in bad heat conduction and corrosions.
009W2329-R01
O4
1. Loosen the three screws marked B in the front cover of the pump and remove the
front cover.
2. Withdraw the neoprene impeller which is fitted on a multiple spline shaft.
3. The cam determining the characteristic of the pump can be exchanged now by
loosening the screw marked C.
4. Take out the washer and locking ring behind the impeller. Then loosen the bolt D in
the mounting flange.
5. Press the pump free of the cast intermediate housing (610G0250) with two
screwdrivers in the gap E. Take out the carbon ring stuffing box in the pump.
009W2329-R01
O5
Reassembly of pump
The pump should be assembled in the reverse order of the dismantling. Observe that the ball
bearings of the intermediate housing are filled with grease free from acid.
Fit the pump in the reverse order of the removal and check that the rubber gasket ring
marked H fits tightly.
009W2329-R01
O5A
After DV36 serial No. 1051 the outer dimensi ons of the Johnson cooling water pump have
been changed and the pump has been par tly simplified at the same ti me, as e.g. the carbon
ring stuffing box has been left out.
The type and the technical data of the pum p and height of the cam in ca se of direct seawater
cooling and indirect freshwater cooling respectively are the same for the new pump as for the
one previously used. Further the impeller is the same as t hat used on the previous pu mp. The
new pump can be used by excha nging the previous one if the pipe connections are changed
too.
009W2329-R01
O5B
5. Loosen the three screws marked 12 in the front cover and remove the front cover
marked 3.
6. Withdraw the neoprene impeller which is mounted on a multiple spline shaft.
7. The cam marked 5 determining the characteristic of the pump can be exchanged now
by loosening the screw marked 13.
8. Remove the wear washer marked 8.
9. Remove the locking ring marked 15.
10. Press out the pump shaft marked 2 of the pump housing with ball bearings marked 16
and gear-wheel.
11. Now the sealing rings marked 17 and the O-ring marked 18 and the washer marked
11 can be exchanged/removed.
For operation of the pump a gear-wheel ha s been shrinked ont o the pump shaft. The gear-
wheel is secured by key and tongue.
The gear-wheel can be pulled off the shaft by means of a special tool.
When fitting a gear-wheel there s hould be a difference of temper ature between the shaft and
gear-wheel of 236°C.
Reassembly of pump
To be c arried out in the reverse order of the dismantling and it should be checked that the
rubber ring marked 19 fits tightly aga inst the be aring surface of the flange marked 20.
009W2329-R01
O6
The circulation pump shown on page O7 is used for freshwater cooling, both when cooled by
heat exchanger and by keel cooling.
2. Loosen the pump from its fixing on the rear end cover and lift it out.
2. Pull out the circulation wheel 000E4933 with a special tool and now the washer
530Q9973 and the stuffing box 530Q9972 can be changed. The flexible stuffing box
cannot be repaired but has to be exchanged, if the contact face shows signs of
scratches or fractures.
5. Press out the shaft 000E5283 towards the open side. Now the individual ball bearings
and the seal ring 561B0201 can be changed.
The plug in the bottom of the pump is intended for draining off the water in the pump and the
pipes in case of periods of frost.
The pump is driven through connection with the shaft end from the Johnson pump.
009W2329-R01
O7
Circulation pump
009W2329-R01
O8
On the starboard side of the engine under the exhaust manifold there therefore are three
mounting holes for zinc anodes. As standard for seawater cooling zinc anodes have been
screwed into the two back holes as shown on the drawing below. There is no zinc anode in the
third hole as – due to the placing of the starter – there is no easy access to this plug during the
day-to-day running.
Change the zinc anodes as according to requirements which are influenced by the water in
which you are normally sailing. Usually it will be necessary to change the zinc anodes once a
year just before the first spring sail.
009W2329-R01
O9
Thermostate
For controlling the cooling water temperature the cooling water system is fitted with a
thermostate.
Dependent on the cooling principle the thermostate has different opening temperatures.
In case of direct seawater cooling the thermostate has an opening temperature of 50°C.
In case of freshwater cooling with keel cooler the thermostate has an opening temperature
of 80°C.
In all three cases the thermostate is placed at the exhaust manifold astern in starboard side of
the engine.
009W2329-R01
O10
The arrangement of header tank and heat exchanger fitted on the top of the water cooled
exhaust manifold is shown on page O11.
In case of keel cooling the arrangement only serves as header tank and from the factory it has
been prepared for this by changes in proportion to the use as heat exchanger/ header tank,
and directly it will not be possible to change the function from keel cooling into heat exchanger
cooling without buying a new header tank or heat exchanger/header tank prepared for the
purpose.
Further, exchange the element in case of corrosion or leaks, as it can not be recommended to
plug leaky pipes because of reduced heat conductivity.
If you want to continue to use the boat in periods of frost pour water/anti-freeze solution
through the cap of the header tank, depending on what temperature you want protection
against.
Before doing so drain off the freshwater from the engine through the drain plug in the
crankcase and through the drain plug of the circulation pump.
009W2329-R01
O11
009W2329-R01
O12
009W2329-R01
P1
SECTION P
ELECTRICAL SYSTEM
009W2329-R01
P2
CONTENTS
009W2329-R01
P3
009W2329-R01
P4
009W2329-R01
P5
009W2329-R01
P6
009W2329-R01
P7
Drg.no. 009V0053
009W2329-R01
P8
009W2329-R01
P9
009W2329-R01
P10
009W2329-R01
R1
SECTION R
ZF GEAR – BW7
009W2329-R01
R2
CONTENTS
Fitting of input and output shafts with shifting fork in gearbox ... page R 27
009W2295
R3
Gear Ratio
The BW7 gear which is used on DV36 has normally a reduction ratio of 3.0:1 for AHEAD and
2.36:1 for REVERSE.
For special purposes it can be delivered with a reduction ratio of 2.47:1 for AHEAD and
2.36:1 for REVERSE.
Oil Change
The gear will need no other attendance than regular change of oil. This to be carried out after
the first 25 hours of operation and then every 150 hours or once a year.
The oil change is carried out by means of the hand bilge pump which is delivered together with
the tools for the engine.
009W2329-R01
R4
009W2229
R5
Special Tools
009W2329-R01
R6
Adjusting Measures and Torques for BW7
Axial tightening of tapered 0.03 – 0.08 mm Dial indicator Adjusted by means of washer (s)
roller bearings on input With a load of or under bearing outer ring in the
and output shafts 30 N (3 Kp) Depth housing.
micrometer The bearings are fitted with
Loctite 601
Disc / plate clearance 0.9 – 1.0 mm Feeler gauge To be measured two places
per disc clutch opposite one another.
To be adjusted by washer
009W2229
R7
Adjusting Measures and Torques for BW7
Torque of hexagon nut 100 Nm Torque Secure after having packed with
M20x1.5 on output shaft (10 Kpm) wrench liquid jointing on the contact face
on the output side
Seal ring for input shaft: Binding with Ruler Shaft seal rings inserted
Depth of compression surface of with sealing compound
casting of half of (unhardening)
gearbox
009W2329-R01
R8
Show cleanliness when repairing the gear and before the gear is opened it must be
carefully cleaned.
Use special tools as stated earlier in this section when removing and fitting the gear.
The seal face between the two parts of the housing is tightened with liquid jointing.
When dismantling the halves of the gearbox from each other, loosen the screws in the
flanged joint first and push/press back the fitting pins.
Press the two halves of the gearbox from each other by means of two rods or the like.
Do not use chisels.
Use special tools for loosening parts fixed to the shafts such as bearings, gear-wheels etc.
When assembling the gear and fitting the bearings it is necessary to heat the cylinder
bearings in oil bath before fitting them. The temperature must not exceed 120°C.
When fitting the bearing outer rings the housing should be heated and the bearing outer
rings should be fitted with Loctite.
Before the gear can be dismantled it must be removed from the engine:
1. Loosen the propeller shaft flange and push the propeller shaft a little backwards.
2. Loosen the gear from the engine by removing the bolts of the intermediate flange
between the engine and gear.
4. Dismantle the flexible coupling by loosening the central nut and pulling off the
coupling half from the input shaft of the gear with special tool No. T 41069.
009W2229
R9
1. Shifter shaft
2. Pin
3. Pressure spring
4. Shifting housing
5. O-ring
6. Shifting lever
7. Grease lubricating
8. Screw cap
009W2329-R01
R10
009W2229
R11
1. Input shaft
2. Wheel “ASTERN”
3. Wheel “AHEAD”
009W2329-R01
R12
1. Shifting fork
2. Threaded pin
3. Reversing shaft
009W2229
R13
009W2329-R01
R14
009W2229
R15
Picture 19
Picture 20
Picture 21
009W2329-R01
R16
009W2229
R17
009W2329-R01
R18
009W2229
R19
009W2329-R01
R20
009W2229
R21
Measuring of Tightening of Tapered Roller Bearing
on Input and Output Shafts with Measuring Gauge.
Heat the bearing bores in the housing to about 85°C and fit the tapered bearing outer
collars with Loctite No. 601.
Build in the tapered roller bearings of input and output shafts with the tightening of 0.03 to
0.08 mm after the cooling.
Measure the tightening as shown on the pictures 35, 36 and 37 and adjust it with adjusting
washers (measure G). Measure G: measure F (difference measure) plus tightening.
Fit the input and output shafts in the housing and fit the measuring gauge on the housing by
means of the pins.
Fit the tapered roller bearing outer collars in the measuring gauge until they fit tightly
against the tapered rollers while constantly turning the input and output shafts with a
pressure of F = 30 N (3.0 kp) on the bearing outer collars.
1 = Bearing bushing
2 = Measuring gauge
3 = Depth micrometer
Calculate the difference measure F as E minus A (See picture No. 35 on last page).
Calculate intermediate washer G for the input shaft as F plus tightening 0.03 – 0.08 mm.
At the calculations the thickness of the liquid jointing, when compressed, should be included
and an empirical value of 0.02 mm should be considered.
Then fit the necessary intermediate washers in the bearing bores (max. 2 washers per
bore) and heat the bearing bores to about 85°C and fit the roller bearing outer collars with
Loctite No. 601.
009W2229
R23
Measuring of Tapered Roller Bearing tightening on
Input and Output Shafts without Measuring Gauge.
It would be an advantage, if the input shaft and the output shaft are measured individually for
the adjusting of the tapered roll er bearing tightening. The measur ing procedure is the same
both for input as well as for output. Howeve r, only the procedure for the input sh aft is
described here. When measuring the output shaft it should be as described at picture no. 31.
Turn the shafts when measuring in order to compensate for possible deviations, and a fixed
point of measuring should be chosen for marking of the axial clearance.
Heat the bearing bore to about 85°C and fit the outer collar of the tapered roller bearing with
Loctite no. 601.
In order to be able to adjust the tightening of the roller bearing it is necessary that the shafts
show axial clearance. This is obtained by fitting intermediate washers wh ich are 0.2 mm
thinner than those which were removed and marked as described at picture no. 16.
Heat the bearing bor e to about 85°C and fit t he bearing outer collar without Loctite in the
bore.
Place the input shaft in the hous ing after the cooling and fit the lower gearbox half without
any packing and drive in the guide pins.
Fit the contact point of the dial micrometer on the fr ont of the input shaft and turn the shaft
backwards and forwards. During this the shaft should show axial clearance.
If there is no clearance shown. fit thinner washers under the bearing outer collar.
Add the roller bearing tightening of 0.03 – 0.08 mm plus further 0.02 mm (liquid jointing com-
pressed) to the measured axial clearance and thus we get the thickness of the intermediate
washer.
009W2329-R01
R24
Measuring example:
Then insert the correct intermediate washers in the bores (max. 2 washers in each bore)
and fit the bearing outer collars after heating with Loctite No. 601.
Place the reversing shaft in the shifting fork and secure it with the threaded pin and smear it
with Loctite No. 241.
“NOTE”: the long side of the reversing shaft points to the left when the position of the
shifting fork is as shown on the drawing.
009W2229
R25
1 = Shifter shaft
2 = Shift pin
3 = Pressure spring
4 = Gearbox
5 = O-ring
6 = Shift control lever
7 = Grease lubrication
8 = Screw cap
009W2329-R01
R26
Transmission:
GLL = AHEAD
GGL = ASTERN
009W2229
R27
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R28
009W2229
R29
009W2329-R01
R30
009W2229
R31
Supplement to Fitting of Shaft Seal Rings
The picture shows the necessary mounting dimensions for the shaft seal rings on the
input and output shafts.
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R32
009W2229
R33
Picture 55
Picture 56
Picture 57
At last fit the dip stick and the loc king ring
at the end of the input shaft when fitted.
009W2329-R01
S1
SECTION S
009W2329-R01
S2
CONTENTS
009W2329-R01
S3
The reduction ratio is 2.25:1 for “AHEAD” and 2.25:1 for “REVERSE”.
The sail drive will need no other attendance than regular change of oil. This to be carried out after
the first 25 hours of operation and then every 150 hours or once a year.
Carry out the oil change when the boat is on land by loosening the drain screw in the bottom of the
sail drive enabling the oil to run out.
Refill with fresh oil through the filler hole at the top of the sail drive to a quantity of 3.3 litres
corresponding to the upper mark on the dip stick.
Zinc Anode
A replaceable zinc anode is fitted at the propeller. Check this anode twice a year or as required all
depending on the waters you are sailing in.
Outside Maintenance
Do not grind thoroughly when careening the boat. Damage to the surface treatment should be
treated as soon as possible with special BUKH paint.
The sail drive should be coated with the same bottom paint as the rest of the bottom of the boat.
It may be necessary in point 2 to loosen the engine mountings from the foundation and to lift the
engine a little in order to loosen all the bolts marked B.
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S4
009W2329-R01
S5
The sensing element is connected to the the operating panel and if water penetrates into the
double membrane it will release an acoustic alarm.
As a precaution the alarm function should be checked once or twice a year by short-circuiting the
connections 1 and 2 on the plastic box No. 008E5840 placed on the engine next to the multiple
plugs.
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S6
The instruction below is stated for assembling of sail drives as broadly the disassembly
procedure is to be carried out in reverse order noting the thickness and the placing of the
different intermediate washers.
General
At the assembly all parts must be clear, burred and free from grease.
In order to prevent wrong measuring when adjusting, the parts should normally not be oiled when
being assembled.
Heat the mounting houses with a hot-air blower, an oven or the like to 80°C when fitting the
bearings in accordance with the procedure. However, the temperature must not exceed 140°C.
When replacing gear-wheels, change them two and two, i.e. do not change one single gear-wheel,
but one connected set of gear-wheels.
When replacing the coupling arrangement at the top of the sail drive, replace the whole
arrangement without repairs of single components of it. This should be seen in the light of the fact
that a correct repair of the coupling arrangement demands a very advanced measuring equipment
which only very few have at their disposal.
The special tools mentioned in this instruction are not numbered, but can be ordered with
reference to this section of the workshop manual through BUKH´s spare parts department.
Both distance measure and flange clearance are always marked on the wheels, and they apply to
the wheel on which they are written.
The sail drive comprises 11 filling pieces each consisting of an intermediate washer at the least.
009W2329-R01
S7
2. Up-end the clutch shaft so that any clearance is equalized. (about 2 kg compression, if it is
not possible to up-end the shaft). At the same time the gear-wheel should be engaged.
Measure the “J” measure now. Measure the “C” measure for use later on under point 10.
3. Measure the “H” measure in order to find the centre of the vertical intermediate shaft.
Measure the “G” measure as “F” measure + “A” measure, as the “A” measure is written on
the gear-wheel.
Measure the “F” measure while the shaft still stands on its edge, so that any clearance is
equalized.
Calculate the thickness of the intermediate washer “IIv” as: “H” measure minus “G” measure.
4. Calculate the thickness of the intermediate washer “IIr” as: “K” measure minus sum of “J”
measure and intermediate washer “IIv”.
5. Fit the intermediate piece on the clutch housing with liquid jointing as filling piece.
6. Fit the reversing part at the top of the clutch housing as follows:
a. Put the reversing lever in “Neutral” position and the pipe collar too.
b. Lead the reversing house with gasket into the opening of the clutch housing and press the
shifting eccentric into the wedge-shaped groove of the shifting fork. In order to equalize the
axial clearance between the shifting fork and the pipe collar the shifting eccentric should be
fitted with the groove in the shifting fork with a light pressure.
NOTE: The clearance of the angle between the longitudinal shaft of the gear and the
one of the reversing lever must be observed. The angle is to be 90°±30`.
Use a reference gauge for this purpose.
When adjusting the reversing house the fixing screws must not encounter the wall of the
slots of the reversing house as this would lead to wrong adjustment.
d. Shift the reversing lever in both directions and test the shifting function. In both shifting
positions the pipe collar be connected (click), when the angles of engagement measured
on the reversing lever are as equal as possible.
Besides, it must always be possible to turn the reversing lever 37°. The adjustment is
corrected by axial displacement of the reversing house, the angle of 90° being observed.
e. In order to test the function of both clutches turn the input shaft (clutch shaft) round by hand
and brake the output shaft by hand when engaged.
8. Freeze the gear-wheel and measure the stagger between the inner collar and outer collar
of the bearing. Fit the bearing with the ball filler hole facing the adjusting washer “IV”.
Fit the next bearing correspondingly. Punch the inner collar when fitting it to secure that
the two inner collars touch each other.
Measure the intermediate bearing housing for the measures “D” and “E”.
10. Calculate the thichness of the intermediate washer “IV” now, the intermediate washer = “C”
measure minus the sum of “D” measure and “B” measure.
“B” measure is written on the gear-wheel.
11. Measure the “L” measure, then calculate the thickness of the intermediate washer “V”,
this washer being = “L” measure minus the sum of “E” measure and the intermediate
washer “IV”.
12. Fit the intermediate wheel in the bearings and secure it with a Seeger circlip in accordance
with the drawing for it.
13. Fit the bearing housing with intermediate wheel in the gearbox with O-rings.
14. Remove the end cover in the clutch housing together with the shifting fork arrangement for
the test described in the next point (15) to be carried out.
15. Mount the clamping tools for fixing of the big gear-wheel. Mount a dial indicator on the gear-
wheel of the clutch shaft through the upper opening at the reversing handle of the clutch
housing, so that the indicator meets the following requirements.
a. Point of contact about in the middle of the tooth flank and of the pitch circle.
b. The indicator should be vertical in the longitudinal and height direction of the tooth flank.
With the bigger gear-wheel (z=45) fastened, measure the flank clearance. Measure both
the wheels of the clutch shaft in this way.
If occasion should arise, adjust the clearance to the one stamped which is correct by
changing the washers “IV” and “V”.
16. Refit the end cover and the reversing arrangement as stated under point 6.
17. Measure the propeller house for “O” measure, “W” measure and “U” measure.
18. Fit the bottom conical gear-wheel marked “X” at a torque of 125 Nm±5 Nm (13 ±0.5 Kpm)
on the intermediate shaft of the propeller house.
19. The intermediate washer “VI” normally is 1.5 mm and must never be used smaller. Fit the
intermediate washer “VI” on the shaft together with the bearing, the ball filling opening of
which should turn up.
20. Measure the intermediate washer “VII” with a feeler gauge and fit the correct thickness
together with the upper locking ring.
009W2329-R01
S9
21. Calculate the “T” measure. The “S” measure is stamped on the gear-wheel whereas the
“R” measure has to measure. “T” measure = “S” measure minus “R” measure.
22. The intermediate washer ”VIIIB” should be: the sum of “T” measure and “Q” measure
minus the difference of “U” measure and “O” measure.
23. Find the thickness of the intermediate washer “VIIIA” by measuring the bearing outer collar
“N” measure, after which the washer should be: the sum of “M” measure and “O” measure
minus the sum of intermediate washer “VIIIB” and “N” measure.
24. Having finished the measuring of the intermediate shaft remove the gear-wheel marked
“X” again and fit the needle bearings “Z” and “Y” after the house has been heated.
25. Fit the intermediate shaft with bearings in the propeller housing.
26. Refit the gear-wheel marked “X” and tighten it with the same torque as indicated in point
18.
27. Check whether the distance measures of the small gear-wheel are correctly adjusted with
the fitted washers (“T” measure) with special tools.
29. Heat the bearing housing “Æ” and fit the bearing with the ball filling opening facing the
gear-wheel side.
30. Measure the thickness of the washer “X” with a feeler gauge (between locking ring and
outer collar of the bearing ).
31. Calculate the intermediate washer “IX”. The “W1” measure is indicated on the gear-wheel.
The intermediate washer = “W” measure minus the sum of “V” measure and “W1” measure.
32. Fit the output shaft with gear-wheel in the cover for propeller house with seals.
33. Fit cover with shaft and gear-wheel in the propeller housing.
The correct flank clearance is indicated on the gear-wheel and is corrected at the
intermediate washer “IX” if necessary.
On pages S10, S11, S12 and S13 longitudinal sections of the sail drive with places of measuring
drawn in are shown, partly by a general drawing and partly by detail drawings.
009W2329-R01
S10
009W2329-R01
S11
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S12
009W2329-R01
S13
009W2329-R01
T1
SECTION T
009W2329.R01
T2
CONTENTS
009W2329.R01
T3
1. Engine does not start
SYMPTOM CAUSE REMEDY
Insufficient or very little compression Inlet and/or exhaust valves leaking Grind or replace the valves, mill the seats
Grease valve stems with 2/3 gas oil and 1/3 lub.
Inlet and/or exhaust valves sticking Oil. If necessary clean the valves.
Adjust to 0.25 mm inlet and 0.3 mm exhaust when
Insufficient rocker arm clearance engine is cold (turn left)
Piston rings stuck in grooves or are worn Replace piston rings
Valve springs broken or are weak Replace springs
Insufficient or no pressure from fuel pump Air in fuel system or nozzles sticking Bleed or renew nozzles
Thermo start out of order No fuel (valve leaking) Fill up (renew thermo-start)
Check and/or replace switch and connections.
Electric supply out of order Chech fuse
Engine does not reach normal revs Unloaded battery or defective Battery to be charged or renewed
Starter motor turns engine too slowly Loose or corroded connections Tighten or clean connections
6. Engine knocks
Hard knocking sound at the combustion Incorrect adjustment of the injection time Adjust timing
Knocking sound from engine Loose connecting rod bolts Tighten bolts
Worn or burnt bearings Replace bearing shells
Piston and cylinder liner highly worn Replace piston/cylinder liner
As to defects of the fuel pump see special section on this page H13.
009W2329.R01
V1
SECTION V
MAINTENANCE
009W2329-R01
V2
CONTENTS
009W2329-R01
V3
RECOMMENDED MAINTENANCE AND A CHECK LIST FOR BUKH ENGINES
W M Y EVERY
CHECK RECTIFY IF NEEDED E O E 5
E N A YEARS
K T R
L H L
Y L Y
Y
009W2329-R01