Man 6L23 30

Instructions for plants based on engine type 23
The i n s t r u c t i o n s e a r n t h e purpose t o provide general information f o r

operation and maintenance t o d e s c r i b e t h e design and t o be used f o r
r e f e r e n c e when o r d e r i n g s p a r e p a r t s .
R e l i a b i l i t y and o p e r a t i o n economy of t h e p l a n t w i l l t o a g r e a t e x t e n t
depend on c o r r e c t o p e r a t i o n and proper maintenance.
Therefore i t i s e s s e n t i a l t h a t t h e engine room personnel i n a d d i t i o n t o
b a s i c knowledge of d i e s e l engine machinery i n s t a l l a t i o n s i s f u l l y acquain-
t e d with t h e c o n t e n t s of t h e i n s t r u c t i o n s .
The i n s t r u c t i o n s c o n s i s t of 2 volumes d e s i g n a t e d P a r t I r e s p e c t i v e l y
P a r t 11.
P a r t I i s t h e b a s i c i n s t r u c t i o n manual f o r t h e p a r t i c u l a r engine supplied

-plant-adapted information such a s p r i n c i p l e media-system drawings.
The basic i n s t r u c t i o n manual i s subdivided i n s e c t i o n s . In t h e s e c t i o n s

301-304 a r e s t a t e d v a r i o u s data f o r engine performance, operation and
maintenance.
The s e c t i o n s 305-318 deal with media systems and main components assem-
blies.
Each of t h e s e c t i o n s comprises a general d e s c r i p t i o n , overhauling proce-
d u r e s , component i l l u s t r a t i o n s and p a r t s l i s t s .
When designations with a " D M a r e used in drawings o r t e x t they r e f e r t o

s e c t i o n and item No. i n main s e c t i o n 301 DATA. Example 0 305-1 r e f e r s
t o s e c t i o n 305, item 1 , i n main s e c t i o n 301 DATA.
-
Section 319 d e a l s with t o o l s .
In d e s c r i p t i o n s of overhaul procedures a r e mentioned o r i l l u s t r a t e d not
only s p e c i a l t o o l s d a t a which might be p a r t of our d e l i v e r y , b u t a l s o
common hand t o o l s and machining t o o l s , which u s u a l l y a r e a v a i l a b l e on
board s h i p s .
The amount of t o o l s , d e l i v e r e d according t o c o n t r a c t f o r each s p e c i f i c
p l a n t appears from t h e plant-adapted l i s t of t o o l s .
. P a r t I1 comprises d e t a i l e d information of a u x i l i a r y and a n c i l l a r y equip-

m e n t o m s u b s u p p l i e r s , comprising components such a s turbocharger, engine
iovernor and f i n a l plan drawings i n c l . t e s t bed r e p o r t s .
Instructions for Plants based on Engine Type 23
The instructions earn the purpose to provide general information for operation and maintenance.
to describe the design and to be used for reference when ordering spare parts.
Reliability andoperation economy of the plant will toa great extent depend oncorrect operation and
proper maintenance.
Therefore it is essential that the engine room personnel in addition to basic knowledge of diesel
engine machinery installations is fully acquainted with the contents of the instructions.
The instructions consist of 2 volumes designated Part I respectively Part II
The fie4five sections (301 - 304) of the book sewe as a guide on the operation of the engine, and
the next fourteen sections (305 - 318) contain technical descriptions, spare parts illustrations with
pertaining parts lists as well as ovehauling procedures.
The engine is divided into a number of main components/assemblies, each of which is described
in a section of this book (section 305-319). Each of these sections starts with a short technical
description,followed by ovehauling procedures,later spare parts illustrations and spare parts lists
are to be found.
Indescriptionsof overhaul procedures are mentionedor illustratednot only special tools data which
might be part of our delivery, but alsocommon hand tools and machining tools, which usually are
available on board ships.
The amount of tools, delivered according to contact for each specific plant appeals from the plant-
adapted list of tools.
CROSS SECTION VIEWED FROM FRONT PLATE 3 0 0 0 0 - 0 7 H
- DEFINITIONS FOR IN-LINE ENGINES 1985.12.05
DESIGNATION OF CYLINDERS, ENGINE SIDES AND

DIRECTION OF ROTATION
* 4 Flywheel end
Front end
I
E x h a u s t s i d e / Right side
Control side / Camshaft side / L e f t side
L e f t side Right side
Anti-clockwise C l o c k w i s e Rotation
Rotation (Standard)
u
Engine viewed from F l y w h e e l End
7
3
' Engine Data

4
-Si
Operation of Engine
Engine Performance and Condition
Trouble Tracing
Engine Frame and Bedplate

Crankshaft and Main Bearings
Cylinder Head and Cylinder Liner
Piston and Connecting Rod
Operating Gear for Inlet Valves,

Exhaust Valves and Fuel Injection Pumps
Turbocharger System
Fuel Injection Pump
Fuel lnjection
Camshaft and Camshaft Drive
Control and Safety Systems

Automatics and Instruments
Starting System
Lubricating Oil System

Specification
--
and Treatment of Lubricating Oil
-
Fuel Oil System

Fuel and Fuel Treatment
Cooling Water System
Treatment of Cooling Water
Driven Machinery
Tools
k Engine Data
3
Operation of Engine
- Engine Performance and Condition
Trouble Tracing

a
Exhaust Valves and Fuel lnjection Pumps
' Turbocharger System
Fuel lnjection Pump
Guel lnjection
" Camshaft and Camshaft Drive
. Control and Safety Systems

' Automatics and Instruments
Starting System

Specification and Treatment of Lubricating Oil
Fuel Oil System
Fuel 2nd Fuel Treatment
1 .
Driven Machinery
I:'
I* Tools
ENGINE DATA D30 1
Edition 06H
DIESEL ENGINE - MAIN DATA Data 1 I l i
Cycle 4-stroke
Configuration In-line
Cyl. Nos. available 54-74
Power range 525-1280 kW (715-1740 BHP)
Speed 72017501900 rpm
Bore 225 mm
Stroke 300 mm
Strokelbore ratio 1.33:l
Piston area per cyl. 398 crn2
Swept volume per cyl. 11.9 1tr.
Compression ratio 131
Max. combustion pressure 130 bar
Turbocharging principle Ccnstaflt pressure system and intercooling
Fuel quality acceptance HFO up to 7W cSU5O' C (BSMA 1W-M9)
7
Flexible power lay-out Available in MCR and ECR version
Power!ay-out tACR version ECR version UCR venton
Speed v 7 a 7% 720 750
Mean plslon speed msec 7.2 7.5 7.2 7.5
Mean eflsctve pressure / bar 1 18.2 1 18.1 1 14.7 1 14.7
Mar. mmbusuan pressure

I
medoad raung (10%) allowable in 1 hour for ever/ 12 hours
150 115 120 1 76

BHPIcvl. 205 160 165 239
ENGINE DATA
Edition 07H
STARTING OF ENGINE Data 1 ( 1 )
S t a r t i n g a i r p r e s s u r e , normal ............. 25 - 30 b a r
S t a r t i n g a i r p r e s s u r e , minimum ............ 7 bar
S t a r t i n g a i r pressure a t engine i n l e t , normal . 7 - 9 bar

-
OPERATING DATA 0303
E d i t i o n 21H
MARINE GENSETS Data 1 ( 2 )
Normal V :at Full load Alarm Set point Autostop o l engine

-
ubricating Oil System
&np. before m d e r SAE 30 TI 20 60-70' C TAH 20 90-C
waet engine) SAE 40 TI 20 65-75' C TAH 20 IM" C
'em . aner m d e r SAE 30 TI 22 45-600 C TAH 22 75' C TSH 22
&engine) SAE 40 TI 22 50~65'C TAH 22 85' C TSH 22
'ressure a l l n fliler (mlet eng) PI 22 3-4 bar PAL 22 3 bar PSL 22
ilevated pressure i. when
enhfllg.4 hler msdied Pi 22 4-5 bar PAL 22 4 bar PSL 22
'reswre drop across filter )AH 21-22 0.5-1 bar 'DAH 21-22 1.5bar
'relubticatin PI 25 0 54.8 bar LAL 25 I Cwel switch
'ressure ink? R=ger PI 23 1 . 3 - 1 7 bar
ub. 04, level in base hame \L 28RAH 213 lorubigh level

'emp. main beatings TE 29 75~85'C TAH 29 95' C
:uel Oil System

>ressurealter filter MW PI 40 2-3 bar PAL 40 15bar
HFO PI 40 (A) PAL 40 4 bar
%el MI leaking otl LAH 42 leakage
h l i n g Water System
'(as LTclrurit. inlet engine PI 01 1-2.5bar PAL 01 0 4 bar + ( 8 )
'r-. HT-~irar~t.
Inlet engine PI 10 1-30bar PAL 10 0 4 bar + (8)
remp HT-draril. mlct engine TI 10 6075' C
remp. HT4rarn. outlet cy. units TI 11 70-85' C
lemp. HTurwit, ouUel e n g m TAH 12 90' C TSH 12
remp raise aaoss cg, units Max. 10'C
Exhaust Gas and Charge Air

Fxh. gas temp. belore TC TI 62 425-475' C TAH 62 W C
:xh. gas temp. outlet cvl. TI 60 TDAH 60 average !
ixh. gastemp. aner TC TI 61 275-350' C TAH61 W'C
2h. air press. alter moicr PI 31 2-2.5 bar
:h. ah temp. aner mole, TI 31 35-55' C TAH31 65' C (C)
:h w temp an. cooler V2m2A TI 51 55-75' C TAH 31 85' C
Campressed Air Syslem

Press. inlet englne 2m2A PI 70 7-9 bar PAL 70 7 bar
Press. inlet e n g m 2300 PI 70 7-9 bar PAL 70 7 bar
Speed Control System

GenSets lot 60 Hz SI 90 720 rpm SAH 81 820 rpm SSH 51
Gens& for 50 H z 855 rpm S H 81
-SI 90 750 rpm SAH 81
-
S p e c i f i c p l a n t s w i l l n o t c o m p r i s e a l a r m equipment and a u t o s t o p f o r a l l p a r a m -
t e r s 1 i s t e d above.
F o r s p e c i f i c p l a n t s , see s e c t i o n 313.
F o r remarks t o some p a r a m e t e r s , see o v e r l e a f .

OPERATING DATA D303
Edition 2111
MARINE GENSETS Data 2 (2)
Remarks t o individual Parameters
A. Fuel Oil Pressure, HFO-operation.
When operating on HFO, the system pressure must be s u f f i c i e n t t o depress any

tendency t o g a s i f i c a t i o n of the hot f u e l .
The system pressure has t o be adjusted according t o the fuel o i l preheating

temperature.
B. Cooling Water Pressure, Alarm Set Points.
As the system pressure in case of pump f a i l u r e will depend on the height of

the expansion tank above the engine, the alarm s e t point has t o be adjusted to
0,4 bar plus the s t a t i c pressure.
C. Charge Air Temperature, Alarm Set Point. ( O P T I O N )
For ICS-engines the alarm s e t point has t o be adjusted t o 70'~.

- ENGINE DATA 0305
~~ ~- ~ ~ ~~~
-
E d i t i o n 15H
BEDPLATE, FRAME, MAIN BEARINGS, CRANKSHAFT, ETC. Data 1 ( 4 )
Index
C l e a r a n c e i n m a i n b e a r i n g (new) 0.20 - 0.30 rrvn - 1

Tightening o f n u t s f o r main b e a r i n g cover 700 b a r - 2
T i g h t e n i n g o f s i d e screws f o r m a i n b e a r i n g c o v e r 300 Nm - 2b
T i g h t e n i n g o f n u t s f o r g e a r wheel
on c r a n k s h a f t , a f t . 40 Nm - 3
T i g h t e n i n g o f screw f o r c o u n t e r w e i g h t 250 Nm. - 4
MEASUREMENT OF CRANKTHROW OEFLECTIONS BY MEANS OF DIAL INDICATOR (AUTOLOG)
Crankthrow d e f l e c t i o n = D i f f e r e n c e i n d i a l i n d i c a t o r readings
i n two d i a m e t r i c a l l y opposite crankthrow
positions,
i.e. two p o s i t i o n s displaced 180'
Vertical deflection = Difference i n top-bottom readings

H o r i z o n t a l d e f l e c t i o n = D i f f e r e n c e i n s i d e - s i d e readings
I VERTICAL AND HORIZONTAL DEFLECTIONS OF CRANKTHROWS

Unless otherwise s t a t e d the values r e f e r t o c o l d engine
For new o r realigned aggregate Aim for

+- 31100 m
Acceptable
+- 51100 mm
For aggregate i n s e r v i c e realignment +-
i s recommended i f d e f l e c t i o n s exceed 81100 nm~
I (. VERTICAL DEFLECTION OF CRANKTHROW AT FLYWHEEL
I Unless otherwise s t a t e d the values r e f e r t o c o l d engine
I R i g i d coupling between
d i e s e l engine and d r i v e n machine
I F l e x i b l e coupling between
d i e s e l engine and driven machine
For new o r For new o r

realigned r e a l igned
aggregate 0 t o + 3/100 mm aggregate A i m for - 61100 rnn
Acceptable - 81100 mm
For aggregate i n
service realignment For aggregate i n
recommended i f deflec- Service realignment
t i o n measured on recomnended
w a r m engine exceeds - 81100mm if d e f l e c t i o n exceeds - 12/100 mm
- .-
ENGINE DATA D305
t d i t i o n 1211
CHECKING OF MAIN BEARINGS (AUTOLOG) Data 2 ( 1 )
ALIGNMENT OF MAIN BEARINGS
The lower main b e a r i n g s h e l l s s h o u l d be so p o s i t i o n e d t h a t they keep t h e main

b e a r i n g j o u r n a l s o f t h e c r a n k s h a f t c e n t e r e d i n a s t r a i g h t (ashore: h o r i z o n t . a l )
l i n e . D e v i a t i o n s from t h i s c e n t r e l i n e cause t h e c r a n k s h a f t t o bend and i n -
crease t h e load on some main b e a r i n g s .
I f two adjacent main b e a r i n g s a r e p l a c e d t o o low, t h e c r a n k s h a f t c e n t r e l i n e

w i l l i n t h i s p l d c e be lowered t o f o r m an a r c , c a u s i n q t h e i n t e r m e d i a t e crank
throw t o bend i n such a way t h a t T " c l o s e s " when t u r n e d i n t o bottom p o s i t i o n
and "opens" i n t o p p o s i t i o n . As t h e magnitude o f such a x i a l l e n g h t e n i n g and
s h o r t e n i n g d u r i n g t h e t u r n i n g o f t h e throw i n c r e a s e s i n p r o p o r t i o n t o t h e d i f -
ference i n t h e h e i g h t of t h e b e a r i n g , i t i s measured as a check on t h e a l i g n -
ment and c o n d i t i o n o f t h e b e a r i n g .
As t h e c r a n k s h a f t o f medium-speed engines a r e v e r y s t i f f , any g r e a t d e v i a t i o n s

i n t h e alignment w i l l r e s u l t i n c l e a r a n c e a t t h e bottom s h e l l t h e bearings.
The cause o f i n c o r r e c t main b e a r i n g p o s i t i o n may be wear o f t h e b e a r i n g s o r
misalignment of t h e engine.
EFFECT THE DEFLECTION MEASUREMENT
P r i o r t o t h e d e f l e c t i o n measurement i t i s necessary t o check by means o f a

f e e l e r gauge t h a t the c r a n k s h a f t beds down on t h e lower s h e l l s o f a l l main
bearings. I f clearance i s observed a t t h e lower s h e l l o f one o r more main b[,a
r i n g s , t h e cause must be found and t h e f a u l t r e c t i f i e d .
The d e f l e c t i o n measurement i s e f f e c t e d by p l a c i n g a s p r i n g - l o a d e d d i a l qauqe

i n the c e n t r e punch marks p r o v i d e d f o r t h i s purpose; see t h e i l l ~ ~ s t r a t i o n . -
ENGINE DATA D305
-
E d i t i o n 1214
CHECKING OF M A I N BEARINGS (AUTOLOG) Data 3 (4)
"Closing" o f t h e throw i n t o p dead c e n t r e i s regarded as n e g a t i v e (compression

o f t h e gauge). I n t h e example above, t h e d e f l e c t i o n r e a d i n g i s t h e r e f o r e p o s i -
t i v e . As, d u r i n g t h e t u r n i n g o f t h e throw, t h e gauge and t h e c o n n e c t i n g r o d
w i l l meet near t h e bottom p o s i t i o n o f t h e throw, t h e measurement f o r t h e b o t -
torn p o s i t i o n i s t o be r e p l a c e d by t h e average o f t h e nearby p o s i t i o n s on e i t -
her side.
The d i a l gauge i s s e t t o zero i n t h e near-bottom p o s i t i o n (X i n f i g . 7 ) , and

d u r i n g t h e t u r n i n g t h e throw i s stopped i n t h e p o s i t i o n s h o r i z o n t a l - t o p -
7
h o r i z o n t a l - near-bottom (P-T-S-Y i n f i g . 7 ) f o r r e a d i n g o f t h e gauge.
CHECKING THE DEFLECTION MEASUREMENT
The readings a r e e n t e r e d i n t h e t a b l e f i g . 1. As "bottom" r e a d i n g i s used t h e

mean value o f t h e two "near-bottom" r e a d i n g s X and Y, f i g . 2. The t o t a l de-
f l e c t i o n ("Opening - C l o s i n g " ) of t h e throw d u r i n g t h e t u r n i n g f r o m bottom t o
t o p p o s i t i o n i s e n t e r e d i n t h e t a b l e f i g . 3. These f i g u r e s a r e due t o v e r t i c a l
n ~ i s a l i g n m e n to f t h e main bearings. S i m i l a r l y , h o r i z o n t a l misalignment proce-
dures t h e f i g u r e s i n t h e t a b l e f i g . 4. Besides m i s a l i g n m e n t o f t h e main bea-
r i n g s , t h e readings can be i n f l u e n c e d by o v a l i t y o r e c c e n t r i c i t y o f t h e j o u r -
nals.
When t a k i n g d e f l e c t i o n readings on engines equipped w i t h t u r n i n g gear, t h e

t u r n i n g gear should a t each stoppage be t u r n e d a l i t t l e backwards t o ease o f f
t h e t a n g e n t i a l pressure on t h e t e e t h of t h e t u r n i n g wheel. Other wise, t h i s
t a n g e n t i a l pressure may f a l s i f y t h e r e a d i n g s e s p e c i a l l y f o r t h e a f t m o s t crank
throws.
ENGINE DATA D305
E d i t i o n 1211
CHECKING OF MAIN BEAR1NGS (AUTOLOG)
Data 4 ( 4 )
D e f l e c t i o n of crankshaft
Cyl. No.:
Crank p o s i t i o n 1 2 3 4 5 6
Near bottom X 0 0 0 0 0 0
Camshaft s i d e P 2 0 2 1 -1 2
Fig. 1 Top T 3 - 2 4 5 - 2 3
Rear s i d e S 3 - 2 2 0 0 1
Near bottom ( s t a r b o a r d ) Y 2 -1 0 1 0 2
Fig. 2 Bottom 4 (X+Y) = B 1 0 0 0 0 1

J
Fig. 3
I D e f l e c t i o n from
v e r t i c a l misalignment
Top-Bottom o r T - B = V 2 -2 4 5 -2 2-
O e f l e c t i o n from
h o r i z o n t a l mi s a l ignment
Fig. camshaft s i d e - r e a r s i d e
o r P - S = H -1 2 0 1 -1 1
.
I
T + B = C 4 -2 4 5 -2 2
Check on
Fig.''5 gauge readings
P + S = 0 5 -2 4 1 -1 3
C and D should be n e a r l y t h e same. Readings f o r c y l . 4 t o

be repeated.
(camsh.
side)
..
Fig. 6 Fig. 7
"Closing" o f t h e c r a n k t h r o w L o o k i n q a f t . S t a r t i n ~ o s i t i o nX
i s considered n e q a t i v e Turn c & n t e r c l o c k w i se.
-
ENGINE DATA 0306
CYLINDER UNIT E d i t i o n 09H
Index
New c y l i n d e r l i n e r , i n s i d e diameter .......... 225.000-225.046 mn - 1

Worn c y l i n d e r l i n e r should be r e p l a c e d a t ............. 225.60 m. - 2
Tightening o f c y l i n d e r head n u t s ......................... 700 bar - 4
Max. o u t e r diameter of v a l v e seat ................... 70 2 0.2 nm - 5
Max. i n n e r diameter o f v a l v e s e a t ......................... 64 mm - G
Max. h e i g h t o f s p i n d l e above c y l i n d e r head.............. 84.5 mn - 7
Min. h e i g h t o f v a l v e head, i n l e t 881000-6 ................ 5.0 m - 8
Min. h e i g h t of v a l v e head. exhaust 881001-8 .............. 5.0 mm - 8
Valve seat r i n g t o be scrapped when R = 0
T i g h t e n i n g torque, r i n g n u t f o r f u e l v a l v e 1 i n e r ......... 150 Nm - 9

T i g h t e n i n g torque, screw f o r c o o l i n g j a c k e t ............... 22 Nm -10
Valve seat r i n g , exhaust
0.1 Valve s p i n d l e
0 (exhdust and i n l e t )
Valve seat r i n g , i n l e t
/~~
90.28
,--
ENGINE DATA 0307
E d i t i o n 20H
PISTON AND CONNECTING ROO Data 1 ( 3 )
Nq,te: A l l p i s t o n r i n g s must be changed a t normal p i s t o n overhaul, see s e c t i o n 307

H I = Upper piston H z = Middle piston H 2 = Lower piston
H, = Scraper
ring. marked ring, marked ring. marked
ring
with ident. No. with ident. No. with ident. No.
'top 1600386-7
"top 1600384-3" "top 1600380-6' "top 1600385-5' or "0120'
or "0945" or "0947'
V e r t i c a l clearance, new r i n g s i n new o r renewed r i n g grooves.

ENGINE DATA 0307
PISTON AND CONNECTING ROD E d i t i o n 20H

Data 2 ( 3 )
Minimum r i n g gap
Piston r i n g s
O i l scraper r i n g s
Ring grooves must be renewed when t e s t - t o o l can be pressed more than 2 mm

i n t o the groove.
ENGINE DATA 0307
E d i t i o n 2011
PISTON AND CONNECTING ROD Data 3 ( 3 )
Index
Weight o f
p i s t o n and connecting r o d assembly .................. 75 kg - 1
Clearance i n big-end bearing ............... 0.15 - 0.20 mn - 2
Clearance between
connecting rod bush and p i s t o n p i n ......... 0.15 - 0.20 mn - 3
TIGHTENING OF CONNECTING ROD SCREWS
Colour code on the

big-end t o i n d i c a t e
c o r r e c t assembling
II I
components.
TIGHTENING ORDER FOR

CONNECTING ROD SCREWS
TIGHTENING PROCEDURE
1 s t step .................................... torque 120 Nm
2nd step ............................. repeat torque 120 Nm
3rd step ....................... 600 t u r n i n g angle

-
4 t h step ........................ t u r n i n g check w i t h 250 Nm
-
Note:
*
P r i o r t o assembly l u b r i c a t e threads and contact faces o f the screws w i t h
Copasl i p o r s i m i l a r .
A f t e r t i g h t e n i n g a s c e r t a i n t h a t the big-end bearing moves e a s i l y on the

r~ journal.
ENGINE DATA D308
E d i t i o n 14H
CYLINDER U N I T
D a t a 1 (1)
Index
(cold engine)
..........................................................................................
Inlet valve clearance 0.5 m m -1
Exhaust valve dearanw ........................................................... ........................ 0.9 mm -2
Tightening Torques:
(Plate 30801)
........-....-.................................................
P
Nut for bracket &r ann, hem NO. 0791 40 Nm -3

(Plate 30802)
Screws for valve gear housing. Item No. 1650 .......-.........-.-.................................... 60 ~m -4
-
83.39 ESOU
ENGINE DATA D309
E d i t i o n 10H
TURBOCHARGER Data 1 (1)
Make : SSANGYONG-MAN
Serial Nos. : See name plate o n T/C

ENGINE DATA D310
E d i t i o n 10H
FUEL INJECTION PUMP Data 1 (3)
1ndex
Maximum c ~ b u S t i 0 npressure a t f u l l l o a d ......... 130 bar - 1
Max. d i f f e r e n c e .................................. 3 bar ' - 2
Max. difference between c y l i n d e r s ................. 3 bar - 3
A change o f the height o f the t h r u s t piece spacer
r i n g o f 1/10 mn w i l l change the max. pressure by .. 1 bar - 4
10 t u r n i n g o f camshaft gear wheel changes
maximum pressure by approx. ....................... 3 bar - 5
Tightening Torques:
(Plate 31001)
Connection piece, screw 2885 .................. 25 - 30 Nm

Barrel, screw 0916 ............................ 55 - 65 Nm
Plug screw 0372 ............................. 100 - 120 Nm
Cap screw 2974 .................................... 100 Nm

(Plate 30802)
Mounting f u e l pump, screw 1927 .................... 150 Nm

,--
Measurement X" between thrust piece and roller
. .... . . . . .. . . . . . . .. .... .... . . .. + 2 . 5 mn
gutde housing 5.5 - I . s
ENGINE DATA 0310
FUEL INJECTION PUMP E d i t i o n 09111

(ADJUSTMENT OF THE MAXIMUM COMBUSTION PRESSURE) Data 2 ( 3 )
I f experienced t o d i f f e r from t e s t b e d records, t h e maximum combustion in-essure

can be a d j u s t e d by a l t e r a t i o n o f the f u e l i n j e c t i o n t i m i n g . For each i n d i v i d u a l
c y l i n d e r u n i t t h e i n j e c t i o n t i m i n g i s a l t e r e d by adjustment o f the f u e l pump
lead.
Increase o f the l e a d w i l l advance t h e f u e l i n j e c t i o n and increase the n~axin~um

combustion pressure.
Reduction o f the l e a d w i l l d e l a y t h e f u e l i n j e c t i o n and reduce the maximum c o w

b u s t i o n pressure.
P r i o r t o any attempt t o a d j u s t t h e maximum combustion pressure by a l t e r a t i o n

o f the f u e l i n j e c t i o n t i m i n g , i t should be a s c e r t a i n e d t h a t t h e f u e l i n j e c t i o n
valve, t h e engine p i s t o n , t h e i n l e t and exhaust valves, and t h e turbocharger
w i t h charge a i r c o o l e r a r e working c o r r e c t l y and t h e compression pressure
checked t o be normal.
The f u e l pump lead can be a d j u s t e d by a l t e r i n g t h e number and/or thickness of

the washers s i t u a t e d under t h e t h r u s t p i e c e i n t h e t h r u s t p i n o f t h e r o l l e r
guide.
The r e l a t i o n s h i p between t h e h e i g h t of t h e washer packaqe. t h e maximum combu-

s t i o n pressure and o t h e r r e l a v a n t parameters i s shown in
the scheme.
ACTION RESULTS
Total Lead
height Distance of Injection Maximum
of fuel timing combust i o n
washer " x" pressure
Pump
package
INCRE&EO 1 Reduced I Increased f Advanced f Increased
REWCEO Increased f Reduced 1 Delayed 1 Reduced I

P r a c t i c a l l y the f u e l pump l e a d i s expressed by t h e d i s t a n c e " X u measured be-
tween t h e upper edge o f t h e r o l l e r guide housing and t h e t o p o f the t h r u s t
piece, when t h e r o l l e r i s r e s t i n g on t h e c i r c u l a r p a r t o f t h e f u e l cam.
The "Xn-measurement should be checked and c o r r e c t e d , i f r e q u i r e d , whenever a

f u e l pump, r o l l e r guide, r o l l e r guide housing o r camshaft s e c t i o n i s replaced.
The distance " X ' must be k e p t w i t h i n t h e t o l e r a n c e l i m i t s t a t e d on the data

sheep.
The t h r u s t p i e c e i s mounted t o t h e t h r u s t p i n w i t h a l i g h t press f i t . The

t h r u s t piece i s dismounted by t h e use o f t h e s p e c i a l e x t r a c t o r and remounted
by g e n t l e use o f a hamner w i t h s o f t l i n i n g s .
ENGINE DATA
FUEL INJECTION PUMP E d i t i o n 09H1

The d i s t a n c e " X u i s
measured between t h e
upper edge o f t h e
r o l l e r guide housing
and t h e t o p o f t h e
t h r u s t piece, when
the r o l l e r i s r e s t i n g
on t h e c i r c u l a r p a r t
o f t h e f u e l cam.
The t h r u s t p i e c e i s
mounted t o t h e t h r u s t
p i n w i t h a l i g h t press
fit. The t h r u s t p i e c e
.is dismounted by t h e
use o f t h e s p e c i a l
e x t r a c t o r and remoun-
t e d by g e n t l e use o f
a bench hammer w i t h
,' soft linings.
ENGINE DATA 031 1
E d i t i o n 14H
FUEL INJECTION VALVE
Data 1 ( 1 )
Index
Fuel v a l v e opening pressure t o be s e t t o ....... 320 b a r - 1
Tightening Torques:
( P l a t e 31101)
Union n u t f o r nozzle, i t e m No. 0509 ......... 100- 120 Nm
Nut f o r a d j u s t i n g screw, i t e m No. 0965 .......... 100 Nm

Cap nut, i t e m No. 1122 .......................... 70 Nm
Nuts f o r f u e l v a l v e studs, i t e m No. 0230 ........ 30 Nm

k
DATA D312
- E d i t i o n 19H
CAMSHAFT Data 1 ( 1 )
Index
P i n gauge f o r camshaft. check measurement ............. 182 mn - 1
P i n gauge f o r c r a n k s h a f t , c y l . 1 t o p dead c e n t r e ,
check measurement ...................................433.3 mn - 2
T i g h t e n i n g o f b o l t s f o r assembly o f gear wheel and
camshaft ............................................ 40 m - 3
T i g h t e n i n g o f b o l t s on s h a f t end f o r i n t e r m e d i a t e
wheel .............................................. 250 Nm - 4
T i g h t e n i n g o f b o l t s f o r assembly o f i n t e r m e d i a t e
wheels .............................................. 40 Nm - 5
Fuel cam l e a d (see a c t u a l v a l u e , t e s t sheet)
I g n i t i o n order:
!
ENGINE DATA 0313
- E d i t i o n 07H
SPEED CONTROL SYSTEM Data 1 ( 1 )
Index
The engine i s equipped w i t h a hydraulic Governor
of Woodward make:
For Generating Sets : Type UGBO
For instructions, see the separate Woodward manual.
Adjust the overspeed t r i p t o stop the engine a t the f o l l o w i n g

revolution numbers:
Generating Plants: 720 rpm 60 Hz: - 1

Overspeed t r i p : 820/825 - 2
ENGINE DATA D315
E d i t i o n 07H
LUBRICATING OIL SYSTEM Data 1 ( 1 )
1 Tv~e
L23/30 1 5 cyl. 1 6 cvl. ( 7 cvl. 1 8 cyl. I
Max. L~ter 373 441 509 577
Max. ~mp.gallon 82 97 112 127
Mm. lhter 291 344 397 450
Mln. imp. gallon 64 75.5 87.5 99
L~ter/cmx ) 14.2 16.8 19.4 22.0
. - Gall./~rch. 9.2 10.8 12.5 14.2

<
ENGINE DATA 031 7
E d i t i o n 01H
FRESH WATER PUMP Data 1 ( 2 )
F a u l t Location:
The pump does n o t work a f t e r s t a r t .
Causes: Pump draws i n a i r a t s u c t i o n s i d e - check packings and pipes f o r

tightness.
Pump n o t primed.
A i r cannot escape on d e l i v e r y side.
Leaking s h a f t seal.
Pump c a p a c i t y drops a f t e r normal operation.
Causes: Suction s t r a i n e r o r s u c t i o n v a l v e clogged.

A i r leakage a t s h a f t seal.
Fouled i m p e l l e r .
Pump does n o t g i v e maximum d e l i v e r y .
Causes: Suction v a l v e n o t f u l l y open.

D e f e c t i v e seals.
Worn i m p e l l e r and worn wear r i n g s .
Note: Running t r o u b l e s w i t h t h e pumps, a p a r t from mechanical f a u l t s , arc

most o f t e n due t o leaks i n t h e s u c t i o n l i n e . I t i s e s s e n t i a l , t h e r c -
f o r e , t h a t a l l packings and gaskets a r e i n o r d e r and t h a t they arc
renewed when necessary. Even a t i n y h o l e i n the s u c t i o n l i n e w i l l
reduce t h e pump capacity.
When overhauling water pumps t h e x-

r a d i a l clearance " X u should be
checked.
On a new pump " X u i s 0.38-0.50 mnl.
When t h e clearance " X " exceeds 1 mn

the i m p e l l e r and/or d i f f u s o r / h o u s i n g
should be replaced.
s
ENGINE DATA D317
FRESH WATER PUMP (EXCHANGE OF SHAFT SEAL) Edition 0 1 ~

Data 2 ( 2 )
-
NOTE:
The s h a f t seal i s a p r e c i s i o n made p r o d u c t .

Handle w i t h care.
Do -
n o t s c r a t c h t h e seal faces.
1. Thoroughly c l e a n t h e s h a f t surface and a l l t h e surfaces o f t h e sea1 c a v i t y
2. With t h e ceramic s e a t f i t t e d i n t o t h e rubber seat cup the ''lubricate

o u t e r diameter o f t h e cup and push t h e seat assembly i n t o the seal c a v i t y .
3. " ~ u b r i c a t e the s h a f t and t h e i n s i d e diameter o f t h e rubber f r i c t i o n r i n q

o f the r o t a t i n g s e a l assembly. Put t h e r o t a t i n g assembly onto the s h a f t
w i t h t h e carbon f a c e towards t h e ceramic face. S l i d e the assembly a l o n g
the s h a f t u n t i l t h e s e a l i n g faces meet.
4. Ensure t h a t t h e s e a l s p r i n g i s c o r r e c t l y l o c a t e d and r e f i t I m p e l l e r Kev,

I m p e l l e r , I m p e l l e r Washer and I m p e l l e r Nut.
.x) I f p o s s i b l e , use t h e l i q u i d t o be pumped. L i q u i d detergent o r vegetable

o i l may a l s o be used.
CAUTION: NEVER r u n t h e s e a l d r y - f i l l pump w i t h l i q u i d b e f o r e o p e r a t i n g .

Data for Torque moment D319
Edllmn I7H
1
Tightening
Section I Description I ( Thread I Torque
Nm
I Pry,"r~re Lubricant
Main bearing stud (in frame) Stud M 48 Copasl~p

Nut lor main bearing stud Nut M 45 x 3 Copashp
Main bearing side screw Screw M 24 Copasl~p
Counterweight on crankshalt Screw M 26 x 1.5 Copashp
Vibrationsdamper on crankshalt Nut M 27 Copashp
Frame Ibedplate Nut M 24 Copasl~p
Flywheel mounting (fitted bol) Nut M18x1.5 Copaslip
Gear rim on flywheel Screw Copasl~p
Cylinder cover stud (in frame) Stud M 48 Copaslip

Nut for cylinder cover stud Nut M 45 Copaslip
Cooling jacket cylinder cover Screw Copashp
Fuel valve liner (ring nut) Nut M 60 x 4 Copaslip
I Connecting rod (see section 307)

I I I
Housing lor valve gear Screw M 12 Copashp
Valve gear bracket rocker arm Nut M 12 Copaslip
Fuel-pump distr. piece Screw M8 Copasl~p

Fuel-pump top flange (barrel) Screw M 10 Copaslip
Fuel-pump cavitation plugs Plug M 20 x 1.5 Copaslip
Fuel-pump mounting Screw M 16 Copashp
Fuel-valve (nozzle nut)

Fuel-valvemounting
Nut
Nut
M26x1.5
M 16
1 Copasl~p
Copashp
Fuel-valve (cap nut) Nut Copasl~p
Fuel-valveadjusting (lock nut) Nut Copasl~p
H~gh pressure pipe Nut M18x1.5 Copaslip
Camshall assembly
Gear wheel on crankshalt
lntermediate wheel shall
Nut
Nut
Nut
/ M 1M0 Ix21 . 0
M 20 x 1.5
1 Copasl~p
Copaslip
Copashp
Intermediate wheel gear Nut M 12 Copashp
Gear wheel on camshalt Screw M 12 Copaslip
I Gear wheel on Lub. o i l pump

I Nut I I Copashp
Conicals elements mounting

Upper mounting Screw M 24 Copaslip
Lower mounting Nut M 24 Copashp
-
~esupcpn Data for Pressure and Tolerance D 319
P W ((0 EdWm I011
Description mm.Ibar
Clearance in main bearing 0 20 - 0.30 mm.

Clearance in guide bearing (axial) -
0.15 0.44 mm
Maximum clearance in guide bearing (axial) 0.8 mm.
Clearance between, main bearing cap and frame.
belore tightening of bracing screw (side screw)
Checking of main bearing (Autolog) (see page 0305)
Clearance between crankshalt and sealing ring, upper and bwer pad
Maximum ovalness lor cylinder liner

New cylinder liner, inside diameter -
25.000 225.046 mm
Cylinder liner maximum inside diameter 225.60 mm.
Outer diameler ol valve seat 70 f 0.2 mm.
Seal width (sealing surface alter grinding)
Maximum height of spindle above cylinder head
*
3.5 0.2 mm.
84.50 mm.
Minimum height of valve head, inlet valve and exhaust valve 5.0 mm.
Maximum inner diameler, valve guide 14.25 mm.
P~stonring and piston ring grooves (see page 0307)

Clearance in big-end bealing 0.15 - 0.20 mm.
Clearance between connecting rod bush and piston pin 0.15 - 0.20 mm.
Maximum ovalness in big-end bore (without bearing) 0.08 mm.
Valve clearance, inlet valve (cold engine 15 - 55 "C)

Valve clearance, exhaust valve (cold engine 15 - 55 "C)
Maximum clearance between rocker arm and rccker arm shalt
Maximum combustion pressure at full load 130 bar

Maximum dillerence + 3 bar
Maximum dillerence between cylinders 3 bar
A change o l height of the thrust piece spacer ring of 0.10 mm.will change
the maxlmum pressure by 1 bar
1" lurning ol camshalt gear wheel changes maximum pressure by approx 3 bar
1 2 . 5 mn
Measurement "X" between thrust piece and roller guide housing 5.5 - 1 . 5 nm
Opening pressure ol luel valve 320 bar
Clearance between loorhs on ~nlermed~ale

wheel
Clearance between pick-up and gear wheel

Clearance between cam and pck-up. lor jet system (see page 313.15)
- 35
Engine Data
Operation of Engine #
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
Trouble Tracing
I

1 Piston and Connecting Rod
C
1 Turbocharger System
1 , Fuel lnjection Pump
I Fuel Injection

'
I Starting System
-
Fuel Oil System
Fuel a'nd Fuel Treatment
/ Driven Machinery
-
OPERATION OF ENGINE 302.01
STANDARD CHECKS E d i t i o n 15H
Generally, t h e o r d i n a r y o p e r a t i o n o f t h e machinery r e q u i r e s o n l y p e r i o d i c a l
checking o f t h e o p e r a t i o n a l d a t a o f t h e engine - pressures and temperatures -
and these data should be recorded, so as t o be a b l e t o observe s l o w l y p r o -
g r e s s i n g changes i n t h e s e r v i c e c o n d i t i o n o f t h e engine. Programmed overhauls
may be planned t o s u i t t h e r u n n i n g schedule o f t h e p l a n t f o r example accor-
d i n g t o t h e d i r e c t i o n s f o r "Overhaul I n t e r v a l s " i n c l u d e d i n t h i s s e c t i o n . The
f o l l o w i n g i n s t r u c t i o n s a r e based on a number o f s t a n d a r d checks which should
be made before s t a r t i n g on t h e v a r i o u s o p e r a t i o n s , consequently, t h e i n d i v i -
dual p o i n t s t o be checked a r e s t a t e d f i r s t .
Check 1. Check t h e l u b r i c a t i n g o i l s u p p l y t o b e a r i n g s and p i s t o n s by pum-

p i n g through t h e system by means o f t h e hand pump o f t h e engine
o r t h e p r e l u b r i c a t i n g pump. Make s u r e t h a t o i l f l o w s o u t o f a l l
bearings.
Check 2. A f t e r b e i n g emptied t h e l u b r i c a t i n g o i l sump s h o u l d be c a r e f u l l y

cleaned, and i t s h o u l d be checked t h a t t h e r e a r e no pieces o f me-
t a l , o r t h e l i k e , i n t h e o i l pan, as t h i s would i n d i c a t e i r r e g u -
l a r i t i e s i n b e a r i n g s o r g e a r wheels. Measure b e a r i n g clearances
by means o f a f e e l e r .
Check 3. Check t h e w o r k i n g s u r f a c e o f t h e c y l i n d e r l i n e r s f o r m i c r o s e i -
zures o r abnormal wear grooves.
Check 4. Check t h e alignment o f t h e c r a n k s h a f t as p r e s c r i b e d ( s e c t i o n 305 C )
Check 5. Clean a l l f i l t e r s and check t h a t t h e f i l t e r elements a r e n o t da-

maged.
Check 6. Check connecting r o d b o l t s , v a r i o u s b o l t s between frame and bed-

p l a t e , as w e l l as holding-down b o l t s f o r c o r r e c t t i g h t n e s s .
Check 7. Check t h e o i l l e v e l i n engine b e d p l a t e and i n turbochargers.
Check 8. Turn t h e engine a t l e a s t two t u r n s by means o f t h e t u r n i n g r o d ,

w h i l e t h e i n d i c a t o r v a l v e s a r e open. Check t h a t water o r f u e l o i l
does n o t f l o w o u t o f t h e i n d i c a t o r valves.
Check 9. L u b r i c a t e t h e j o i n t s o f t h e r e g u l a t i n g gear. Check t h e o i l l e v e l

i n t h e governor and check, t h a t t h e r e g u l a t i n g gear moves e a s i l y
a l l through t h e r e g u l a t i n g range.
Check 10. Feel-over programme:
a. Main bearings, crank p i n bearings, guide b e a r i n g and a l t e r n a -

t o r bearings.
b. P i s t o n p i n s and w o r k i n g s u r f a c e o f c y l i n d e r l i n e r s
T c. Camshaft bearings, gear wheels and r o l l e r guides.
STANOARO CHECKS E d i t i o n 15H
d. Lub. o i l pump and f u e l o i l p r i m a r y pump.
e. Governor d r i v e .
f. Turbocharger bearings.
Check 1 1 . Check t h e governor as f o l l o w s :

S t a r t up t h e engine and r u n i t a t t h e synchronous number o f r e v o l u -
tions.
Speed s e t t i n g : Check b e f o r e c u t t i n g i n t h e generator on t h e

switchboard t h a t t h e servomotor a d j u s t s t h e rpm a t a s u i t a b l e
quickness a f t e r a c t u a t i o n o f t h e s y n c h r o n i z e r knob on t h e
switchboard.
The range from -5% + 5% from synchronous rpm should be tested.
A d j u s t i n g speed: Cut i n t h e g e n e r a t o r on t h e switchboard and

s e t t h e l o a d a t about 40%. When t h e o i l temperature i n governor
and engine has reached i t s normal value, i n c r e a s e t h e l o a d i n -
stantaneously ( s t a r t o f l a r g e pump o r compressor) t o about 80%.
During t h i s procedure t h e frequency must n o t f a l l by more than
about8%,and a c o n s t a n t rpm must be reached w i t h i n about 3 sec.
( t h i s rpm, however, i s s l i g h t l y l o w e r than p r e v i o u s one due t o
t h e speed droop o f t h e governor). I f t h e engine i s o p e r a t i n g i n
p a r a l l e l w i t h o t h e r engines, even d i s t r i b u t i o n o f l o a d must ha-
ve been o b t a i n e d w i t h i n about 3 seconds. I f t h e governor r e a c t s
t o o s l o w l y , make t h e compensating adjustment as described i n
woodward's i n s t r u c t i o n book (Compensating a d j u s t m e n t ) .
Note: I t i s assumed t h a t t h e o p e r a t i n g c o n d i t i o n o f the engine

and turbocharger i s i n o r d e r so t h a t t h e t r a c i n g o f any f a u l t s
can be c o n f i n e d t o t h e governor alone.
Hunting: Run t h e engine w i t h o u t l o a d a t synchronous rpm. When

t h e governor o i l i s warm, t h e r e g u l a t i n g l e v e r must n o t take
any major p e r i o d i c a l movements, and n e i t h e r must t h e r e be any
v a r i a t i o n up and down i n t h e engine speed. I f t h a t i s t h e case,
t h e compensating adjustment has t o be repeated according t o t h e
Woodward i n s t r u c t i o n book.
Speed droop: I f t h e r e i s an u n s a t i s f a c t o r y d i s t r i b u t i o n of
l o a d between two o r more engines, t h e d i s t r i b u t i o n can be i m -
proved by i n c r e a s i n g t h e speed droop s e t t i n g o f the engine
which, d u r i n g l o a d i n c r e a s e , absorbs t h e g r e a t e r p a r t o f t h i s
increase ( o r by r e d u c i n g t h a t o f t h e o t h e r s ) . Normally t h e s e t -
t i n g should n o t be increased beyond 70 on t h e d i a l , and s a t i s -
f a c t o r y p a r a l l e l r u n n i n g w i l l g e n e r a l l y be o b t a i n a b l e a t s e t -
t i n g s between 40 and 60.
STANDARD CHECKS Edition' 15H
- -
Check 12. Check pressure and temperatures according t o Data 303.
1. Seawater temperature:
As low as possible without the formation of condensed water
in the charging a i r receiver.
2. Exhaust temperature:
Depends on the load.
Normal values indicated i n testbed t a b l e .
Check 13. The alarm and monitoring system can be checked a s follows:
1. Alarms:
Pressure switches with t e s t valve can be d i r e c t l y tested.
Pressure switches without a t e s t valve can be checked by a l t e -
r i n g the s e t t i n g u n t i l an alarm i s given. When readjusting the
s e t t i n g t o t h e normal value, t h e alarm should stop.
Thermostates can generally be t e s t e d i n a s i m i l a r way.
2. Shutdown:
Test the system as described f o r alarms.
3. Overspeed:
Run the engine without load, and increase the rpm by means of
the synchronizer control of the governor, u n t i l the overspeed
t r i p functions. The s e t t i n g should be synchronous speed + 1 2
t o 13%.
Check 14. The governor must be a b l e t o move the fuel pump gear t o 0-position.
Preparation of engine f o r normal s t a r t o r stand-by

1. Carry out Check No. 7.
2. T u r n on cooling water, fuel o i l and s t a r t i n g a i r t o the engine.
3. If the engine has been out of operation f o r some length of t i -
me, i t should be turned a t l e a s t two turns with the indicator
valves open. Under these circumstances i t i s advisable a l s o t o
prime the l u b r i c a t i n g o i l system with the hand pump ( p r e l u b r i -
cating pump).
Start 1. Depress the s t a r t i n g button.

*-
2. Let go of t h e button when t h e engine f i r e s .
3. Carry out Check No. 12. ( I n t h e case of automatized p l a n t , the
principal functions a r e automatically monitored).
T
- -
OPtRATION OF ENGINE 302.04
SIANDARO CHECKS E d i t i o n 1511
-
5101, 1. The engine i s normally stopped by s e t t i n g the "Load-Limit"
knob a t 0.
2. I f the engine i s t o remain stopped f o r a p e r i o d o f somc length.

Cooling water, f u e l o i l and s t a r t i n g a i r should be turpcd o f f .
7
OVERHAULS E d i t i o n 15H
E x t e n s i v e r e p a i r j o b s s h o u l d be planned on t h e b a s i s o f t h e p e r i o d i c a l obser-
v a t i o n s o f t h e o p e r a t i n g c o n d i t i o n o f t h e engine and, s i m i l a r l y , t h e e x t e n t
o f t h e work can be determined on t h e b a s i s o f t h e i n f o r n ~ a t i o no b t a i n e d by c a r -
r y i n g o u t Check 1. 2. 3, 4. 5 and 6 b e f o r e s t a r t i n g r e p a i r s .
A f t e r c a r r y i n g o u t r e p a i r s , t h e i n s i d e o f t h e engine s h o u l d be very c a r e f u l l y
cleaned, and, if necessary, o i l p i p e s and d u c t s s h o u l d be f l u s h e d through. and
t h e i n s i d e i f t h e crankcase be washed.
Before s t a r t i n g t h e engine f o r t h e f i r s t time, r e p e a t Check 1, and c a r r y o u t

Check 7, 8, 9 and 14.
S t a r t i n g and r u n n i n g up t h e engine.
1. Set t h e "Load-Limit" knob o f t h e governor a t 0.
2. Turn on c o o l i n g w a t e r and s t a r t i n g a i r , and c l o s e t h e i n d i c a t o r valves.
3. Run t h e engine on s t a r t i n g a i r u n t i l t h e o i l pressure gauge s t a r t s i n d i -

c a t i n g an o i l pressure.
4. Reduce t h e s p e e d s e t t i n g o f t h e governor t o s l i g h t l y above minimum, u s i n g

t h e s y n c h r o n i z e r c o n t r o l knob, and s e t t h e " L o a d - L i m i t " knob a t about 5.
5. Turn on f u e l o i l .
6. S t a r t t h e engine and check t h a t lub. o i l pressure, f u e l o i l pressure,

and c o o l i n g w a t e r p r e s s u r e a r e normal ( c f . Check 12).
7. Run t h e engine w i t h o u t l o a d a t about 300 r / m i n f o r 5 minutes, stop the

engine and f e e l o v e r as o u t l i n e d i n Check 10.
8. S t a r t t h e engine, and r u n up o v e r a p e r i o d o f some 30 minutes t o synchro-

nous rpm. Then r e p e a t Check 10.
9. Run up t h e engine and l o a d i t g r a d u a l l y u n t i l about 25% over a p e r i o d o f

one hour, then c a r r y o u t Check 11. 12, 13 and 10.
10. Run up t h e engine and l o a d i t g r a d u a l l y so as t o o b t a i n 100% over a pe-

r i o d o f about 10 hours.
Provided new c y l i n d e r l i n e r s o r p i s t o n s have n o t been f i t t e d , the run-

ning-up p e r i o d may be reduced t o about 5 hours. While i n c r e a s i n g the load
o f t h e engine, t a k e r e a d i n g s o f pressures and temperatures, and compare
t h e values recorded w i t h those s t a t e d i n t h e t e s t b e d t a b l e .
11. Stop t h e engine, r e p e a t Check 3. 5, 6 ( c o n n e c t i n g r o d b o l t s ) , 7 and 10,

f o l l o w i n g which t h e engine i s ready f o r o p e r a t i o n .
OPERATION OF ENGINE 302 .06
HEAVY FUEL OIL E d i t i o n 15H
OPERATION. SERVICE AND MAINTENANCE

~
Operation on heavy f u e l o i l w i l l i n v o l v e v a r i o u s drawbacks t o t h e engine com-

pared t o o p e r a t i o n on marine d i e s e l o i l / m a r i n e gas o i l .
These drawbacks a r e caused by t h e i n f e r i o r combustion p r o p e r t i e s o f t h e f u e l

o i l as w e l l as i t s c o n t e n t o f unwanted i m p u r i t i e s and chemical compositions.
When knowing about these drawbacks and a p p r e c i a t i n g t h e i r n e g a t i v e e f f e c t on

the engine, t h i s e f f e c t can, t o a c o n s i d e r a b l e e x t e n t , be c o u n t e r a c t e d and i n
many cases e l i m i n a t e d so t h a t s a t i s f a c t o r y o p e r a t i o n a l r e s u l t s can be achieved
w i t h o u t a p p r e c i a b l e i n c r e a s e i n s e r v i c e and maintenance.
Drawbacks when o p e r a t i n g on Heavy Fuel
O p e r a t i o ~ lon heavy f u e l i n v o l v e s a r i s k o f h e a v i e r f o u l i n g o f t h e combustion

spaces and gasways o f t h e engine. Furthermore, t h e r e i s a r i s k o f h e a v i e r ab-
r a s i v e wear o f c y l i n d e r s , p i s t o n s and p i s t o n r i n g s as w e l l as v a l v e seats,
f-mcand f u e l v a l v e nozzles. C o r r o s i v e wear m i g h t o c c u r t o a g r e a t e r o r
smaller exten: as c o l d c o r r o s i o n on account o f tTie s u l p h u r c o n t e n t o f t h e f u e l
o i l , and as h i g h temperature c o r r o s i o n on t h e exhaust v a l v e s , m a i n l y o r i g i n a -
t i n g from t h e e x i s t i n g chemical compositions of vanadium and sodium which have
a corrosive effect.
. Ihe e x t e n t o f the mechanical drawbacks w i l l m a i n l y depend on t h e f o l l o w i n g

f~ctors:
a) The chemical composition o f t h e f u e l o i l .
b) The e f f i c i e n c y o f c l e a n i n g and adequate p r e p a r a t i o n o f t h e f u e l p r i o r t o

use i n t h e engine.
C ) The engine type and t h e a c t u a l maintenance c o n d i t i o n and l o a d c o n d i t i o n .
The o p e r a t i o n a l r e s u l t s o f t h e i n d i v i d u a l engine t y p e w i l l , as e x p l a i n e d abo-

ve, depend on t h e combination of f u e l o i l q u a l i t y , f u e l o i l treatment, and the
o p e r a t i o n and maintenance o f t h e engine.
Operation
P a r t Load Operation
' H i g h - e f f i c i e n t turbocharging, o p t i m i z e d f u e l i n j e c t i o n and v a l v e t i m i n g w i l l

ensure complete combustion over t h e e n t i r e common l o a d range, and t h e tendency
o f e x h u s t gas blowback a t p a r t s loads i s minimized as w e l l . Adequate tempera-
t u r e l e v e l i n t h e combustion chamber t o ensure c o r r e c t i g n i t i o n and complete
combustion i s o b t a i n e d by m a i n t a i n i n g c o n s t a n t temperature o f t h e medias s u r -
rounding t h e combustion chamber, p r i m a r i l y i n t h e c o o l i n g w a t e r system and t h e
lub. o i l system. ( p i s t o n c o o l i n g media) b u t a l s o i n t h e f u e l i n j e c t i o n -ystem
and t h e system f o r temperature c o n t r o l o f t h e i n j e c t i o n v a l v e nozzles.
-
HEAVY FUEL O I L Edition 15H
As long a s adequate combustion chamber temperatures a r e maintained, preheating

of the charge-air should be avoided, a s the r e s u l t i n g decrease of a i r density
will create-bad soot values (smoke emission).
P a n - L o a d 00.r.lion
In case of long-term HFO operation a t extreme Effect
low load there i s a r i s k of contamination of Combustion chamber temp.
combustion chamber, exhaust pipe and turbochar- Completeness of combustion.
ger due t o a higher production of carbon depo- F w l i n g o l engine.
Smoke emission.
sits.
Operational conditions
In general we recomnend not t o r u n t h e engines GenSets RPM constant.
GenSets normal load-range
a t loads below 20% MCR f o r longer periods than 6085 % of MCR.
20 hours. During such a long period of low load Seldom lower than 30 % MCR.
increased fouling of t h e gasways i s unavoidable. Counter-mover
Maintain consrant temp.:
However in our experience t h e carbon d e p o s i t s Cooling water system.
will be burnt o f f a f t e r 3-4 hours operation a t Fuel oil system.
Nozzle cooling system.
a load exceeding 60% MCR.
If the engine is operated for more lhar
If special conditions should demand long-term M hours at load lower than20 % o l
low load operation exceeding above mentioned MCR: 3 4 hours' operation at load
conditions i t could be necessary t o e s t a b l i s h exceeding W % MCR is necessary to
special arrangements f o r adjustment of the char- burn the combustion chamber ckan.
ge a i r temperature in order t o reduce an e x t r e -
me f i r i n g lag caused by a s u b s t a n t i a l l y cooled-
down combustion chamber.
S t a r t & S t o p o n H.F.O.
S t a r t and Stop on HFO Start

1. Circulate jacket waccr of temp.
50.60° C at least 2 hours bcforc stan
S t a r t and stop of the engine should take place of engine.
on HFO in order t o prevent any incompatibility 2. Circulate heated fuel ail in engine
problems by change-over t o MOO. MOO should on- fuel system at least I hour before
Stan o l engine.
l y be used i n connection with maintenance work 3. Circulate heated oil in fuel n o z ~ l e
on'the engine o r longer periods of engine cooling system at least 15 mi".
standstill. belore stan of enqine.
Stop
Before s t a r t i n g on HFO t h e engine must be pro- Maintain circulation in e n g m fuel
perly preheated, which includes: system at adequate temp. (above p w r
poinll.
Change t o M.O.O. only if engine is
Cooling water of 50-60' i s c i r c u l a t e d through stopped for ove,haul. or in conuectlon
the frame and cylinder head f o r a t l e a s t 2 with laying-up or docking of vessel.
hours before s t a r t .
Preheated fuel of c o r r e c t working temperature (depending on the nominal visco-
. s i t y ) i s c i r c u l a t e d through the fuel pumps f o r one hour before s t a r t . Circula-

tion of the preheated o i l through the nozzles should take place 15 minutes be-
fore s t a r t .
Stopping the engine i s no problem, but i t should be ensured t h a t the tempera-
- t u r e of fuel pipes i s not reduced t o a level below the pourpoint of the f u e l ,

otherwise reestablishing of t h e c i r c u l a t i o n might cause problems.
OPERATlON OF ENGINE 302.08
Enqine Room V e n t i l a t i o n
Good v e n t i l a t i o n o f t h e engine room and a s u i t a b l e l o c a t i o n o f t h e f r e s h a i r

~ n t a k eon t h e deck i s always i n ~ p o r t a n t . Seawater i n t h e i n t a k e m i g h t r e s u l t i n
c o r r o s i v e a t t a c k s and i n f l u e n c e t h e overhaul i n t e r v a l s o f t h e exhaust v a l v e s .
Ihe f r e s h a i r supply ( v e n t i l a t i o n ) t o t h e engine room i s t o correspond t o
dpprox. 1.5 times t h e a i r consumption o f t h e engines and p o s s i b l e b o i l e r s i n
operation. Sub-pressure i n t h e engine room w i l l r e s u l t i n increased exhaust
temperature l e v e l . The exhaust system, i n c l u d i n g s i l e n c e r s , i s t o be so execu-
ted t h a t t h e f l o w r e s i s t a n c e o f t h e exhaust gas i s reduced as much as p o s s i b l e .
The exhaust back-pressure measured a f t e r t h e t u r b o c h a r g e r s a t f u l l l o a d should

n o t exceed 250-300 tmn water gauge. An i n c r e a s e o f t h e exhaust backpressure w i l l
a l s o i n v o l v e an increased exhaust v a l v e temperature l e v e l .
Md intendnce and M o n i t o r i n g
[ l u r i n g the o p e r a t i o n , small a l t e r a t i o n s o f t h e c o n d i t i o n c o n t i n u o u s l y take

place i;itk,e engine as a r e s u l t o f t h e combustion, i n c l u d i n g f o u l i n g s o f t h e
airways and gasways, f o r m a t i o n o f d e p o s i t s , wear, c o r r o s i o n e t c . I f continuous-
l y recorded, these a l t e r a t i o n s o f t h e c o n d i t i o n can g i v e v a l u a b l e i n f o r m a t i o n
dbout the o p e r a t i o n a l and maintenance c o n d i t i o n o f t h e engine. Continual obser-
vations can c o n t r i b u t e t o forming a p r e c i s e and v a l u a b l e b a s i s f o r e v a l u a t i o n
l o l a y down t h e optimal o p e r a t i o n a l and maintenance p r o g r a m e s f o r the
' ~ n d i v i d u a lp l a n t .
We recommend t o take weekly r e c o r d s o f t h e most i m p o r t a n t performance data o f

the engine p l a n t , as s p e c i f i e d i n t h e t a b l e , on p l a t e 30202. A t t h e r e c o r d i n g ,
t.he observations a r e t o be c o n t i n u a l l y compared i n o r d e r t o a s c e r t a i n a l t e r a -
t i o n s a t an e a r l y stage and b e f o r e these e x e r t an e s s e n t i a l i n f l u e n c e on the
o p e r a t i o n o f t h e p l a n t . As a r e f e r e n c e c o n d i t i o n f o r t h e performance data, the
tcstbed measurements o f t h e engine o r p o s s i b l y t h e measurements taken d u r i n g
the t r i a l t r i p a t t h e d e l i v e r y of t h e s h i p can be used. I f c o n s i d e r a b l e d e v i a -
t i o n s from t h e normal c o n d i t i o n a r e observed, i t w i l l i n t h e g r e a t m a j o r i t y o f
cases be p o s s i b l e t o diagnose t h e cause o f such d e v i a t i o n s by means o f a t o t a l
e v a l u a t i o n and a s e t o f measurements, a f t e r which p o s s i b l e adjustments/over-
hauls can be decided and planned.
For example, f o u l i n g o f t h e a i r s i d e o f t h e a i r c o o l e r w i l l m a n i f e s t i t s e l f i n
an i n c r e a s i n g pressure drop, lower c h a r g i n g a i r p r e s s u r e and an increased
exhaust temperature l e v e l ( w i t h c o n s e q u e n t i a l i n f l u e n c e on t h e overhaul i n t e r -
- v a l s f o r the exhaust v a l v e s ) .
F o u l i n g o f t h e t u r b i n e s i d e o f t h e turbocharger w i l l , i n i t s f i r s t phase, mani-
f e s t i t s e l f i n i n c r e a s i n g t u r b o c h a r g e r r e v o l u t i o n s on account o f increased gas
v e l o c i t y through t h e narrowed n o z z l e r i n g area. I n t h e l o n g e r run, t h e c h a r g i n g
a i r q u a n t i t y w i l l decrease on account o f t h e g r e a t e r f l o w r e s i s t a n c e through
t.he nozzle r i n g , r e s u l t i n g i n h i g h e r w a l l temperatures i n t h e combustion
chamber.
-
HEAVY FUEL OIL E d i t i o n 1511
An increased c h a r g i n g a i r temperature i n v o l v e s a correspondbng i n c r e a s e o f the

exhaust temperature l e v e l i n a r ~ t i o f about 1:1.5, i . e . 1 C h i g h e r c h a r g i n g
a i r temperature causes about 1.5 C h i g h e r exhaust temperature.
Reduction o f t h e c h a r g i n g a i r p r e s s u r e r e s u l t s i n a corresponding r e d u c t i o n o f
the compression p r e s s u r e and max. combustion pressure. When c h e c k i n g t h e max.
pressure adjustment of t h e engine, i t i s t h e r e f o r e t o be ensured t h a t t h e e x i s -
t i n g scavenging a i r p r e s s u r e i s c o r r e c t .
The i n j e c t e d amount o f f u e l i s e q u i v a l e n t t o t h e s u p p l i e d energy and i s thus an

expression o f t h e l o a d and mean p r e s s u r e o f t h e engine. The f u e l pump index can
t h e r e f o r e be assumed t o be p r o p o r t i o n a l t o t h e mean pressure. Consequently, i t
can be assumed t h a t t h e connected v a l u e s o f t h e f u e l pump index and t h e engine
revolutions a r e p r o p o r t i o n a l t o t h e load.
A t o p e r a t i o n on heavy f u e l , t h e s p e c i f i c f u e l o i l consumption w i l l on t h e whole

remain u n a l t e r e d , when c o n s i d e r i n g t h e d i f f e r e n c e i n c a l o r i m e t r i c combustion
value. However, t h e combination of t h e s p e c i f i c g r a v i t y o f t h e f u e l o i l and i t s
c a l o r i f i c v a l u e w i l l i n v o l v e a v o l u m e t r i c a l t e r a t i o n o f the consumption o f
3-6%. Due t o t h i s , t h e f u e l pump i n d e x s h o u l d be reduced b y 3-6% a t o p e r a t i o n
on r e s i d u a l f u e l as compared t o marine d i e s e l o i l / m a r i n e gas o i l . When a d j u s t -
i n g t h e o v e r l o a d p r o t e c t i o n o f t h e engine, r e g a r d should be p a i d t o t h i s .
Abrasive p a r t i c l e s i n t h e f u e l o i l r e s u l t i n wear o f f u e l pumps and f u e l valve

nozzles. E f f e c t i v e t r e a t m e n t of t h e f u e l o i l i n t h e p u r i f i e r can l i m i t t h e con
t e n t o f a b r a s i v e p a r t i c l e s t o a minimum. Worn f u e l pumps w i l l r e s u l t i n an i n -
crease o f t h e i n d e x on account o f an i n c r e a s e d l o s s i n t h e pumps due t o
leakage.
When e v a l u a t i n g o p e r a t i o n a l r e s u l t s , a d i s t i n c t i o n i s t o be made between a l t e -

r a t i o n s which a f f e c t t h e whole engine ( a l l c y l i n d e r u n i t s ) and a l t e r a t i o n s
which'occur i n o n l y one o r a few c y l i n d e r s . D e v i a t i o n s o c c u r i n g f o r a few cy-
l i n d e r s a r e as a r u l e caused by m a l f u n c t i o n i n g o f i n d i v i d u a l components, f o r
example a f u e l v a l v e w i t h a t o o low opening pressure, blocked n o z z l e h o l e s ,
wear, o r o t h e r d e f e c t s , an i n l e t o r exhaust v a l v e w i t h wrongly a d j u s t e d c l e a r -
ance. b u r n t v a l v e seat, e t c .
The o p e r a t i o n a l o b s e r v a t i o n s supplemented by t h e d a i l y r o u t i n e m o n i t o r i n g con-

t r i b u t e t o e n s u r i n g t h a t f a u l t y adjustments and o t h e r d e v i a t i o n s i n the p e r f o r -
mance o f i n d i v i d u a l components a r e observed i n time t o a v o i d o p e r a t i o n a l d i s -
turbances and so t h a t normal r o u t i n e o v e r h a u l s can be c a r r i e d o u t as scheduled.
I f abnormal o r incomprehensible d e v i a t i o n s i n t h e o p e r a t i o n a r e recorded,

,expert a s s i s t a n c e f o r e v a l u a t i o n hereof should be obtained.
Through c o n t i n u a l assessment o f t h e o p e r a t i o n , t h e engine room s t a f f w i l l ob-

t a i n v a l u a b l e experience and r o u t i n e f o r t h e b e n e f i t o f t h e o p e r a t i o n a l r e l i a -
b i l i t y o f t h e p l a n t and t h e o p e r a t i o n a l r e s u l t . P r e v e n t i v e m o n i t o r i n g o f the
T
engine minimizes t h e r i s k o f u n i n t e n t i o n a l stoppages and c o n t r i b u t e s t o o p t i r n ~
z i n g t h e maintenance c o n d i t i o n and r e d u c i n g t h e spare p a r t s consumption.
HEAVY FUEL OIL E d i t i o n 151i
Turbochargers
Service experience has shown t h a t t h e t u r b i n e s i d e i s exposed t o increased fou-

l i n g a t o p e r a t i o n on heavy f u e l .
The r a t e o f f o u l i n g and t h e r e b y t h e i n f l u e n c e on t h e o p e r a t i o n o f t h e engine i s

g r e a t e s t f o r small t u r b o c h a r g e r s where t h e f l o w openings between t h e guide
vanes o f the n o z z l e r i n g a r e r e l a t i v e l y s m a l l . Deposits e s p e c i a l l y occur on the
guide vanes o f t h e n o z z l e r i n g and on t h e r o t o r blades. I n t h e l o n g e r run, fou-
l i n g w i l l reduce t h e e f f i c i e n c y o f t h e t u r b o c h a r g e r and t h e r e b y a l s o t h e quan-
t i t y o f a i r s u p p l i e d f o r t h e combustion o f t h e engine. A reduced q u a n t i t y o f
d i r w i l l r e s u l t i n h i g h e r w a l l temperatures i n t h e combustion spaces o f t h e en-
gine. Tests and s e r v i c e experience have shown t h a t c l e a n i n g o f t h e turbocharger
d u r i n g o p e r a t i o n of t h e engine can be e f f e c t i v e l y c a r r i e d o u t by i n j e c t i o n o f
water i n t o t h e t u r b i n e . The water washing system f o r t h e t u r b i n e i s used as a
standard f o r a l l o u r engine types a t o p e r a t i o n on heavy f u e l s . On t h e compres-
sor s i d e o f t h e turbocharger, w a t e r washing i s used as a standard b o t h f o r ope-
r a t i o n on marine d i e s e l o i l and heavy f u e l .
l o r the s i n d l l c r engines, we g e n e r a l l y recommend t o c a r r y o u t t u r b i n e washing

d a i l y . The need f o r t h i s w i l l depend on t h e f u e l q u a l i t y and t h e o p e r a t i o n a l
c o n d i t i o n s and i s t h e r e f o r e t o be scheduled f o r each p l a n t .
Lubricating O i l Fi 1ters
The r a t e o f l u b r i c a t i n g o i l c o n t a m i n a t i o n w i l l i n c r e a s e w i t h heavy f u e l opera-

t i o n . I n o r d e r t o a v o i d r e d u c i n g t h e i n t e r v a l s between replacement o f l u b r i c a -
t i n g o i l f i l t e r c a r t r i d g e s , s u f f i c i e n t and e f f e c t i v e p u r i f i c a t i o n o f the l u b r i -
cating o i l i s therefore essential.
rue1 I n j e c t i o n Valves
Assuming t h a t t h e ' f u e l o i l i s e f f e c t i v e l y p u r i f i e d and t h a t t h e engine i s w e l l -

maintained, t h e o p e r a t i o n a l c o n d i t i o n s f o r t h e f u e l valves and t h e overhaul i n -
t e r v a l s w i l l n o t n o r m a l l y be e s s e n t i a l a l t e r e d a t o p e r a t i o n on heavy f u e l .
I f , f o r one reason o r another, t h e s u r f a c e temperature o f t h e f u e l v a l v e nozzle

i s lower than t h e condensation temperature o f s u l p h u r i c a c i d , s u l p h u r i c a c i d
condensate can form and c o r r o s i o n t a k e p l a c e ( c o l d c o r r o s i o n ) . The f o r m a t i o n o f
s u l p h u r i c a c i d f u r t h e r depends on t h e s u l p h u r c o n t e n t i n t h e f u e l o i l . Normally
theofuel nozzle temperature w i l l be h i g h e r t h a n t h e temperature o f approx.
180 C a t which c o l d c o r r o s i o n s t a r t s t o o c c u r . A t low l o a d where the f u e l nozz-
l e temperature decreases, i t may a t continuous o p e r a t i o n be advantageous t o r e -
duce the f u e l nozzle c o o l i n g t o a v o i d c o r r o s i o n .
.,
Abrasive p a r t i c l e s i n t h e f u e l o i l i n v o l v e s a h e a v i e r wear oY the f u e l v a l v e
needle, s e a t , and f u e l n o z z l e h o l e s . Therefore, a b r a s i v e p a r t i c l e s a r e t o the
widest p o s s i b l e e x t e n t t o be removed a t the p u r i f i c a t i o n .
-
Exhaust Valves
I n r e g a r d t o medium-speed engines, t h e s e r v i c e l i f e o f t h e exhaust v a l v e s a t

o p e r a t i o n on heavy f u e l has always been a s u b j e c t f o r d i s c u s s i o n . To i l l u s t r a -
t e how t h e overhaul i n t e r v a l s o f t h e v a l v e s depends on t h e q u a l i t y o f t h e f u e l
o i l , we have. based on s e r v i c e experience, prepared t h e graphs on p l a t e 30203.
The graphs show v a r i a t i o n and spreading o f t h e overhaul i n t e r v a l s .
However, v a r i a t i o n s o u t s i d e t h e hatched areas may occur on account o f extremely

unfavourable f u e l p r o p e r t i e s and d e v i a t i o n s from t h e normal c o n d i t i o n s f o r opr-
r a t i o n and maintenance. E s p e c i a l l y under u n f a v o u r a b l e c o n d i t i o n s , f u e l q u a l i -
t i e s w i t h a h i g h vanadium and sodium c o n t e n t w i l l promote b u r n i n g o f t h e valve
seats. Combinations o f vanadium and sodium oxides w i t h a c o r r o s i v e e f f e c t w i l l
be formed d u r i n g t h e combustion; these adhesive ashes may, e s p e c i a l l y i n the
case o f increased v a l v e temperatures, form d e p o s i t s on t h e seats. Local p e e l i n g
o f f o f the d e p o s i t s d u r i n g o p e r a t i o n w i l l i n i t i a t e b u r n i n g - t h r o u g h o f t h e v a l v e
seats. An i n c r e a s i n g sodium c o n t e n t w i l l reduce t h e m e l t i n g p o i n t and thereby
t h e adhesion temperature f o r t h e ashes, which w i l l i n v o l v e a g r e a t e r r i s k o f
deposits. This c o n d i t i o n w i l l be e s p e c i a l l y unfavourable when t h e w e i g h t r a t i o
Na increases 113.
-
Va
The exhallst v a l v e temperature depends on t h e a c t u a l maintenance c o n d i t i o n and

the l o a d o f t h e engine. A t c o r r e c t maintenance t h e v a l v e temperature i s kept ~t
a s a t i s f a c t o r y low l e v e l a t a l l l o a d s . The a i r s u p p l y t o t h e engine ( t u r b o c h a r -
g e r / a i r c o o l e r ) and t h e maximum pressure adjustment a r e key parameters i n t h l s
connection.
The use o f nimonic exhaust v a l v e s p i n d l e s and v a l v e seat r i n g s o f h i g h hardness

provides t h e b e s t p o s s i b l e m a t e r i a l p r o p e r t i e s i n r e s p e c t o f c o r r o s i o n r e s i s -
tance and seat hardness a t h i g h temperatures.
I t i s i m p o r t a n t f o r the f u n c t i o n i n g o f t h e valves t h a t t h e v a l v e seats are

overhauled c o r r e c t l y i n accordance w i t h o u r i n s t r u c t i o n s .
The use o f r o t o c a p ensures a u n i f o r m d i s t r i b u t i o n o f temperature on t h e valve5
A i r I n l e t Valves
The o p e r a t i o n a l c o n d i t i o n s o f t h e a i r i n l e t valves a r e n o t e s s e n t i a l a l t e r e d
when u s i n g heavy f u e l .
Fuel Pumps
.
I
Assuming e f f e c t i v e p u r i f i c a t i o n o f t h e f u e l o i l , t h e o p e r a t i o n o f t h e f u e l
pumps w i l l n o t be e s s e n t i a l l y a f f e c t e d .
OPERATION OF ENGINE
HEAVY FUEL O I L E d i t i o n 1511
l h e occurence o f i n c r e a s i n g a b r a s i v e wear o f p l u n g e r and b a r r e l can be a conse-

quence o f i n s u f f i c i e n t p u r i f i c a t i o n o f t h e f u e l o i l , e s p e c i a l l y i f u s i u g a f u r l
which c o n t a i n s r e s i d u e s from c a t a l y t i c c r a c k i n g . Water i n t h e f u e l o i l i n v o l -
ves an increased r i s k o f c a v i t a t i o n i n c o n n e c t i o n w i t h pressure impulses occur-
i n g a t t h e c u t t i n g - o f f o f t h e f u e l pump. A f u e l w i t h a h i g h a s p h a l t c o n t e n t has
d e t e r i o r a t e d l u b r i c a t i n g p r o p e r t i e s and can i n extreme cases r e s u l t i n s t i c k i n g
o f the f u e l pump p l u n g e r s .
Cylinder Condition
A t operation w i t h i n t h e s p e c i f i e d f u e l q u a l i t y t h e c y l i n d e r c o n d i t i o n w i l l not
be a1 t e r e d t o any c o n s i d e r a b l e e x t e n t and t h e wear r a t e s f o r c y l i n d e r l i n e r s ,
p i s t o n s , and p i s t o n r i n g s w i l l n o t n o r m a l l y be a p p r e c i a b l y changed. However,
a l s o i n t h i s case, e f f e c t i v e p u r i f i c a t i o n and c o r r e c t c h o i s e o f l u b r i c a t i n g o i l
must be ensured.
Overhaul I n t e r v a l s
Ihe t a b l e on p l a t e 3 0 2 0 2 , i n d i c a t e recommended i n t e r v a l s f o r overhaul and main-

tenance o f t h e most i m p o r t a n t components o f t h e engine. The overhaul i n t e r v a l s
dre based on o p e r a t i o n on "nominal" f u e l q u a l i t y a t normal s e r v i c e o u t p u t . For
p r o p u l s i o n engines. normal s e r v i c e o u t p u t i s assumed t o be approx. 90-100% o f
MCH and f o r engines f o r g e n e r a t i n g purposes 7 0 - 8 0 % o f MCR.
OPERATION Of- t N G l N f 30701
EXPECTED OPTIMAL OVtRHAUL INTCRVALS AND L X P t C l L O 5 L R V I C E L I F E

FOR M A I N COMPONENTS OF L 2 3 / 3 0 L N G I N E OPERATION UP TO I F 7 0 0 t d ~ t ~ o0911
n
C q d e a w d Dllbne side ..........................................................

a
Wet deaning of Unbirm slde ..........................................................
Wafer wahlng of capessot ude ..............................................
Air filler deaning B ' d on observabms
In.paetlon C M a1mounMg rcrevs. -ng ra- md pps
Une mnnacoMs lu bghl hl by tapping. r+(en U reoeuy ........
Compnuor clssnlnp In dlsnunIk4 condiUm: mnpreswr
hner components hMI dlltuwx. mmpessa nimd ........................
Sllmcw c(unlnp In d1.nunW.d eondltlm:dencar 811 -
Fundm dm& 01 m p w d Md -6 devices.

Ch& #.at m u d rod 01 each hdindual h A pymp can
go lo -slop. powwn
CWmng and adjustment ol v W dearanca ..................................
Ovahaul h mnnec(m wilb ed~austv a h e l ......................

W iof inslde danmm h onnudm rinvPhn arrtyrl ....
ckemaul md aqusbnuw d w.3dng -9

Rebphrenhg200hDusabrne*raovmhad
Ch& 01compessedair s y s m
R d l 01 air *hncator : Based m obutrvatma.
Inspeclionacmd~ng D dasr-lm surwf. m m a l y .Is 24.000

~nning hours or 4 yeam ol serv*e ..................................................
Rebghleninp 01 m n hem csp.200 hours dlsr new a aremul
and mty ..........................................................................................
lor mnmlweighb. 200 ban a h new a
........................................................................
Crankshall de- and m n bearing dearawe reading Should

be anled out in mnecdon with rebghledng ol main bmmg and
holdmgdom bdk ..........................................................................
Rebghleni and dw&ng ol bearmg dear- 200 houa a h

ncw c+ ov%aaul and every ...........................................................
lmpecoon in mnnecbon wth pslon annhaul ..................................
Ovwhaul. repk-mment ol mmpesM dngs and 6usper

measuring 01 ring grmves. impemon01 b i q 4 C b r q
)mpecDon ol cylmder Lner mndlbon ..........................................
3'
Inspecaon. measuing and rmndlaning 01 wring wrtra
m d 4 m In mnecDon wlth prtan overhaul .................................
Omiwl and remndldoning 01 wrtace behveen l t w md h a m and
deanlng of wrl- in coohng waler spaca .....................................
Fuel plmp barreVplunpor assembly (Irehad bazsd on opera-

obsewaoom ............................................................................
Overhaul ...............................................................
A rampie 01 vlron, (lud musl be W n and andysed in between
R + x e m m t based on observabns 01 -re drop ...................
Aedaanntnt based on observab~na..............................................

53
Engine Data
Operation of Engine
Engine Performance and Condition 4

Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
,
Engine Data
1%I 8
Operation of Engine
I Trouble Tracing
I
(
C
k Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Fuel Snd Fuel Treatment
Driven Machinery
I.? Tools
<-
ENGINE PERFORMANCE AND CONDITION 303.01
E d i t i o n 05
To ensure t h e g r e a t e s t p o s s i b l e r e l i a b i l i t y o f o p e r a t i o n . t h e c o n d i t i o n o f the
engine should be c o n t i n u a l l y checked so t h a t p r e v e n t i v e maintenance work can be
c a r r i e d o u t b e f o r e s e r i o u s breakdowns t a k e p l a c e .
The p r e v e n t i v e measures t h a t should be taken. and t h e means a v a i l a b l e f o r the

purpose o f checking t h e s e r v i c e c o n d i t i o n s , a r e as f o l l o w s :
1. Make s u r e t h a t t h e alarm and m o n i t o r i n g system i s i n o r d e r .
2. Watch t h e o p e r a t i o n a l d a t a o f t h e engine, and compare them w i t h the

tes tbed t a b l e .
3. C a r r y o u t p r o g r a m e d i n s p e c t i o n s and overhauls, supplemented by r e p a i r

work based on c o n c l u s i o n s made d u r i n g t h e c u r r e n t s u p e r v i s i o n o f t h e
p l a n t , c f . 2.
Re 1. The a l a r m and m o n i t o r i n system s h o u l d be t e s t e d as s p e c i f i e d i n

"Check 13" ( S e c t i o n 302 a t l e a s t once e v e r y t h r e e months.
Re 2. The o p e r a t i n g c o n d i t i o n s s h o u l d be checked e v e r y month, and a t the

same t i m e t h e p r i n c i p a l d a t a s h o u l d be n o t e d down: Maximum pressure,
compression pressure, exhaust temperature, c h a r g i n g a i r pressure,
c h a r g i n g a i r temperature, f u e l pump index, e t c . The values should be
compared w i t h t h e t e s t b e d t a b l e o f t h e engine, and such comparisons
may g i v e , i n t e r a l i a , t h e f o l l o w i n g i n f o r m a t i o n :
Low maximum pressure: D e f e c t i v e f u e l valve, l a c k i n g compression

pressure i n t h e c y l i n d e r concerned due t o l e a k y p i s t o n r i n g s and
blow-by, l a c k i n g compression p r e s s u r e due t o low charging a i r
pressure.
Low compression pressure ( t o be measured by means o f the maximum

p r e s s u r e i n d i c a t o r w h i l e p r e s s i n g t h e f u e l pump r e g u l a t i n g l e v e r
i n t o 0 - p o s i t i o n ) . Leaky p i s t o n r i n g s o r low charging a i r pressure
owing t o d e f e c t i v e o r d i r t y t u r b o c h a r g e r and/or d i r t y charging a i r
cooler.
H i g h exhaust temperature: For a s i n g l e c y l i n d e r t h e cause may be a

l e a k y exhaust v a l v e o r a d e f e c t i v e f u e l v a l v e . I f t h e exhaust tcm-
p e r a t u r e s o f a l l c y l i n d e r s a r e t o o h i g h , t h e cause may be h i g h
c h a r g i n g a i r temperature ( d i r t y a i r c o o l e r ) , o r low c h a r g i n g a i r
pressure ( d i r t y t u r b o c h a r g e r ) .
Low exhaust temperature: The c y l i n d e r does n o t work due t o defec-

t i v e f u e l v a l v e o r s t i c k i n g f u e l pump p l u n g e r .
H i g h c o o l i n g water temperature: Reduced q u a n t i t y o f c o o l i n g water

through engine, increased h e a t t r a n s m i s s i o n due t o h i g h combustion
temperatures ( i n c o m p l e t e combustion), small q u a n t i t y o f a i r from
charging a i r cooler, etc.).
ENGINE PERFORMANCE AN0 CONDITION
Edition 0 5
However. t h e o b s e r v a t i o n s may p r o v i d e many more p a r t i c u l a r s than those mention-

ed above, which should o n l y be regarded as examples o f t h e a p p l i c a t i o n o f t h e
nlc thod.
Re 3. To f i x t h e i n t e r v a l s between programmed i n s p e c t i o n s o r overhauls i s a
m a t t e r o f experience and depends v e r y much on i n d i v i d u a l c o n d i t i o n s o f
load and o p e r a t i o n i n c l u d i n g , i n p a r t i c u l a r , t h e q u a l i t y and degree o f
p u r i t y of t h e f u e l and l u b r i c a t i n g o i l s used. The i n t e r v a l s s t a t e d i n
s e c t i o n 3 0 2 may be used as a guide, b u t c o n s i d e r a b l e d e v i a t i o n s may
occur f o r t h e reasons mentioned.
I t i s i m p o r t a n t t o t a k e i n t o c o n s i d e r a t i o n t h e r e s u l t s from observa-
t i o n s o f t h e o p e r a t i o n o f t h e engine when p l a n n i n g i n s p e c t i o n s and
overhauls and, s i m i l a r l y . "Check 3 and 4" ( S e c t i o n 3 0 2 ) may p r o v i d e
important information.
I n a d d i t i o n t o t h e overhaul i n t e r v a l s i n d i c a t e d i n s e c t i o n 3 0 2 a l l screws and

nuts on t h e engine should be checked f o r c o r r e c t t i g h t n e s s and r e t i g h t e n e d , i f
necessary, a t s u i t a b l e i n t e r v a l s .
H y d r a u l i c a l l y t i g h t e n e d n u t s ( o n s t u d s f o r main b e a r i n g s and c y l i n d e r heads)

a r e checked by f i t t i n g t h e t i g h t e n i n g t o o l s and r a i s i n g t h e pressure t o the
t i g h t e n i n g pressure p r e s c r i b e d . D u r i n g t h e l a s t p a r t o f t h e pumping, t h e
t e n s i o n i n g i s checked b y a t t e m p t i n g t o l o o s e n t h e n u t s w i t h t h e tommy b a r . The
pump pressure a t which t h e n u t comes l o o s e should be noted, f o l l o w i n g which the
pressure i s increased t o t h e v a l u e s t a t e d i n t h e d a t a s e c t i o n , and the n u t i s
tightened up.
EVALUATION OF READINGS REGARDING COMBUSTION CONDITIONS PLATE 30301 -04H
PRESSURE DROP \
ALL CYLINDERS
&hwd temp. increasirg:

Air system fouled
(Air filter-blower-cwler).
D E C M A S I N G CHARGE A I R
hhoust temp. increasing: PRESSURE:
D e c r e a s i n g a i r amsunt.
Fouled turbocharqer,
a i r f i l t e r o r charge
a i r c o o l e r Lalr s l d c l .
'P and P
comp mar ARE MEASUXED
by means of m a r . pressure gouge.
P too l o r : Lcoky combustion
comp
chamber. charging air prctsure
too l o r .
P too l o r :
mox
P too l o r , ignition too lote.
CQmP
Engine Data
Operation of Engine
Trouble Tracing 4;

Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
.-
.,,j&.,,.--.:
:.. Engine Data
'd
g Trouble Tracing

Crankshaft and Main Bearings -

"xhaust -
qalves and Fuel lnjection Pumps
-
Turbocharger System
Fuel lnjection Pump
Fuel Injection
. Control arid Safety Systems

Starting System

-
Fuel Oil System
Fuel ah-rd Fuel Treatment
Driven Machinery
!'
Tools
*
'I.
TROUBLE TRACING
FAILURE TO START E d i t i o n 07W
The adjustment o f t h e engine s h o u l d n o t be d i s t u r b e d u n l e s s a b s o l u t e l y necessa-

r y . I f a n y t h i n g abnormal i s n o t i c e d d u r i n g t h e r u n n i n g , t h e cause should a t on-
ce be found and t h e f a u l t c o r r e c t e d , as an a l t e r a t i o n o f t h e adjustment, even
i f i t may remedy t h e d e f e c t , w i l l seldom e l i m i n a t e i t .
Below i s g i v e n a b r i e f d e s c r i p t i o n of some o f t h e t r o u b l e s t h a t may appear

d u r i n g t h e running, as w e l l as t h e i r remedy.
Failure t o s t a r t
I f t h e engine does n o t t u r n when t h e s t a r t i n g b u t t o n i s depressed, the cause

may be t h e f o l l o w i n g :
1. Too low a i r pressure. Recharge t h e r e c e i v e r .
2. Slow t u r n i n g v a l v e l e a k y o r s t i c k i n g i n open p o s i t i o n o r s p r i n g broken.
3. F a u l t s i n e l e c t r i c a l system.
I f t h e engine t u r n s on compressed a i r b u t does n o t s t a r t f i r i n g , the cause may
F a i l i n g o r i r r e g u l a r f u e l o i l supply on account o f :
A i r i n t h e f u e l o i l system. V e n t i n g t o be e f f e c t e d . I f t h e f a i l u r e t o f i r ?
i s l i m i t e d t o a few c y l i n d e r s , v e n t t h e corresponding f u e l pumps o r high-
pressure pipes. I f t h e engine s t i l l f a i l s t o f i r e , exchange the correspon-
d i n g f u e l valves b y spare v a l v e s b e f o r e a t t e m p t i n g a new s t a r t .
D e f e c t i v e o r clogged-up f u e l v a l v e s . The v a l v e s p i n d l e may s t i c k , the valve

s e a t i n g be l e a k y , t h e s p r i n g broken o r i n c o r r e c t l y t i g h t e n e d , o r the atoml-
zer may be clogged-up, which m a n i f e s t s i t s e l f i n abnormal h e a t i n g o f the
f u e l o i l d e l i v e r y p i p e . Exchange t h e v a l v e s i n q u e s t i o n by spare valves and
make them ready a g a i n as soon as p o s s i b l e .
Clogged-up f u e l o i l f i l t e r .
The by-pass v a l v e i n t h e f u e l o i l p r i m a r y pump s t i c k s i n open p o s i t i o n .

Dismantle and p o l i s h t h e valve.
- -
TROUBLE TRACING 304.02
SMOKY EXHAUST E d i t i o n 07H
5. The f u e l tank i s empty o r t h e v a l v e s i n t h e system a r e c l o s e d .
6. Leaky p i p e s o r j o i n t s .
I. Water i n t h e f u e l o i l
8. Worn f u e l pump plungers and b a r r e l s . Exchange t h e pumps by spare pumps.
9. The overspeed t r i p p i n g d e v i c e has been a c t u a t e d .
I. Too low compression on account o f :
1. Clogged-up turbocharger i n t a k e f i l t e r .
2. S t i c k i n g , worn o r broken p i s t o n r i n g s , o r h e a v i l y worn c y l i n d e r l i n e r s .
3. Leaky i n l e t and exhaust v a l v e s . o r no c l e a r a n c e i n t h e v a l v e a c t u a t i n g

gear, so t h a t t h e valves do n o t c l o s e a g a i n s t t h e i r seats.
Smoky exhaust
I f the exhaust gases c o n t a i n abnormal smoke, examine f i r s t from which c y l i n d e r

o r c y l i n d e r s t h e smoke comes by r e a d i n g o f t h e exhaust temperatures, as poor
' combustion i n a c y l i n d e r w i l l i n c r e a s e t h e exhaust temperature.
The causes o f smoky exhaust may be:
1. D e f e c t i v e o r clogged-up f u e l v a l v e s .
2. Too low compression. The f a u l t can be l o c a t e d by measuring the compression

pressure.
3. O i l i s c a r r i e d up because of worn, c a r b o n i z e d broken o r s t i c k i n g scraper

r i n g s . The f a u l t manifests i t s e l f i n an abnormally h i g h l u b r i c a t i n g o i l
consumption.
4. Uneven load. causing o v e r l o a d i n g of some c y l i n d e r s . The f a u l t may u s u a l l y

be as d e s c r i b e d i n p o i n t 1 o r 2.
5. Inadequate a i r supply owing t o f o u l e d t u r b o c h a r g e r and/or a i r c o o l e r and/

o r a i r cooler intake f i l t e r .
--
THE ENGINE LOSES SPEED OR STOPS E d i t i o n 07H
I f t h e engine has l o s t speed and cannot p i c k i t up again. o r i t has stoppcd

completely, w i t h o u t t h e cause b e i n g l a c k o f f u e l o i l , t h e engine must n o t be
s t a r t e d a g a i n u n t i l i t has been e s t a b l i s h e d t h a t no o v e r h e a t i n g has occured.
CAUTION: A t s i g n s o f o v e r h e a t i n g i n t h e engine, no crankcase doors must be

opened u n t i l t h e engine has c o o l e d down f o r a t l e a s t 10 minutes. The cause o f
t h e o v e r h e a t i n g t o be removed b e f o r e t h e e n g i n e i s r e s t a r t e d .
Almost any t r o u b l e w i t h t h e f u e l o i l system as w e l l as low compression may

cause t h e engine t o l o s e speed, if t h e t r o u b l e a f f e c t s s e v e r a l c y l i n d e r s . I f
o n l y one o r two c y l i n d e r s f a i l and t h e e n g i n e i s n o t s u b j e c t e d t o f u l l load,
t h e engine w i l l n o t l o s e speed, as t h e g o v e r n o r w i l l t a k e c a r e o f i n c r e a s i n g
t h e l o a d on t h e o t h e r c y l i n d e r s c o r r e s p o n d i n g l y . I f t h e engine i s a l r e a d y
r u n n i n g a t f u l l load, these c y l i n d e r s w i l l be overloaded, and t h i s a g a i n w i l l
r e s u l t i n smoky exhaust and h i g h exhaust temperatures, e t c . The l o a d should
t h e r e f o r e be reduced u n t i l t h e f a u l t has been l o c a t e d and remedied.
The causes o f a sudden l o a d r e d u c t i o n i n a c y l i n d e r , o r i t s f a i l u r e , may be:
1. D e f e c t i v e o r clogged-up f u e l valve.
2. The f u e l pump p l u n g e r has s e i z e d i n t h e b a r r e l . The f a u l t can be l o c a t e d

by t r y i n g t o move t h e r a c k o f t h e pump. D e f e c t i v e f u e l pumps a r e t o be
exchanged by new pumps.
3. Too low compression owing t o s t i c k i n g , worn, o r broken p i s t o n r i n g s , leaky

i n l e t o r exhaust v a l v e s o r no c l e a r a n c e i n t h e v a l v e a c t u a t i n g gear.
I f the engine l o s e s speed o r stops, t h e causes may a l s o be
1. "Clogged-up f u e l o i l f i l t e r . The f a u l t w i l l m a n i f e s t i t s e l f i n a f a l l i n g
o i l pressure a f t e r t h e f u e l o i l f i l t e r .
2. The by-pass v a l v e o f t h e f u e l o i l p r i m a r y pump s t i c k s i n open p o s i t i o n .
3. Leaky f u e l o i l p i p e s o r j o i n t s .
4. Water i n t h e f u e l o i l .
5. Jammed r e g u l a t i n g gear.
6. Woodward governor o u t o f o r d e r .
* 7. E l e c t r i c a l shutdown v a l v e ( m o n i t o r i n g system) energized.

IRREGULAR ENGINE SPEED E d i t i o n 07H
The causes may be:
1. A i r i n t h e f u e l o i l system.
3. Excessive r e s i s t a n c e i n t h e r e g u l a t i n g gear, p o s s i b l y because one o r more

f u e l pumps a r e s t i c k i n g .
1. Woodward governor o u t o f o r d e r , n o t s u f f i c i e n t l y vented, o r i n c o r r e c t l y

adjusted. See t h e Woodward i n s t r u c t i o n manual.
Fai 1i n g c o o l i n g w a t e r s u p p l y
I n t h e event o f f a i l i n g c o o l i n g w a t e r supply. which can be n o t i c e d on t h e p r e s -

sure gauge and on t h e thermometer on t h e d i s c h a r g e pipe, t h e engine l o a d should
bc reduced u n t i l t h e f a u l t has been found and remedied. I f t h i s cannot be done
q u i c k l y , so t h a t t h e r e i s a r i s k o f o v e r h e a t i n g t h e engine, t h i s must be
stopped, and m y steam t h a t may be trapped i n t h e c o o l i n g chambers must be
blown o u t c a r e f u l l y . I f t h e engine has been overheated, i t should be c o o l e d
down s l o w l y so as t o a v o i d h a r m f u l e f f e c t s o f changes i n temperature.
A l r i n t h e c o o l i n g w a t e r system may he t h e r e s u l t o f l e a k y c o o l i n g w a t e r pump

: t u f f i n g boxes. A i r cushions may t h e n be t r a p p e d i n t h e c o o l i n g chambers o f the
'
r y l i n d e r covers and t h i s c o n d i t i o n i n v o l v e s t h e r i s k o f o v e r h e a t i n g and c o r r o -
\ i o n o f t h e covers.
F d i l i n g l u b r i c a t i n g o i l pressure
I f the l u b r i c a t i n g o i l pressure drops below t h e p e r m i s s i b l e l i m i t , the engine

must a t onCe be stopped. The causes o f f a i l i n g l u b r i c a t i n g o i l p r e s s u r e may be:
I. Clogged-up l u b r i c a t i n g o i l f i l t e r .
2. Too l o w o i l l e v e l i n t h e sump.
3. Clogged-up o r l e a k y s u c t i o n p i p e .
4. S t i c k i n g by-pass v a l v e i n t h e l u b r i c a t i n g o i l pump, loose a d j u s t i n g screw,

o r broken s p r i n g s .
5. Leaky d e l i v e r y p i p e s .
6. C k f e c t i v e metal i n one o r more b e a r i n g s .

%.
7. Excessive b e a r i n g clearance owing t o wear. I n t h a t case, the pressure w i l l

have dropped g r a d u a l l y over a p e r i o d o f some l e n g t h .
R. H e a v i l y worn l u b r i c a t i n g o i l pump.
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
f ':
,. Engine Data
Operation of Engine
Trouble Tracing
0

f

"xhaust Valves and Fuel lnjection Pumps
i Turbocharger System
Fuel lnjection Pump
Fuel Injection
r - Camshaft and Camshaft Drive

Starting System

-
Fuel Oil System
Driven Machinery
Tools
- ENGINE FRAME. BEDPLATE. CRANKSHAFT AND MAIN BEARINGS 305.01
p~~~
DESCRIPTION E d i t i o n 11
P l a t e s 30501-30502-30503
The bedplate and the frame c o n s t i t u t e t h e main s t r u c t u r a l members o f the

engine.The bedpl atei in ded,;$*5&"g&&&&f&p
....................................................... s
The engine frame i s made of c a s t i r o n , and t u r b o c h a r g e r b r a c k e t , housing f o r
a i r c o o l e r , and c h a r g i n g a i r r e c e i v e r a r e c a s t i n t e g r a l w i t h t h e frame.
The main b e a r i n g s f o r t h e underslung c r a n k s h a f t a r e f i t t e d i n bores i n t h e

frame and a r e secured w i t h b e a r i n g caps o f s t e e l . The caps a r e p r o v i d e d w i t h
s i d e guides and a r e h e l d i n p l a c e by means o f studs w i t h h y d r a u l i c a l l y t i g h t e -
ned nuts. The b e a r i n g caps a r e f u r t h e r m o r e secured by means o f screws i n s e r t e d
h o r i z o n t a l l y through t h e engine frame.
The main and crank p i n b e a r i n g s a r e ' o f t h e s h e l l - t y p e i n which t h e r u n n i n g s u r -

face i s o f steel-backed tri m e t a l .
The b e a r i n g t o l e r a n c e p e r m i t s replacement o f t h e s h e l l s i n p a i r s w i t h o u t any

k i n d o f scraping.
The c y l i n d e r l i n e r s a r e mounted i n openings i n t h e frame, t h e i r t o p f l a n g e s are

pressed a g a i n s t t h e t o p o f t h e frame by t h e c y l i n d e r covers, w h i l e a t t h e
bottom they a r e guided by t h e bottom flange through which they a r e a b l e t o ex-
pand f r e e l y when heated. S e a l i n g between w a t e r chamber and crankcase i s
achieved by means o f two s e a l i n g r i n g s f i t t e d i n grooves on t h e guide s u r f a c e
of t h e c y l i n d e r l i n e r .
The gear wheel d r i v e f o r t h e camshaft i s l o c a t e d on t h e flywheel end o f the

engine and i s enclosed by a two-piece e n d - s h i e l d .
The camshaft i s c a r r i e d i n steel-backed t r i metal b e a r i n g s f i t t e d i n t h e frame.
Along t h e camshaft and t h e c r a n k s h a f t , t h e frame has l a r g e openings on b o t h

sides f o r i n s p e c t i o n o f r o l l e r guides, cams, main b e a r i n g s and crank p i n
bearings.
The openings a r e c l o s e d by covers, some o f which a r e p r o v i d e d w i t h s a f e t y r e -

l i e f valves which e q u a l i z e t h e pressure i f o i l m i s t s i n t h e crankcase a r e i g n i -
ted, f o r i n s t a n c e i n consequence o f a h o t b e a r i n g .
The f u e l o i l p r i m a r y pump i s o f t h e gear t y p e and i s d r i v e n through a c o u p l i n g

l u b . o i l $:ump
from t h e camshaft. Also t h e ................... .......$.. :.il'".s: oi.'fl::.:;;;
t h i s type and i s d r i v e n from
::.:Ili
t h e end o f t h e c r a n k s h a f t j........
@ :......_..
~ Q ..._
' ~..................................................
@ X ? ~ . . 4 t ~ , ~ . o g p ~ ? ~ ~ . . hat lf,ltehxri ob u l eg h
gear
wheel connection.
ENGINE FRAME, BEDPLATE. CRANKSHAFT AND MAIN BEARINGS 305.02
- -
P l a t e 30504
The c r a n k s h a f t i s s o l i d - f o r g e d and has ground main and crank p i n b e a r i n g j o u r -

n d l s . To ensurc a s u i t a b l e b e a r i n g pressure, t h e c r a n k s h a f t i s , i n t h e case o f
c e r t a i n c y l i n d e r numbers, p r o v i d e d w i t h counterweights f i t t e d by two d o v e t a i l
j n i n t s and secured by a screw c e n t r a l l y placed.
t1 .
Thr gear wheel f o r the camshaft d r i v e i s f i t t e d t o t h e a f t end o f the crank-
R#g$g$$@f.$g$t@@%@g&%x
:ha f t , and t o t h e f o r w a r d end is f it t e d ...........................................................................
%3ii$#$s$~
j$&g;:~~;a
.............. f l e x i b l e gear wheel c o n n e c t i o n f o r l u b . oi'l and water pumps.
8 . Maintenance
C
Frame and c r a n k s h a f t do n o t r e q u i r e much maintenance, y e t l u b . o i l pipes, bed-

p l a t e and o i l d u c t s i n t h e c r a n k s h a f t s h o u l d a t i n t e r v a l s be cleaned o f d i r t
and o i l sludge.
k
T h e screws which a t t a c h counterweights
. t o t h e c r a n k s h a f t should now and then be
checked f o r c o r r e c t t i g h t n e s s . The c o r r e c t t i g h t n e s s t o r q u e i s s t a t e d i n
D-305-4.
Note: The l i f e o f bearings of modern, h i g h - o u t p u t engines g r e a t l y depends on
I
the c o n d i t i o n o f t h e l u b r i c a t i n q o i l and, i n p a r t i c u l a r , on i t s degree o f p u r i -
t y . I t i s extremely i m p o r t a n t , t h e r e f o r e , t o a v o i d p o l l u t i n g t h e i n s i d e o f t h e
- engine d u r i n q overhauls.
The presence o f d u s t and sand p a r t i c l e s may v e r y q u i c k l y s p o i l bearings, as no

f i l t e r s a r e a b l e t o remove t h e q u i t e s m a l l p a r t i c l e s q u i c k l y enough t o prevent
.-
I damage.
I*' Always make s u r e t o mount main b e a r i n g s c o r r e c t l y a f t e r overhauls.
When mounting a new main o r guide b e a r i n g , make s u r e t h a t t h e c r a n k s h a f t bears

i n a l l bearings, and t h a t these a r e a l i g n e d .
I This i s checked as d e s c r i b e d i n s e c t i o n C. T o o l s .
,-
CHECKING OF BEARINGS AND JOURNALS Edition 01H
The main and crankpin bearings should be inspected periodically according to

the requirements of the classification society (see also "Checking and Mainte-
nance Program" in Section 302). In addition, some main bearings should be exa-
mined if flankes of bearing metal are found in the engine bedplate, or in the
case of increasing bearing clearance or falling lubricating oil pressure. Also
if the lubricating oil system should become contaminated with abrasive partic-
les, if the water content in the oil becomes excessive or if the lubricating
oil supply has failed.
At normal wear of main and crankpin bearings, the greyish-white layer of white
metal will first be worn through at the front and rear edges at the bottom of
the lower shell of main bearings, and at the top of the upper shell of crank-
pin bearings. Thereby the copper-coloured leaded bronze is uncovered in two
crescentshaped areas, which will eventually meet at the middle of the shell.
When this uncovered area has increased to one-fourth of the bearing surface.
the shells should be replaced. To avoid excessive loading of a single set of
new main bearing shells, the adjacent main bearing shells should simultaneous-
ly be checked for wear and replaced, if required. Always replace the shells in
sets, as the upper and lower shells are matched together. It is important to
run-in new bearings as prescribed in Section 302. page 302.10. Overhauls.
It is very important to make sure that there is not clearance below any main
bearing journal and. in addition, crankshaft deflection reading must be taken;
see Data 0305 CHECKING OF MAIN BEARINGS.
If hard particles (sand, welding beads, slag or rust) have entered the bearing5
they will scratch both bearing metal and steel journals and eventually be
crushed or forced into the bearing metal. If this has caused too great rough-
ness of the journals, these must be reconditioned. The surface roughness of a
new journal is 8-10 microinches CLA, equivalent to 0.2-0.25, R . Prior to po-
l ishing, the lubricating holes should be closed with grease toaprevent grind-
ling particles form entering the lubricating oil system.
In order to determine whether the journal surface is adequately smooth, a
large, edged coin may be drawn longitudinably along the journal. The coin is
pressed slightly at an angel of approx. 45 against the journal surface and is
held transverse to the direction of movement. Vibrations felt may be compared
with a bearing journal which is known to be in order. This method is used when
a roughness measuring device is not available.
CHECKING OF BEARINGS AND JOURNALS E d i t i o n 01H
The b e a r i n g s u r f a c e o f t h e s h e l l s i s t o be cleaned o f any impregnated p a r t i c l e s

and any " s t u b b l e s " o f wiped-out metal i n t h e l u b r i c a t i n g grooves should be r e -
moved, t h e o i l wedges b e i n g freshened up w i t h a bayonet s c r a p e r . I f up t o 10%
o f t h e c a r r y i n g area i s damaged by coarse s c r a t c h e s o r wiped-out m e t a l , t h e
s h e l l should be replaced.
If a b e a r i n g has r u n h o t , b o t h b e a r i n g s h e l l s should be r e p l a c e d and t h e bea-

r i n g j o u r n a l be examined f o r h e a t c r a c k s (Dye check, magnaflux) and d i s t o r t i o n .
Whenever b e a r i n g s h e l l s a r e inspected, t h e i r o u t e r s u r f a c e s and j o i n t s should

be checked f o r wear and p i t t i n g , which a r e s i g n s o f small r e l a t i v e movements.
The j o i n t i n g s u r f a c e s and l a t e r a l g u i d i n g faces o f t h e b e a r i n g cap a r e t o be
examined f o r t h e same symptoms.
The bearing clearance s h o u l d be measured a t t h e top, a t t h e bottom, and 10'

above and below j o i n t s a t b o t h sides.
Bearings nldy o f t e n work s a t i s f a c t o r i l y even i f t h e j o u r n a l has been worn some-

what o v a l , b u t i f new b e a r i n g s a r e f i t t e d t h e j o u r n a l s must be t r u e d up. When
t i g h t e n i n g up main and c r a n k p i n bearings, s p e c i a l c a r e must be e x e r c i s e d and
the i n s t r u c t i o n s g i v e n i n t h e i n s t r u c t i o n book (on data sheets and i n overhau-
l i n g procedures) must be c l o s e l y f o l l o w e d .
ENGINE FRAME. BEDPLATE, CRANKSHAFT AN0 MAIN BEARINGS 385.51
- -
DISMANTLING OF MAIN AND GUIDE BEARINGS E d i t i o n 12H
P l a t e 30551
Take o f f t h e crankcase covers and remove t h e two b r a c i n g screws ( P l a t e

30502, I t e m No. 0200) s e c u r i n g t h e b e a r i n g cap t o t h e engine frame. I t may
be necessary t o loosen t h e b r a c i n g screws o f t h e a d j a c e n t bearings too.
Loosen t h e n u t s from t h e b e a r i n g studs, u s i n g t h e h y d r a u l i c t o o l s as de-

s c r i b e d i n s e c t i o n 319.
Remove t h e h y d r a u l i c t o o l s , unscrew t h e n u t s a couple o f t u r n s , and loosen

t h e b e a r i n g cap by means o f t h e l e v e r b a r s 1906.
F i t t h e l i f t i n g w i r e 0164 t o t h e s i d e s o f t h e b e a r i n g cap and l i f t t h e cap

w h i l e removing t h e b e a r i n g n u t s and f i t t i n g t h e s u p p o r t i n g tubes 2163.
Lower t h e b e a r i n g cap on t o t h e c o l l a r of t h e s u p p o r t i n g tubes and remove

t h e bottom s h e l l .
E x e r c i s i n g c a r e , r o t a t e t h e upper b e a r i n g s h e l l o u t by means o f t h e specid1

d i s m a n t l i n g t o o l 1540 ( b o t h main- and g u i d e b e a r i n g ) .
L i f t i n g w i r e 0164 a r e a v a i l a b l e f o r t r a n s p o r t o f main b e a r i n g caps
Mounting o f main and guide bearings
The mounting i s a f f e c t e d w i t h t h e same t o o l s , by r e v e r s i n g t h e above work-

i n g sequence. Make sure t h a t t h e b e a r i n g s h e l l s and caps a r e p o s i t i o n e d
c o r r e c t l y . The b r a c i n g screws s e c u r i n g t h e b e a r i n g caps a r e t o be t i g h t e n e d
t o the t o r q u e i n d i c a t e d i n D 305-2b.
Checking t h e main b e a r i n g s ( c o l d e n g i n e ) .
The alignment o f t h e main b e a r i n g s i s checked by means o f the d i a l gauge

( a u t o l o g ) 3231, which i s t o be f i t t e d as shown, about 5mm from the edgr o f
the crank web, and d i a m e t r i c a l l y o p p o s i t e the crank p i n .
Check by means o f a f e e l e r t h a t t h e c r a n k s h a f t bears a g a i n s t the bottom o f

the main bearings on b o t h s i d e s o f t h e crank throw concerned.
Set t h e p o i n t e r o f t h e d i a l gauge t o "0" and tugn the c r a n k s h a f t n e a r l y

one r e v o l u t i o n , r e a d i n g the d i a l gauge e v e r y 90 .
The connecting rods w i l l p r e v e n t t h e c r a n k s h a f t from being turned through

one complete r e v o l u t i o n , b u t t h e r e s u l t i n g d e f i c i e n c y i n readings w i l l i n
p r a c t i c e have no s i g n i f i c a n c e .
I f the d i f f e r e n c e i n readings approches t h e value s t a t e d i n 0305-7, the

c r a n k s h a f t must be r e - a l i g n e d as t h i s value i s t h e a b s o l u t e maximum p e r -
m i s s i b l e d i f f e r e n c e i n readings.
-
FNGINE FRAME, BEDPLATE. CRANKSHAFT AND MAIN BEARINGS 305.52
GENERATOR OPERATION E d i t i o n 12H
In the case o f engines d r i v i n g a generator. the alignment o f the generator bea-

r i n g w i l l i n f l u e n c e the readings o f t h e aftmost crank throw i n the same way as
the main bearings o f t h e engine.
f o r the a1 ignment of t h e generator o r t h e separate g e n e r a t o r bearing, the same

l i m i t values a p p l y as s t a t e d f o r t h e main bearings o f t h e engine.
-
BEDPLATE PLATE 3050 1 - 1 111

-
BEDPLATE PLATE 30501-1 l H
Item No. Banawnelse
0388 Gasket Pa kn ing

0477 Cover Dskscl
0566 Screw Skruc
1278 Bedpl a t e Bundramne
1367 Stud Ta P
1456 Lock washer Sikringsskivc
1545 Nut Metrik
1634 Handle Handtag
1723 Dipstick Pejlestok
3000 Adjusting b o l t
3001 Fitted bolt
7007 Selflocking nut
- - -
FRAME
--- --
PLATE 33502-27H
PLATE 30510
-
93.34 ESOT
A W N M I -a
FRAME IJIAIF X502-27~
Stud
stud
shld
IEnd gwrd, (Dm Endeskmnn. lor
Kun 61gmn0.lig w m en &I d et re~eNedelsueL
.
-
FRAME PLATE 30502-27H
sh+
Skive
Kun (ilgmngeligsom en del a1 er resew-!.

FRAME AND GUIDE BEARING PLATE 3 0 5 0 3 - l 1 H
FRAME AND GUIDE BEARING PLATE 30503-1 l H
llem No. Designation Benzevnelse
4 0148 Guide b e a r i n g s h e l l , Styrelejepande.

upper and l o w e r s v c r s t e oq nederstc
0237 Stud Tap
0326 Screw Skrue
0415 Securing piece Sikringsstykkr
'0504 Space r i n g A f standsring
'0693 Screw Skrue
0782 Nut Mstrik
0870 Cover Dzksel
0871 Screw Skrue
'0960 Guide b e a r i n g cap Styrelejeoverpande
1038 Gasket Pakning
1305 Screw Skrue
Gasket Pakninq
T h r u s t washer Trykskive
Washer Skive
Screw Skrue
Guide p i n Styrestift
Skrue
O i l trap
Union Forskruninq
E l bow Kne
Nut Hetrik
Screw Skrue
Cover, upper p a r t Dzksel , overpart
Cover, l o w e r p a r t Deksel , underpart
FRAME AND GUIDE BEARING PLATE 30503-1 11(
Item No. Designalion
Screw Skrue
Screw Skruc
Screw Skruc
Screw Skrue
S e a l i n g r i n g . upper Tatningsring, overpart
part
S e a l i n g r i n g , lower T a t n i n g s r i n g , undcr-
part part
Nut Motrik
Union Forskruning
Return o i l p i p e Rcturolicror
'Not spare p a r t s 'Lcvcrcs i k k c so111

reservedel
CRANKSHAFT PLATE 30504-l0H
CRANKSHAFT PLATE 30504-1011
Item No. Designation
Counter weight Kontravzgt

P l u g screw Propskrue
Crankshaft Krumtapaksel
Coup1 i n g p a r t Kobl i n g s p a r t
Lock washer Sikringsskive
Screw Skrue
Counter weight Kontravegt
Screw Skrue
Securing p i e c e Sikringsstykke
Locking p l a t e Sikringsplade
Screw Skrue
F l y wheel Svinghjul
Nut Mstrik
Washer Skive
O i l throw r i n g 01 i e a f s l y n g n i n g s r i n g
Gear wheel Tandhjul
Screw Skrue
Nut Mstrik
Fitted bolt Pasbol t
Screw Skrue
Gear r i m Tandkrans
Bolt 001 t
CRANKSHAFT - DETAILS PLATE 30505-06
Tuning wheel Afstemningshjul

Nut Metrik
S l i d e shoe G l idesko
Distance piece Afstandstykke
F i t t e d stud Pastap
End p l a t e Endeplade
Fitted bolt (for Pasbolt ( f o r
tuning wheel ) afstemningshjul)
Fitted bolt (for Pasbol t ( f o r
v i b r a t i o n damper) svingningsdamper)
Ax1e Aksel
V i b r a t i o n damper Svingningsdamper
Nut Metrik
Hub Nav
Screw Skrue
Spring guide Fjederstyr
Spring Fjeder
COVER WITH PUMPS PLATE 30510-05H
Lub. Oil Pump Plate 31501

01
17
18
09
10
-
92.50 ESOS
COVER WITH PUMPS PLI\TE 30510-05H
8cm
8unv
covu
OIL.(
OIL.1
Covu
Guldm pin
Nu(
Ssm
cum1
Straw
Lodc w u h u
Sprq n o d
Front covu
Guldm pin
Nv(
Cyllndrlul pin
Nu(
-- -
CRANKSHAFT AND MAIN BEARING TOOLS PLATE 30551-15H

CRANKSHAFT AND M A I N BEARING TOOLS PLATE 30551 - 1')H
Engine Data
Operation of Engine
Trouble Tracing

Cylinder Head and Cylinder Liner 8,


Turbocharger System
Fuel lnjection Pump

--
Fuel Injection

Starting System

Fuel Oil System
Driven Machinery
Tools
*'-
is.
Engine Data
, Operation of Engine
Trouble Tracing
' Engine Frame and Bedplate

a Cylinder Head and Cylinder Liner

I-

* Exhaust Valves and Fuel lnjection Pumps
Turbocharger System
Fuel lnjection Pump
Fuel lnjection

' Starting System

-
Fuel Oil System
Driven Machinery
Tools
. ., *
-
CYLINDER HEAD AND CYLINDER LINER 306.01
P l a t e 30601
The c y l i n d e r l i n e r i s made o f c l o s e - g r a i n e d , p e a r l i t i c c a s t i r o n and i s a t thc

t o p p r o v i d e d w i t h a c o l l a r r e s t i n g on t o p o f t h e frame. A t the bottom, the li-
n e r has a g u i d e w i t h grooves f o r two s e a l i n g r i n g s . which p r o v i d e t i g h t n e s s a-
g a i n s t t h e frame.
The c y l i n d e r head i s made of c a s t i r o n . The c y l i n d e r head i s p r o v i d e d w i t h two

i n l e t valves and two exhaust v a l v e s . The f u e l v a l v e i s c e n t r a l l y placed i n tho
c y l i n d e r head. F u r t h e r t h e c y l i n d e r head i s p r o v i d e d w i t h an i n d i c a t o r v a l v e .
The c y l i n d e r head i s equipped w i t h separate s e a t r i n g s f o r i n l e t valves and

exhaust valves. The seat r i n g s a r e i n s t a l l e d a c c o r d i n g t o t h e f r e e z i n g method.
The s e a t r i n g s a r e made o f h e a t - r e s i s t a n t s t e e l , d i r e c t l y hardened on t h e sca-

t i n g surface. The s e a t r i n g s f o r t h e exhaust v a l v e s a r e w a t e r cooled.
The c y l i n d e r head i s s u p p l i e d w i t h c o o l i n g w a t e r f r o m t h e screwed-on c o o l i n q

water b e l t t h r o u g h r a d i a l b o r e s i n t h e t h i c k b o t t o m o f t h e head. Each r a d i a l
bore comnunicates w i t h two branch bores. F u r t h e r separate bores l e a d the coo-
l i n g w a t e r t o t h e seat r i n g s o f t h e exhaust v a l v e s . From t h e c o o l i n g water
space and bores o f t h e c y l i n d e r head, t h e c o o l i n g w a t e r i s l e d t o a common
o u t l e t chamber.
The c y l i n d e r head and c y l i n d e r l i n e r a r e j o i n e d by means o f 4 studs which arc

screwed i n t o t h e frame. The t i g h t e n i n g i s c a r r i e d o u t by means o f h y d r a u l i c
jacks.
Sealing i s p r o v i d e d by a t h i n r i n g i n s e r t e d between t h e c y l i n d e r head and thg,

cylinder l i n e r .
P l a t e 30601
Before mounting t h e c y l i n d e r l i n e r , t h e guide i n t h e frame should be cleaned

o f r u s t and sludge, and new s e a l i n g r i n g s should be f i t t e d t o the l i n e r .
Rings and grooves must n o t be greased, o n l y a l i t t l e l u b r i c a t i n q o i l m a v be
applied. The c o n t a c t faces between l i n e r and frame should be c a r e f u l l y checkcd
and i f marks o r i n d i c a t i o n s o f inadequate c o n t a c t a r e observed,the faces must
be r e c o n d i t i o n e d by a s l i g h t g r i n d i n g t o g e t h e r .
I f t h e p i s t o n r i n g s have been d i s m a n t l e d and t h e same o r new r i n g s a r e f l t t r d .

the corresponding c y l i n d e r l i n e r s h o u l d be s l i g h t l y honed, i n o r d e r t o break
the "glaze" and t o f a c i l i t a t e t h e r u n n i n g i n .
* The c y l i n d e r head i s p r o v i d e d w i t h a c l e a n i n g head 1227 and a p l u q screw 4 1 7 5 ,

which should be removed a t r e g u l a r i n t e r v a l s f o r i n s p e c t i o n o f the c o n d i t i o n
o f t h e w a t e r chamber.
CYLINDER HEAD AN0 CYLINDER LINER
MAINTENANCE E d i t i o n 13H
Plate 30651
Dismantling o f Cylinder Head
Take o f f the top cover enclosing the rocker arms and separate a l l pipe
connections. Also remove the p r o t e c t i v e caps on the threaded ends o f
the b o l t s .
F i t the hydraulic jacks 0798, the d i s t r i b u t i n g piece 0154 w i t h hoses

0243 and 0510, and also f i t the o i l pump 0421 as shown and loosen the
nuts according t o the d i r e c t i o n s given i n s e c t i o n 319.
L i f t o f f the c y l i n d e r head. using the l i f t i n g device 1955.
Mounting o f Cylinder Head
Before mounting the c y l i n d e r head, check the contact faces between

head and c y l i n d e r l i n e r . Any marks o r scratches i n the faces may be
ground away w i t h the t o o l 3065310192, one side o f which f i t s the
c y l i n d e r head and the other the l i n e r . F i t a new sealing r i n g between
c y l i n d e r l i n e r l c y l i n d e r head.
Inspect the water passage nipples and replace d e f e c t i v e rubber rings.
Make sure t h a t the nipples enter the c y l i n d e r head c o r r e c t l y , and

make sure t h a t the guide pins e n t e r the bores i n the cooling jacket.
To f a c i l i t a t e the mounting, i t i s recomnended t o apply a l i t t l e l u b r i -
c a t i n g o i l t o the rubber r i n g s before pressing the c y l i n d e r head down
against the contact face o f the c y l i n d e r l i n e r .
For maunting o f f u e l o i l high-pressure pipe, see section 311
For adjustment o f valve clearance. see section 308.
Plate 30652
c. Dismantling o f i n l e t and exhaust Valves
1 Mount the dismantling t o o l 0123 as shown. Before mounting, the t h r u s t

f e e t 0301 must be screwed completely inwards on the screws o f the t h r u s t
piece.
. 2. Turn the screws i n an anti-clockwise d i r e c t i o n and take out the locking

r i n g s o f the valve spindles.
3. Relieve the springs and take o u t the valve spindles.

CYLINDER HEAD AND CYLINDER LINCR 306.52
MAINTENANCE E d i t i o n 131i
4. During overhauls, the c y l i n d e r head can be placed on a t i l t a b l e

worktable 30662/0815 ( o p t i o n a l e x t r a s ) t o f a c i 1it a t e access d u r i n g
g r i n d i n g o f valve seats, e t c .
!). I n connection w i t h d i s m a n t l i n g
o f t h e valve s p i n d l e s f o r over-
haul, t h e O-ring 30601/3373 i n
the v a l v e s p i n d l e guides should
be renewed.
During mounting c a r e f u l h a n d l i n g
i s necessary t o a v o i d damage o f
t h e O-ring.
Screw d r i v e r s o r o t h e r sharp t o o l s
should never be used f o r t h i s
purpose.
Correct mounting can e a s i l y b e done

by the use o f two v a l v e s p i n d l e s as
mounting t o o l ; one s p i n d l e t o b e
used as support and the o t h e r s p i n d l e
t o be used f o r pushing t h e O-ring
downwards.
d. Overhaul o f Valves
1. I n s p e c t i o n o f valve s p i n d l e seats/valve s e a t r i n g s
-
P o l i s h i n g o f v a l v e s p i n d l e seats and v a l v e
seat r i n g s can be c a r r i e d o u t by means o f
g r i n d i n g paste and use o f t h e s u c t i o n
l i f t e r as t u r n i n g device.
I f the seatings a r e b u r n t o r scarred

by dent marks, r e c o n d i t i o n i n g has t o
be c a r r i e d o u t by machining i n form
o f g r i n d i n g o f valve s p i n d l e s e a t
r e s p e c t i v e l y valve seat r i n g .
.
1986.05.12
-
MAINTENANCE Edition 13H
2. Inspection of valve spindle guide
Too much clearance between valve spindle

and spindle guide may cause increased
lub.oi1 consumption, fouling up of the
spindle guide and thus give t h e r i s k of
s t i c k i n g valve spindle.
Too much clearance a l s o means i n s u f f i -

c i e n t guidance of the valve spindle and
thus bad alignment between spindle head
and valve s e a t ring.
In connection with overhaul of the cyl-
inder head, the valve spindle guides
should be cleaned, inspected and mea-
sured f o r wear.
I f the inner diameter of the valve
spindle guide exceeds 14,25 mm, the val-
ve spindle guide must be replaced,
3. Reconditioning of Valve Seat Rings
Reconditioning of valve s e a t rings i s c a r r i e d out by grinding with a

grinding apparatus, 30652/0767. (For mounting and operating of the grin-
ding apparatus, see separate i n s t r u c t i o n ) .
Using the gringing apparatus, grind the s e a t "A" with a feed a t an angle
adjusted t o 30 + 0.1. Grind t h e - s e a t u n t i l obtaining a clean and uniform
surface. 0
For a new valve s e a t r i n g , grind u n t i l the measurement 0 306-5 has been
achieved. Carry out the f i n a l grinding with a feed from the inside out-
wards, as t h i s normally gives the best surface q u a l i t y .
Adjust the diameter D 306-5 of the s e a t i n accordance with the indication
on the data page by grinding the surface " B ' with the grinding apparatus.
When the recess "R" has been ground away, the valve s e a t ring i s useless
. and i s t o be replaced.
Adjust the width 0 306-6 of the s e a t (surface "A") in accordance with the
indication on the data page. Carry out the adjustment by grinding the
surface "C" with the feed angle of the grinding apparatus adjusted to 50'
Any worn valve guides in the cylinder head must be replaced.
-
4. Reconditioning o f Valve S p i n d l e
Using t h e g r i n d i n g apparatus, 3085110241, g r i n d t h e v a l v e s p i n d l e seat.

(For o p e r a t i o n o f t h e g r i n d i n g apparatus, see separate i n s t r u c t i o n ) .
G r i n d t h e s e a t o f t h e v a l v e a t an angle a d j u s t e d t o 30°-:.250
!
b
Continue g r i n d i n g u n t i l o b t a i n i n g a c l e a n and u n i f o r m surface.
A f t e r completing t h e g r i n d i n g , check t h a t t h e h e i g h t D 306-8 o f t h e valve
head observes t h e minimum measurement, as i n d i c a t e d on t h e data page.
If0306-8 min. cannot b e ascertained, scrap t h e s p i n d l e .
c A f t e r assembling t h e valves, check - on account t h e v a l v e motion - t h a t
t h e d i s t a n c e D 306-7 between t h e upper edge o f t h e c y l i n d e r head and
t h e upper edge o f t h e v a l v e s p i n d l e does n o t exceed t h e maximum value.
k e. Replacement o f Valve Seat Ring
When i t i s no longer p o s s i b l e t o r e c o n d i t i o n the v a l v e seat r i n g i n

accordance w i t h t h e precedent s e c t i o n , t h i s r i n g i s replaced i n the
f o l l o w i n g manner.
I Dismounting o f Valve Seat Rings
Dismounting o f a v a l v e s e a t r i n g i s c a r r i e d o u t by means o f a s p e c i a l
e x t r a c t o r t o o l s e t comprising f o l l o w i n g components :
@ "Spindle
@ Nut
@ Disc
@ Copper p i p e
@ Supporting p i e c e
'@ Disc
@ Nut
--
CYLINDER HEAD AND CYLINDER L I N E R 306.55
Dismounting of a v a l v e s e a t r i n g i s c a r r i e d o u t a c c o r d i n g t o f o l l o w i n g proce-
dure:
The s p i n d l e @ w i t h t h e n u t @ and
t h e d i s c @) i s placed i n t h e v a l v e
s p i n d l e g u ~ d ew i t h t h e n u t a d j u s t e d
so as t o o b t a i n t h e p r e s c r i b e d p o s i -
t i o n o f the d i s c i n the valve seat
ring.
A heat-resistant insulation c l o t h
(glass f i b r e o r s i m i l a r ) provided
w i t h a h o l e o f same d i a m e t e r as t h e
v a l v e s e a t r i n g i s placed on t h e
c y l i n d e r head bottom s u r f a c e i n such
a way j u s t l e a v i n g f r e e access t o
the valve seat r i n g i t s e l f . This
arrangement p r o t e c t s t h e s u r f a c e s
a g a i n s t h e a t impact and s p u t t e r
from t h e subsequent w e l d i n g process.
The copper p i p e @ i s p l a c e d on t h e s p i n d l e i n o r d e r t o p r o t e c t t h e l a t t e r
a g a i n s t welding s p u t t e r .
9
By means o f an e l e c t r i c apparatus, t h e d i s c 3 i s now welded on t o the seat
r i n g . The welding has t o be c a r r i e d o u t as a u l l welding, i . e . w i t h an un-
i n t e r r u p t e d and c i r c u m f e r e n t i a l w e l d i n g seam.
F u r t h e r t o attachment o f t h e e x t r a c t o r t o o l t h e w e l d i n g process earns the

purpose t o loosen t h e v a l v e s e a t r i n g .
The h e a t impact from t h e w e l d i n g process w i l l cause t h e s e a t r i n g t o buckle

as i t cannot expand i n t h e c y l i n d e r head bore. D u r i n g t h e subsequent c o o l i n g
down due t o temperature e q u a l i z i n g t h e s e a t r i n g w i l l s h r i n k and thus the
press f i t i s reduced.
a Q 6
A f t e r t h e welding the copper p i p e 4 and t h e i n s u l a t i o n c l o h a r e removed
and the s u p p o r t i n g p i e c e w i t h t e d i s c @ and t h e n u t i s mounted.
The valve s e a t r i n g i s now t o be p u l l e d o u t by t i g h t e n i n g o f t h e n u t @

Being welded t o the e x t r a c t e d and scraped v a l v e s e a t r i n g , t h e d i s c @) can-
n o t be reused.
. Planning o f a major overhaul o f c y l i n d e r heads s h o u l d t h e r e f o r e comprise a

check o f Nos. o f mentioned d i s c s a v a i l a b l e on s t o c k .
The d i s c can be ordered as spare p a r t s , see p l a t e 30601

CYLINDER HEAD AND CYLINDER LINER
Mounting of new Valve Seat Rings
Prior t o mounting of a new valve s e a t r i n g , the bore i n t h e cylinder head

has t o be c a r e f u l l y cleaned and t o be inspected f o r surface damage. Any marks
o r "high spots" which could e b s t r u c t the mounting o r prevent c o r r e c t p o s i t i o -
ning of the valve s e a t r i n g should be removed.
Prior t o mounting, t h e valve s e a t r i n g has t o be cooled down i n order to obtain
a shrinking e f f e c t allowing easy s l i d i n g of t h e valve s e a t ring i n t o the bore.
Therefore the cooling down should preferably by means of l i q u i d nitrogen (N2)
o r a s an a l t e r n a t i v e by use of a carbon dioxide (C02) f i r e extinguisher.
When cooling down the valve s e a t r i n g i t should be placed i n a heat-insulated
box o r placed upon a heat-insulating mat. To achieve adequate temperature of
the valve s e a t ring, the cooling media should be applied f o r a period of
approx. 15-20 minutes.
CAUTION. When handling supercooled components asbetos gloves should be worn
met contact with the s k i n may cause f r o s t - b i t e .
When the valve s e a t ring has
been cooled down, i t i s care- Mandrel f o r
f u l l y placed i n the bore. mounting of
Cooled down t o adequate tempe- valve s e a t rings
r a t u r e , the valve s e a t ring
can e a s i l y be moved i n t o cor-
r e c t position.
The mounting t o o l , consisting
of a disc and a mandrel of
dimensions allowing i t t o be
guided in.the valve spindle
guide, i s placed.
Before any s e t t l i n g can take
place due to equalizing of
temperature, the valve s e a t
ring i s driven i n t o the bore
until contact in bottom posi-
tion by knocking the mandrel
with a hammer.
When a new valve s e a t ring has been mounted the seating surface has to be
ground in order t o ensure c o r r e c t alignment t o the valve spindle guide.
Before grinding, the temperatures of the valve s e a t ring and the cylinder
head should be allowed t o equalize t o room temperature l e v e l .
MAINTENANCE E d i t i o n 1311
Exhaust Valve Seat Ring
I n o r d e r t o ensure s e a l i n g towards t h e s u r r o u n d i n g c o o l i n g w a t e r channels a

s e a l i n g compound has t o be used, when mounting a new exhaust v a l v e s e a t r i n g .
The s e a l i n g compound, l o c t i t e 640, i s a p p l i e d o n l y t o t h e bore, and an a c t i -

v a t o r , l o c q u i c t 747 T, s h o u l d be used i n o r d e r t o a c c e l e r a t e t h e c u r i n g time.
The i n s t r u c t i o n s d e l i v e r e d w i t h t h e s e a l i n g compound and t h e a c t i v a t o r should

be f o l l o w e d .
I n b r i e f the process i s as f o l l o w s :
- Oegrease t h e bore w i t h t r i c h l o r e t h y l e n e .
- Apply t h e a c t i v a t o r and a l l o w i t t o d r y f o r approx. 3 minutes
- Apply a t h i n c o a t of l o c t i t e 640.
The cooled down exhaust v a l v e s e a t r i n g i s mounted immediately a f t e r appl i c a -
t i o n o f t h e s e a l i n g compound.
A f t e r mounting of t h e v a l v e s e a t r i n g t h e s e a l i n g compound must be a l l o w e d t o

cure f o r a t l e a s t 30 minutes b e f o r e work such as g r i n d i n g o f s e a t i n g s u r f a c e
i s continued.
I n l e t Valve Seat Ring
The i n n e r diameter o f t h e i n l e t v a l v e Seat r i n g s i s asymmetric due t o the

prescnce o f d s w i r l f a c i n g .
To d i h i e v e the s w i r l e f f e c t o f t h e charge a i r when e n t e r i n g the combustion

chamber i t i s i m p o r t a n t t h a t i n l e t v a l v e s e a t r i n g s a r e c o r r e c t l y positioned
i n the c y l i n d e r head.
Punch mark
indicating f i t t i n g direction

-
l o ensure t h i s , b o t h t h e v a l v e s e a t r i n g and t h e c y l i n d e r head bottom have

f i t t i n g marks, which have t o c o i n c i d e .
When mounting t h e i n l e t v a l v e s e a t r i n g s they have t o be p o s i t i o n e d a c c o r d i n g

t o t h e marks.
f. Replacement o f L i n e r f o r Fuel Valve
I f the s e a l i n g r i n g s o f t h e f u e l v a l v e l i n e r s t a r t t o l e a k o r another
d e f e c t i n t h e l i n e r occurs, the l i n e r i s t o be removed, proceeding as
follows.
Screw o f f the r i n g n u t 30601/1683 b y means o f t h e s p e c i a l p i n spanner
.
30652/0490 and knock t h e l i n e r 30601/1061 c a r e f u l l y o u t , u s i n g a brass
mandrel. o r p u l l o u t t h e l i n e r by means o f an e x t r a c t o r t o o l .
A f t e r c a r e f u l l y c l e a n i n g theobore i n t h e c y l i n d e r head. cool down the

f u e l v a l v e l i n e r t o minus 70 C f o r example i n l i q u i d n i t r o g e n ( N )
Mount new s e a l i n g r i n g s and f i t the l i n e r i n t h e c y l i n d e r head. 6 o k t
the r i n g nut, t i g h t e n i n g i t up by means o f t h e p i n spanner and a
torque pressure s t a t e d i n D 306-9.
g. Replacement of Sealing Rings on Cooling Jacket
Dismount t h e screws 30601/2484 and remove t h e c o o l i n g jacket, p o s s i b l e by

knocks w i t h a t i n hamner.
Clean the c o o l i n g j a c k e t on t h e i n s i d e , a l s o c l e a n i n g the bore o f t h e cy-

l i n d e r head and t h e surface a g a i n s t t h e c o o l i n g j a c k e t .
Mount new s e a l i n g r i n g s , a f t e r c o a t i n g them w i t h a l i t t l e l u b r i c a t i n g o i l .

A f t e r t h i s , mount t h e c o o l i n g j a c k e t and t i g h t e n up t h e screws w i t h t h e
torque s t a t e d i n data 306-10.
P l a t e 30653
Dismantling o f C y l i n d e r L i n e r
Attach t h e l i f t i n g t o o l 1804 t o t h e l i n e r as shown.
While t h e l e g s of t h e crossbar 1448 near on t o p o f the frame, r a i s e the

c y l i n d e r l i n e r by means of t h e eye n u t 1359, u n t i l t h e l i n e r r e s t s against
the crossbar.
P u l l t h e c y l i n d e r l i n e r o u t of t h e frame w i t h care by means o f a t a c k l e ,

and remove it.
I n t h e case of i n s t a l l a t i o n s where t h e headroom i s r e s t r i c t e d , a special

l i f t i n g device 30662/0182 can be s u p p l i e d f o r t h e c y l i n d e r l i n e r s .
Lapping o f C y l i n d e r Liner/Frame
To ensure complete t i g h t n e s s between t h e c o o l i n g water space i n the frame

and t h e c y l i n d e r 1 i n e r , t h e packing surfaces c y l i n d e r 1iner/frame are t o
be lapped t o match.
Dismount t h e s e a l i n g r i n g s of t h e l i n e r , mount t h e l i f t i n g t o o l stay 1537,

crosspiece 1626, and eye n u t 1359 t o g e t h e r w i t h t h e lapping handle 1715 on
the c y l i n d e r l i n e r .
Lap the c y l i n d e r l i n e r / f r a m e t o match, u s i n g paste, the f i n a l lapping t o

be made w i t h paste No. 180 o r f i n e r .
Before mounting t h e c y l i n d e r l i n e r , a p p l y a t h i n l a y e r o f packing paste on

t h e s e a l i n g surfaces, f o r example Silastene. Rhodorsil 7306 Blanc, o r a
s i m i l a r type.
Honing the Cyl i n d e r L i n e r
The renovation can be made w i t h e r w i t h dismantled l i n e r i n the workshop o r

w i t h l i n e r mounted i n t h e engine frame by use o f the belonging funnel 0025.
-
MAINTENANCE Edition 1 3 1
Before t h e honing, deposits o f coke and p o s s i b l e wear edges i n t h e t o p o f t h e

l i n e r must be removed by scraping.
The honing i s made by means o f a f l e x - h o n e r 0736 w i t h f i n e n e s s g r a i n s 80-120.

A r e v o l u t i o n speed between 80 and 160 rpm i s chosen.
I n o r d e r t o achieve t h e r e q u i r e d angle between the honing qrooves (see sketch)

the v e r t i c a l speed i s adjusted t o about 1 m/sec.. which corresponds t o about
I, . 2 sec. f o r one double novement. (The f l e x - h o n e r i s moved from below, up and
down i n 2 seconds).
The procedure i s t o be continued u n t i l about 25 percent o f t h e surface i s co-

vered by honing grooves. This i s n o r m a l l y achieved a f t e r o n l y a few v e r t i c a l
movements. The remaining surface i s l e f t rough.
During t h e honing i t i s important t o l u b r i c a t e f r e e l y w i t h c u t t i n g o i l o r en-

g i n e - o i l . Gas o i l ought n o t t o be used as i t may promote scratches and conse-
quent uneven surface roughness.
A f t e r t h e honing, the l i n e r i s c a r e f u l l y cleaned and i t must be ensured t h a t

a1 1 abrasive p a r t i c l e s have been removed.
CYLINDER U N I T PLATE 3 0 6 0 1- 1211
2939
300 7
rev. 1988.12.20
CYLINDER UNIT PLATE 3060 1 - 12H
llem No. Designation
Nut Metrik
Washer Skivc
Hand wheel Hdndhjul
Valve s p i n d l e Ventilspindel
Gland n u t Pakmetrik
I n d i c a t o r valve lndikatorventil
Gasket Pakning
Connecting p i e c e Mellemstykke
Gasket Pakning
Gasket Pakning
Cover kksel
Screw Skrue
Screw Skrue
Ring n u t Ringmetrik
O-ring O-ring
Sleeve f o r f u e l v a l v e Br. v e n t i l f o r i n g
Stud Tap
O-ring O-ring
Cooling j a c k e t K~lekappe
Screw Skrue
O-ring O-ring
Pipe Rer
Sealing r i n g Tztningsring
C y l i n d e r 1i n e r Cyl i n d e r f o r i n g
O-rings 0-ringe
O-ring O-ring
Valve s p i n d l e g u i d e Ventilspindelstyr
Gasket Pa kn ing
Coami ng Karm
rev. 1988.12.20
CYLINDER UNIT PLATE 30601-1211
Ilem No. Designation

-
3829 Gasket Pakning

3918 Nut Mstrik
4086 Stud Ta P
4175 Plug Prop
m 53 C y l i n d e r head Cyl i n d e r d e k s e l
4442 Valve s e a t r i n g , exh. Ventilszedering, u d s t .
'4443 disc Skive
-445 Valve s e a t r i n g , i n l e t Ventilszedering, inds.
* Has t o be used when ' Skal anvendes ved

dismantling the valve demontering a f v e n t i l -
s e a t r i n g s . See p l a t e szederinge. Se p l a t e
306.55 306.55
,-
rev. 1988.12.20
r
CYLINDER HEAD TOOLS PLATE 30651-09H

D i s t r i b u t i n g piece Fordelerstykke
Hose Slange
O i l pump 01 iepumpe
Hose S l ange
Support Holder
Hydraulic jack, Hydraulisk trzkapparat,
complete komplet
Vent screw Afluftningsskrue
Snap-on connector, Hurtigkobling, hanpart,
male, complete kompl e t
Gasket Pakning
P i ston S tempel
O-ring w i t h back-up O-ring med s t n t t e r i n g
ring
O-ring w i t h back-up O-ring med s t a t t e r i n g
ring
Cyl inder Cyl i n d e r
Tomny bar Dorn
Wooden box Trzkasse
L i f t i n g bracket f o r Lnftebeslag f o r cy-
c y l i n d e r head 1inderdzksel
CYLINDER HEAD TOOLS PLATE 30652- 11W
Ikucba TrlldDd
Wrench for ring nut. Nogle tor ringmotrick.
fuel v d u s liner brendsslrventiltorin~
CYLINDER LINER TOOLS PLATE 30653-05H
CWWOER UNER TOOLS PlAl E 30653-05n
Itm No.
Grinding tool lor Liner. compl. Sl~bevmkte

j b r c y l i o n n g , komplel
Handle IiAndtag
Grin- d i Slikiwe
Nut Melii
Wooden box Traekasse
Grindstone Slibesten
Honii brush Honebarste
Waste tray. complete Sptldbakke, komplel
Waste tray Spild bakke
Screw Sk~e
Hose d q Slangebinder
Hose Slange
Eye nut Ojemetrik
Crossbar Travers
Tie-bdt Stagboll
Crossbar Travers
Grinding tool Slibevarktej
Lilting tool for cylinder liner, compl. bltevaerktej for cylinderloring. komplet
Dislance piece Afstandsstvkke
-
CYLINDER U N I T - EXTRA TOOLS PLATE 30662-03H
CYLINDER UNIT - EXTRA TOOLS PLATE 30662-03H
Liftinq tool for Lsftevsrk t0.j for

cylinder liner. cylinderforing.
complete komplet
Screw Skrue
Collar Ha1 sjern
Nut Mstri k
Pneumatic/Hydraul ic Pneumatisk/Hydraulisk
high-pressure pump hejtrykspumpe
Screw driver for plug Skruetrzkker for prop-
screw in cylinder head skrue i cylinderdeksel
Base plate for Stativ for arbejds-
grinding table bord
Grinding table Sl ibebord
Grinding table complet~ Slibebord komplet
incl. item 2318, 2407 inkl. pos. 2318, 2407
Grinding table for Sl ibebord for
bulkhead mounting skotmontering
Engine Data
Operation of Engine
Trouble Tracing

Piston and Connecting Rod 6

m

Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
-.
Engine Data
Operation of Engine
Trouble Tracing


-

+
Turbocharger System
Fuel lnjection Pump
Fuel lnjection
- Camshaft and Camshaft Drive

Starting System
.. Lubricating Oil System

--
Fuel Oil System

Driven Machinery
Tools
*
PISTON AND CONNECTING ROD
DESCRIPTION E d i t i o n 14H
The p i s t o n , which i s o i l - c o o l e d and o f t h e monobloc type made o f n o d u l a r c a s t -

i r o n , i s equipped w i t h 3 compression r i n g s and 1 scraper r i n g .
By the use of a combination o f compression r i n g s w i t h d i f f e r e n t barrel-shaped

p r o f i l e s and chrome-plated running s u r f a c e on a l l r i n g s , t h e p i s t o n r i n g pack
i s optimized f o r maximum s e a l i n g e f f e c t and minimum wear r a t e .
The p i s t o n has a c o o l i n g o i l space c l o s e t o t h e p i s t o n crown and the p i s t o n

r i n g zone. The heat t r a n s p o r t and thus t h e c o o l i n g e f f e c t i s based on t h e sha-
ker e f f e c t a r i s i n g d u r i n g t h e p i s t o n movement. As c o o l i n g o i l i s used o i l from
the engine's l u b r i c a t i n g o i l system.
O i l i s supplied t o t h e c o o l i n g o i 1 space through a channel from an o i 1 groove
i n one o f the p i s t o n p i n bosses. O i l i s d r a i n e d from t h e c o o l i n g o i l space
through a duct s i t u a t e d d i a m e t r i c a l l y o p p o s i t e t o t h e i n l e t channel.
The p i s t o n p i n i s f u l l y f l o a t i n g which means t h a t i t can t u r n f r e e l y i n t h e

p i n bosses o f t h e p i s t o n as w e l l as i n t h e connecting r o d bush.
The p i s t o n p i n i s k e p t i n p l a c e i n a x i a l d i r e c t i o n by two c i r c l i p s (seeger
r i n g s ) . 'The p i s t o n p i n i s equipped w i t h channels and holes f o r supply o f o i l
t o l u b r i c a t i o n o f t h e p i n bosses and f o r supply of c o o l i n g o i l t o t h e p i s t o n .
The connecting r o d i s die-forged. The big-end has an i n c l i n e d j o i n t i n o r d e r
t o f a c i l i t a t e t h e p i s t o n and connecting r o d assembly t o be withdrawn up through
the c y l i n d e r l i n e r . The j o i n t faces on connecting r o d and b e a r i n g cap a r e ser-
rated t o ensure p r e c i s e l o c a t i o n and t o prevent r e l a t i v e movement o f t h e p a r t s .
The connecting r o d has bored channels f o r supply of o i l from the big-end t o
the top-end eye.
The big-end b e a r i n g a r e o f t h e t r i m e t a l type, i.e. s t e e l s h e l l s l i n e d w i t h lead

bronze and coated w i t h a t h i n r u n n i n g - i n and p r o t e c t i o n l a y e r .
Ihe bearing s h e l l s are o f t h e p r e c i s i o n type and a r e t h e r e f o r e t o be f i t t e d
r i t h o u t scraping o r any o t h e r k i n d o f adaption.
The connecting r o d bush i s o f bronze and i s pressed i n t o the connecting r o d

eye. The bush i s equipped w i t h an i n n e r c i r c u m f e r e n t i a l groove and a pocket
f o r d i s t r i b u t i o n o f o i l i n t h e bush i t s e l f and f o r supply o f o i l t o the p i n
bosses o f the p i s t o n through t h e h o l e s and channels i n t h e p i s t o n p i n .
L u b r i c a t i n g o i l f o r t h e connecting r o d bearings and f o r t h e p i s t o n i s supplied

from the adjacent main b e a r i n g through bores i n t h e crankshaft.
Edch i n d i v i d u a l main b e a r i n g i s b e i n g s u p p l i e d w i t h o i l through a bore i n the

frame connected t o t h e e x t e r n a l main p i p e o f t h e l u b r i c a t i n g o i l system.
PISTON AND CONNECTING ROD 307.02
i n t e r v a l s between p i s t o n withdrawal
Ihe i n t e r v a l between p i s t o n overhaul as i n d i c a t e d i n t h e scheduled maintenance

programne i n s e c t i o n 302 a r e based on s e r v i c e e x p e r i n c e and i s t o be used f o r
yr idance.
Ilowever, as t h e n e c e s s i t y f o r overhaul o f p i s t o n , p i s t o n r i n g s and scraper

r i n g s t o a g r e a t e x t e n t i s depending on type and c o n d i t i o n o f t h e f u e l and t h e
l u b r i c a t i n g o i l used, and a l s o o f t h e o p e r a t i n g c o n d i t i o n s i n general, the ac-
Lual i n t e r v a l between p i s t o n withdraw should be based on i n s p e c t i o n s o f the
c y l i n d e r c o n d i t i o n as w e l l as o b s e r v a t i o n s r e v e a l i n g t h e engine's performance
c o n d i t i o n i n general.
.Removal
--
. o f piston rings
l o r removal o f p i s t o n r i n g s which a r e t o be used again, and f o r a l l mounting

o f r i n g s , o n l y t h e s p e c i a l r i n g opener which prevents l o c a l o v e r s t r e s s i n g o f
[.he r i n g s should be used. Straps t o expand t h e r i n g gap o r t o o l s working on
the same p r i n c i p l e must n o t be used, as t h i s would r e s u l t i n permanent d e f o r -
atation which might cause blow-by o r broken r i n g s .
The cause o f breakage may be t h e s t r i k i n g a g a i n s t wear edges o r i r r e g u l a r i t i e s

i n t h e c y l i n d e r w a l l , b u t most o f t e n i t i s " c o l l a p s e " o f t h e p i s t o n r i n g . This
, happens i f t h e gas pressure b u i l d - u p behind t h e p i s t o n r i n g s d u r i n g each com-
1)ustion i s t o o slow and thus e x c e r t i n g an inadequate outward pressure. I n t h i s
case, the gas pressure w i l l p e n e t r a t e between c y l i n d e r 1i n e r and r i n g s and
force the r i n g s v i o l e n t l y inwards i n t h e grooves, i.e. " c o l l a p s e " o f the p i -
ston r i n g s w i l l occur, r e s u l t i n g i n blow-by and sometimes breakage o f r i n g s .
l o o slow pressure b u i l d - u p behind t h e r i n g s may be caused by a t o o small r i n g

c l e a r a n c e . - p a r t i a l s t i c k i n g , o r bad s e a l i n g between r i n g and f l o o r o f qroove.
Loss o f combustion gas p a s t t h e p i s t o n r i n g s i s a n a t u r a l consequence o f c o l -

lapse o f these, b u t may a l s o be due t o s t i c k i n g r i n g s . I n t h e l a t e r stages,
when blow-by becomes more p e r s i s t e n t . i t i s u s u a l l y a l s o due t o advancing r i n g
breakage, caused by t h e c o l l a p s e .
cleaning o f p i s t o n
l l s u a l l y some deposits have accumulated on t h e sides o f the p i s t o n crown and i r r

the upper r i n g zone. I n case such d e p o s i t s a r e abnormally t h i c k t h e i r surface
i s smooth from rubbing a g a i n s t t h e c y l i n d e r w a l l . Such c o n t a c t may remove the
o i l fJlm l o c a l l y , r e s u l t i n g i n p i s t o n s e i z u r e .
Before withdrawing the p i s t o n , t h e upper p a r t o f the l i n e r must be c a r e f u l l y

cleaned o f carbon deposits, as o t h e r w i s e t h e p i s t o n r i n g s may d u r i n g the w i t h -
drawal o f the p i s t o n g e t stuck i n t h i s area, probably r e s u l t i n g i n breakage o f
the r i n g s .
PISTON AN0 CONNECTING ROD 307.03
I t i s i m p o r t a n t t o c l e a n p i s t o n r i n g s and r i n g grooves very c a r e f u l l y o f c a r -

bon d e p o s i t s , as d e p o s i t s h e r e may p r e v e n t t h e r i n g s from e s t a b l i s h i n g t h e i r
s e a l i n g f u n c t i o n . Check f r e e passage i n d r a i n h o l e s a t scraper r i n g grooves.
and c l e a n i f necessary. Also remove d e p o s i t s on t h e p i s t o n crown.
Renewal o f p i s t o n r i n g s
With a p i s t o n r i n g combination c o m p r i s i n g d i f f e r e n t b u t matched r i n g types.

o p t i m a l f u n c t i o n s w i l l depend on good c o n d i t i o n o f a l l t h e r i n g s .
I t i s t h e r e f o r e recommended t o change t h e complete r i n g pack, i n c l u d i n g .the

bcraper r i n g , i n c o n n e c t i o n w i t h each scheduled p i s t o n withdraw.
To ensure c o r r e c t f u n c t i o n o f t h e p i s t o n r i n g pack, i t i s i m p o r t a n t t o f i t
the p i s t o n r i n g s i n c o r r e c t order.
Furthermore, each o f t h e r i n g s must be f i t t e d i n c o r r e c t d i r e c t i o n concerning

t h e p r o f i l e and t h e r u n n i n g s u r f a c e . C o r r e c t d i r e c t i o n i s i n d e n t i f i a b l e by
the i d e n t i f i c a t i o n mark, stamped i n t o t h e r i n g c l o s e t o t h e r i n g gap, i s f a -
c i n g upwards.
I d e n t i f i c a t i o n marks
TOP1600384-3 or "0946'
Top 1600385-5 or "0947"
Top 1600386-7 or "0120"/

'I
P l a c i n g ----
------ o f p ---------
iston rings
. Check o f p i s t o n r i n g grooves
The r i n g grooves should be r e s l o t t e d and t h e p i s t o n f i t t e d w i t h o v e r s i z e

r i n g s i f t h e wear gauge (see s e c t i o n 301, d a t a sheet D307) can e n t e r the
groove by more than 2 mm.
P i s t o n r i n g clearance
With the r i n g s f i t t e d i n place, t h e v e r t i c a l c l e a r a n c e between r i n g and r i n g

groove should be as s t a t e d on t h e d a t a sheet.
P ~ s t o nr i n g gap c l e a r a n c e
A5 the p i s t o n r i n g s work a t a somewhat h i g h e r temperature t h a n t h e l i n e r , i t

I S i m p o r t a n t t h a t t h e r i n g has a gap which i s s u f f i c i e n t t o p e r m i t t h e thermal
expansion o f t h e r i n g . T h i s gap clearance s h o u l d be checked w i t h t h e r i n g p l a -
ced a t t h e bottom end o f the c y l i n d e r l i n e r , which i s u s u a l l y n o t worn c o n s i -
derably.
When measured i n t h i s p o s i t i o n , the gap c l e a r a n c e should be as s t a t e d on the

data sheet.
f i t t i n g o f piston rings
P i s t o n r i n g s should o n l y be removed from and f i t t e d t o t h e p i s t o n by the use

o f a s p e c i a l t o o l , t h e s o c a l l e d p i s t o n r i n g opener.
I f the r i n g s a r e opened f a r t h e r than necessary t h e r e i s a r i s k o f o v e r s t r e s -

sing, which means t h a t r i n g s w i l l become permanently d i s t o r t e d and w i l l n o t
confirm t o the c y l i n d e r running surface.
The p i s t o n r i n g s should be i n s t a l l e d w i t h t h e m a n u f a c t u r e r ' s mark o r i d e n t i f i -

c a t i o n mark, w ~ ~ i ci hs stamped i n t o t h e r i n g c l o s e t o t h e r i n g j o i n t s , f a c i n g
upwards.
FITTING OF COIL SPRING LOADED SCRAPER
.......................................... RING
Joint pin for Coil spring j o i n t to

c o i l spring. be p l a c e d o p p o s i t e t o
rins joint.
- --
-
Before f i t t i n g t h e c o i l s p r i n g loaded s c r a p e r r i n g , t h e c o i l s p r i n g i s d i s
mantled from t h e r i n g b y removal o f t h e j o i n t p i n .
The c o i l s p r i n g i s p l a c e d and assembled i n t h e r i n g groove. Then t h e scr,>prr.

r i n g i s f i h t e d i n t h e groove i n such a way t h a t t h e r i n g j o i n t i s a p p r o x i -
m a t e l y 180 o f f s e t t o t h e s p r i n g j o i n t .
A s c e r t a i n c o r r e c t assembling b y c h e c k i n g t h e back c l e a r a n c e . The back c l i t a r ~

ance i s s u f f i c i e n t when t h e face o f t h e r i n g i s below t h e groove edge, when
t h e r i n g i s pressed a g a i n s t t h e b o t t o m o f t h e groove.
Wben i n s t a l l e d on t h e p i s t o n , t h e r i n g s s h o u l d be pushed back and f o r t h i n

t h e grooves t o make s u r e t h a t t h e y can move f r e e l y . I t i s a l s o a d v i s a b l e t o
i n s e r t a f e e l e r b l a d e o f adequate t h i c k n e s s between r i n g and groove.
Adequate clearance i s p r e s e n t if t h e f e e l e r b l a d e can be moved a l l t h e way

round.
To p r e v e n t gas leakage through c o i n c i d i n g r i n g j o i n t s t e e p i s t o n r i n g s should

be t u r n e d i n t o p o s i t i o n s o f f s e t t i n g t h e r i n g j o i n t s 180 t o each o t h e r .
E d i t i o n 14H
DISMOUNTING OF THE PISTON AN0 CONNECTING ROD ASSEMBLY
Paqe 1 ( 4 )
Dismount t h e c y l i n d e r head, see 306.51. Clean

t h e upper p a r t o f t h e c y l i n d e r l i n e r , as o t h e r -
wise, t h e p i s t o n may d u r i n g removal g e t stuck
i n t h e carbon d e p o s i t e d i n t h i s area.
Mount on two o f t h e c y l i n d e r head s t u d s t h e

tubes 0569 f o r h o l d i n g down t h e c y l i n d e r l i n e r
d u r i n g t h e p i s t o n w i t h d r a w a l . Screw on t h e nuts
and t i g h t e n them s l i g h t l y .
Remove t h e crankcase covers f o r t h e c y l i n d e r

u n i t concerned.
4 . Turn t h e c r a n k s h a f t t o b r i n g t h e crank
throw concerned i n t o a p o s i t i o n approx.
45 degrees b e f o r e TDC, p e r m i t t i n g access
w i t h spanner t o upper as w e l l as l o w e r
c o n n e c t i n g r o d screws.
5. Mount t h e eye screw i n t h e threaded h o l e

i n the p iston top.
A t t a c h a w i r e rope t o t h e eye screw by

means o f a shackle.
Hook t h e w i r e on t o a t a c k l e and p u l l t h e
w i r e rope t i g h t .
If minor adjustment o f t h e crank throw

p o s i t i o n appears necessary f o r access t o
t h e c o n n e c t i n g r o d screws, t h e w i r e rope
must be slackened up b e f o r e t u r n i n g o f
t h e c r a n k s h a f t and t i g h t e n e d up again i n
t h e new crank throw p o s i t i o n .
Tightening
order 6. Unload t h e connecting r o d screws i n t i g h -
. and
untightening
order.
t e n i n g o r d e r by t u r n i n g each screw 60
degrees i n a n t i - c l o c k w i s e d i r e c t i o n .
C o r r e c t t u r n i n g angle i s ensured by c h a l k -
i n g a mark on t h e b e a r i n g aap a d j e c e n t t o
a nut-edge, and then t u r n t h e screw u n t i l
O
t h e n e i g h b o u r i n g nut-edge c o i n c i d e w i t h
t h e c h a l k mark.
DISMOUNTING OF THE PISTON AND CONNECTING ROD ASSEMBLY E d i t i o n 14H

Page 2 ( 4 )
7. Unscrew the upper screws.

Mount t h e guide p i n f o r t h e b e a r i n g cap i n one o f t h e threaded holes.
Unscrew t h e 1ower screws.
8. Remove the bearing cap, s l i d i n g i t along t h e guide p i n .

Remove t h e guide p i n from t h e connection rod. I
9. Now t u r n t h e crank throw i n d i r e c t i o n

towards BDC u n t i l t h e connection r o d
i s c l e a r o f the j o u r n a l .
10. P u l l t h e p i s t o n and connecting r o d

assembly s l i g h t l y upwards and remove
the upper big-end b e a r i n g s h e l l .
11. L i f t the p i s t o n and connecting o r d

a ~ s e m b l yup through the c y l i n d e r
l i n e r and o u t o f t h e engine.

Page 3 ( 4 )
The purpose o f t h e g u i d e p i n i s t o p r e v e n t
any damage o f crank j o u r n a l , j o i n t f a c e s o f
3
bearing surface t o occur d u r i n g dismounting
o f t h e b e a r i n g cap, and t o f a c i l i t a t e easy h a n d l i n g when removing the b e a r i n g
cap form t h e crankcase.
-
E d i t i o n 14H
DISMANTLING OF THE PISTON AN0 CONNECTING ROD ASSEMBLY Page 4 ( 4 )
OVERHAUL OF PISTON AND CONNECTING ROD E d i t i o n 14H

Paw 1 (2)
D i s m a n t l i n g o f t h e p i s t o n and c o n n e c t i n g r o d
When t h e p i s t o n and c o n n e c t i n g r o d assembly has been l i f t e d o u t o f t h e

engine, t h e b e a r i n g cap s h o u l d be mounted w i t h t h e screws t i g h t e n e d o n l y
by hand, i n o r d e r t o p r o t e c t t h e s e r r a t e d j o i n t faces d u r i n g h a n d l i n g o f
t h e assembly.
Land t h e p i s t o n and c o n n e c t i n g r o d assembly on wooden s u p p o r t t o prevent

damage o f p i s t o n and s c r a p e r r i n g s .
Remove t h e shackle and eye screw from t h e p i s t o n crown.
Place t h e p i s t o n and c o n n e c t i n g r o d assembly i n u p r i g h t p o s i t i o n suppor-

t i n g on t h e t o p f a c e o f t h e p i s t o n crown.
Wooden wedges should be used t o p r e v e n t t h e c o n n e c t i n g r o d t o swing o u t

and impact t h e p i s t o n s k i r t d u r i n g l i f t i n g i n t o u p r i g h t p o s i t i o n .
Place a w i r e around t h e big-end o f t h e c o n n e c t i n g rod, a t t a c h a t a c k l e

and t i g h t e n t h e w i r e rope.
Take o u t t h e s e c u r i n g d e v i c e s (Seeger c i r c l i p s ) , push o u t t h e p i s t o n p i n

and l i f t t h e connecting r o d away.
Piston
1. Remove t h e p i s t o n and s c r a p e r r i n g s
Do always use t h e r i n g expander f o r removal as w e l l as mounting o f p i s t o n

and scraper r i n g s , as a l l methods g i v e a r i s k o f d e f o r m a t i o n o f t h e r i n g s .
2. I n connection w i t h normal scheduled p i s t o n w i t h d r a w a l t h e complete p i s t o n

and scraper r i n g pack s h o u l d be renewed.
3. Clean t h e p i s t o n o u t s i d e and i n s i d e .
4. I n s p e c t t h e p i s t o n r i n g and s c r a p e r r i n g grooves f o r wear, (see Data

Sheet).
Connecting r o d
. 1. I n s p e c t t h e s u r f a c e o f t h e p i s t o n p i n and t h e connecting r o d bush.

Measure t h e c l e a r a n c e between t h e p i s t o n p i n and t h e bush, (see Data
Sheet).
Replace t h e bush i f necessary.

-
OVERHAUL OF PISTON AND CONNECTING ROD Edition 14H
Page 2 (2)
An extractor tool 0251 is available for replacement of the connecting rod

bush. When mounting the bush, care must be taken that the oil hole in the
bush coincides with the oil duct in the conneching rod. If possible, cool
down the bush before mounting (to apprnx. - 20 C) .
2. Examine the connecting rod assembly according to
fb - PROCEDURE FOR CHECKING THE CONDITION OF THE CONNECTING ROD ASSEMBLY
Cyl inder 1 iner
8 1. In connection with piston overhaul the cylinder liner should be inspected,

measured and re-honed, see overhaul recommendations in section 306.
i Assembly of the piston and connecting rod

The piston and connecting rod is assembled in reverse order to the descrip-
tion for dismantling.
PROCEDURE FOR CHECKING THE CONDITION E d i t i o n 14H

OF THE CONNECTING ROD ASSEMBLY Page 1 ( 3 )
A f t e r dismounting from t h e engine, t h e c o n n e c t i n g r o d assembly i s dismantled,

and t h e components a r e i n v e s t i g a t e d a c c o r d i n g t o f o l l o w i n g g u i d e l i n e s .
CLEANING AND INSPECTION
The connecting r o d i s cleaned on a l l machined s u r f a c e s . The s e r r a t e d j o i n t

faces and threaded screw h o l e s a r e t o be degreased w i t h a v o l a t i l e s o l v e n t
and blown d r y w i t h compressed a i r .
The s e r r a t e d j o i n t faces a r e i n s p e c t e d .
The s e r r a t i o n s on t h e c o n n e c t i n g r o d may, due t o r e l a t i v e movements between

t h e m a t i n g surfaces, show damages i n form o f wear marks and p i t t i n g s o r even
cracks i n h i g h l y loaded zones.
Observed damages should be r e g i s t e r e d i n t h e scheme CONNECTING ROD INSPECTION,

u s i n g t h e shown symbols f o r each t y p e o f damage.
A damage should be sketched on t h e schematic views o f t h e connecting rod

j o i n t faces. The sketches s h o u l d be executed t o i n d i c a t e n o t o n l y t h e type
o f damage b u t a l s o t h e e x t e n t o f damage area.
Wear marks a r e v i s i b l e b u t n o t n o t i c e a b l e a t a f i n g e r n a i l t e s t .
P i t t i n g s are not o n l y v i s i b l e b u t a l s o n o t i c e a b l e a t a f i n g e r n a i l t e s t .
S i n g l e d i s t i n c t l y r a i s e d s p o t s caused by p i t t i n g should be g e n t l y smoothed

by c a r e f u l , l o c a l t r e a t m e n t w i t h a f i l e .
The s e r r a t i o n s on t h e c o n n e c t i n g r o d and on t h e b e a r i n g cap can be damaged

by improper h a n d l i n g d u r i n g dismounting, t r a n s p o r t and overhaul work.
The components must t h e r e f o r e be handled w i t h c a r e t o a v o i d impacts on t h e

s e r r a t e d j o i n t faces. Whenever p o s s i b l e , wooden b l o c k s o r s i m i l a r p r o t e c t i o n
should be used d u r i n g s t o r a g e and h a n d l i n g .
S i n g l e dent marks caused by impact can be r e c t i f i e d by ~ e n t l eand c a r e f u l

l o c a l treatment w i t h a f i l e .
I n case o f severe damage o f t h e s e r r a t i o n , reuse must be r e j e c t e d , and a new

connecting r o d assembly i n c l u d i n g new b e a r i n g she1 1s must be mounted i n the
engine.
.The connecting rod screws a r e t o be c a r e f u l l y cleaned. The threads a r e inspec-

t e d f o r s e i z u r e s and t e s t e d i n t h e threaded h o l e s i n t h e connecting rod.
The t e s t must confirm, t h a t t h e screws can be t u r n e d i n t o bottom p o s i t i o n by

hand. The c o n t a c t s u r f a c e o f t h e screw heads i s i n s p e c t e d f o r s e i z u r e and
pittings.
Screws, which a r e damaged as mentioned above o r can n o t be turned i n t o t h e

threaded h o l e s by hand, must be renewed.
>
-
MEASUREMENT OF BIG-END BORING
F o r check o f roundness t h e big-end b o r i n g has t o be measured i n a c o n d i t i o n ,

where t h e connecting r o d screws a r e t i g h t e n e d up w i t h t h e p r e s c r i b e d torque
and w i t h o u t t h e bearing s h e l l s i n s t a l l e d .
When mounting t h e bearing cap, t h e connecting r o d screws must be l u b r i c a t e d

l
and t i g h t e n e d up according t h e TIGHTENING PROCEDURE FOR CONNECTING ROD SCREWS.
P r i o r t o measurement i t must be a s c e r t a i n e d t h a t t h e b o r i n g i s f r e e o f depo-

s i t s from cracked l u b . o i l .
The measuring i s executed w i t h a micrometer p i n gauge.

C
5 d i f f e r e n t diameters a r e measured i n t h e m i d d l e f o t h e b o r i n g and r e g i s t e r e d

i n the scheme CONNECTING ROD INSPECTION.
-
r

Max. ovalmess i s c a l c u l a t e d as t h e d i f f e r e n c e between b i g g e s t and s m a l l e s t

diameter measured.
Max.. a1 lowable ovalness i s 0,08 mm. Cracks a r e n o t a c c e p t a b l e .
I f t h e ovalness exceeds 0,08 mm o r c r a c k s a r e s t a t e d , reuse must be r e j e c t e d ,

and a new connecting r o d complete i n c l u d i n g new screws and new b e a r i n g s h e l l s
has t o be mounted i n t h e engine.
Connecting rods r e j e c t e d due t o ovalness can be r e c o n d i t i o n e d i n t h e manufac-

t u r e r ' s workshops by remachining of t h e s e r r a t i o n s and t h e big-end b o r i n g .
I f cracks occure i n t h e s e r r a t i o n s r e c o n d i t i o n i n g i s i m p o s s i b l e , and t h e con-

n e c t i n g r o d has t o be scrapped.
.The example shows measurements and damage o b s e r v a t i o n s f o r two connecting rods.
For connecting r o d No. 1 t h e max. ovalness i s 51100 = 0,05 mn, and reuse thus
acceptable. F o r connecting r o d No. 2 t h e max. ovalness i s 9,5/100 = 0,095 mm,
and reuse must t h e r e f o r e be r e j e c t e d .
Please n o t e t h a t squares f o r statement o f i n f o r m a t i o n and i d e n t i f i c a t i o n

should a l s o be p r o p e r l y f i l l e d i n .
MOUNTING OF THE PISTON AND CONNECTING ROD ASSEMBLY

Edition 14H
Page 1 ( 3 )
1. Mount the l i f t i n g device comprising eye screw, schakle and wire rope on
the piston.
2. Place t h e piston guide ring on top of t h e c y l i n d e r l i n e r .
3. L i f t u p t h e piston and connecting rod assembly and lower i t down the
4. When t h e piston approaches the guide

r i n g , s t o p t h e lowering and coat pi-
ston with s c r a p e r and compression rings
with clean l u b r i c a t i n g o i l i n order to
minimize f r i c t i o n during t h e subsequent
lowering of t h e assembly.
5. Make s u r e t h a t t h e crank throw i s in a
position allowing the connecting rod
t o a c l e a r of both crank journal and
c y l i n d e r l i n e r s k i r t during f u r t h e r
lowering.
A crank throw position of approx. 45

degrees before TDC will ensure t h i s
and a l s o be s u i t a b l e f o r the f u r t h e r
mounting procedure.
6. Lower the assembly untin the

connecting rod big-end i s c l e a r
of the cylinder l i n e r s k i r t .
Stop the lowering and mount the
big-end bearing upper s h e l l placed
so in the boring t h a t the mating
surfaces of t h e shell a r e in
. 7.
parallel t o the mating surfaces
of the connecting rod.
Coat the crank journal with clean

lubricating o i l .
8. Now lower the assembly slowly
into c o r r e c t landing on the crank
journal.
AHYUNOBI-a
PISTON AND CONNECTING ROO 307.54
-
MOUNTING OF THE PISTON AND CONNECTING ROD ASSEMBLY E d i t i o n 14H
Page 2 ( 3 )
D u r i n g t h i s t h e c o n n e c t i n g r o d must be
guided by hand t o ensure c o r r e c t
approach and l a n d i n g on t h e j o u r n a l .
Mount t h e b e a r i n g cap w i t h i n s e r t e d
l o w e r s h e l l o f t h e big-end b e a r i n g ,
using the guide p i n .
L u b r i c a t e threads and c o n t a c t
f a c e o f t h e connecting r o d
screws w i t h C o p a s l i p o r s i m i l a r .
Mount t h e screws and t i g h t e n them

s l i g h t l y u s i n g an open-end spanner
( s k e l e t o n spanner).
Slacken the t a c k l e and dismount

t h e eye screw/shackle from t h e
piston.
. 13. T i g h t e n t h e screws according t o
TIGHTENING PROCEDURE FOR

CONNECTING ROD SCREWS.
.-
--

Page 3 ( 3 )
The purpose o f t h e guide p i n i s t o ensure c o r r e c t

p o s i t i o n i n g o f t h e b e a r i n g cap and t o p r e v e n t any
damage o f crank j o u r n a l , j o i n t faces o r b e a r i n g
s u r f a c e t o occur, when h a n d l i n g t h e b e a r i n g cap d u r i n g t h e mounting procedure.
7
E d i t i o n 14H
TIGHTENING PROCEDURE FOR CONNECTING ROD SCREWS
Page 1 ( 1 )
I n i t i a l Condition:
- Connecting rod, b e a r i n g s h e l l s
and b e a r i n g cap i n - s i t u , p r e -
assembled from manoeuvring s i d e
(camshaft s i d e )
- A l l c o n t a c t faces clean.
- Threads and c o n t a c t faces o f t h e
c o n n e c t i n g r o d screws l u b r i c a t e d
w i t h Copaslip o r s i m i l a r .
- Connecting r o d screws t i g h t e n e d
by hand.
- Crank t h r o w i n a p o s i t i o n c l o s e
t o TOC i n r o t a t i o n d i r e c t i o n
c l o c k - w i s e seen from flywheel-end
1 s t Step
Connectinq Rod Screws. T i g h t e n t h e screws i n t i g h t e n i n g o r d e r as
~ i ~ h t e n i nOrder
g i l l u s t r a t e d , u s i n g an i n i t i a l t o r q u e o f
120 Nm.
2nd Step
Once more t i g h t e n t h e screws i n p r e s c r i b e d
t i g h t e n i n g o r d e r , s t i l l u s i n g a torque o f
120 Nm.
3 r d Step
Mark t h e f o u r screws and t h e b e a r i n g cap
w i t h a f e l t - t i p pen as i l l u s t r a t e d .
T i g h t e n t h e screws i n p r e s c r i b e d taghte-
n i n g o r d e r by t u r n i n g through a 60 angle,
i. e. u n t i l t h e marks on screw c o l l a r and
connecting rod c o i n c i d e r a d i a l l y .
4 t h Step
Marking o f screw c o l l a r Check t h e screw t i g h t e n i n g i n p r e s c r i b e d
and b e a r i n g cap p r i o r o r d e r u s i n g a t o r q u e o f 250 Nm.
t o t i g h t e n i n g through
60° t u r n i n g angle Proper t i g h t e n i n g c o n d i t i o n i s p r e s e n t , i f
t h e screws a r e n o t t u r n e d f u r t h e r d u r i n g
this test.
5 t h Step
Check t h a t c l e a r a n c e i s p r e s e n t i n t h e b i g -
Mark on Mark on end b e a r i n g assembly.
bearing screw
cap collar T h i s i s confirmed, i f t h e b e a r i n g can
e a s i l y be moved on t h e j o u r n a l by means
o f a hand-spike o r s i m i l a r .
Tolerance 2'
-~
E d i t i o n 14H
CHECK OF CONNECTING ROO SCREWS' TIGHTENING CONDITION
Page 1 ( 1 )
Connecting r o d screws. Check o f t h e t i g h t e n i n g c o n d i t i o n o f

Tightening order. c o n n e c t i n g r o d screws has t o be exe-
cuted w i t h i n a short running period
a f t e r remounting/mounting o f t h e
p i s t o n and c o n n e c t i n g r o d assembly.
T h i s check can be f u l f i l l e d a f t e r
o n l y a few r u n n i n g hours a t max. rpm
a t f u l l l o a d b u t has t o be f u l f i l l e d
n o t l a t e r t h a n 200 r u n n i n g hours
a f t e r s t a r t i n g up
The t i g h t e n i n g c o n d i t i o n i s checked
w i t h a t o r q u e o f 250 Nm executed i n
p r e s c r i b e d screw t i g h t e n i n g o r d e r .
Marking o f screw c o l l a r and b e a r i n g

cap w i t h c o i n c i d i n g marks p r i o r t o Proper t i g h t e n i n g c o n d i t i o n i s pre-
check o f t i g h t e n i n g c o n d i t i o n . s e n t , i f t h e screws a r e n o t t u r n i n g
f u r t h e r during the t e s t .
I n o r d e r t o ensure o b s e r v a t i o n o f
any movement, t h e screws and t h e
Coinciding Mark on c o n n e c t i n g r o d should be a p p l i e d
screw c o l l a r . w i t h c o i n c i d i n g f i l t - p e n marks p r i o r
b e a r i n g cap. t o the t e s t .
Any t u r n i n g o f t h e screws d u r i n g t h e
250 Nm t e s t i n d i c a t e s i n s u f f i c i e n t
t i g h t e n i n g c o n d i t i o n , and i n t h i s
case t h e b i g - e n d assembly has t o be
d i s m a n t l e d and i n v e s t i g a t e d f o r eva-
l u a t i o n and c o r r e c t i o n o f f a i l u r e .
As p a r t o f recommended overhaul and

r o u t i n e work, t h e t i g h t e n i n g c o n d i -
t i o n o f t h e c o n n e c t i n g r o d screws
s h o u l d a l s o be checked f o r each
6000 r u n n i n g h o u r s .
IN-SITU REPLACEMENT OF CONNECTING ROD BIG-END BEARING E d i t i o n 14H

DISMOUNTING Page 1 ( 2 )
The big-end b e a r i n g s h e l l s can be r e p l a c e d i n s i t u , i . e . w i t h o u t dismounting

t h e p i s t o n and c o n n e c t i n g r o d assembly from t h e engine.
fi
1. Remove t h e t o p cover from t h e
c y l i n d e r head.
2. Remove t h e f u e l i n j e c t i o n v a l v e ,
see s e c t i o n 311.
3. Remove t h e crankcase f o r
t h e c y l i n d e r u n i t concerned.
4. Turn t h e engine u n t i l t h e crank

throw concerned i s i n a p o s i t i o n
c l o s e t o TDC.
Unload t h e connecting r o d screws i n two

steps, each step t o be executed i n
t i g h t e n i n g order.
D u r i n g f i r s t s t e p t h e screws a r e turned
600 i n a n t i - c l o c k w i s e d i r e c t i o n , see
Procedure 30'7.51 , i tern 6.
I n second step t h e screws a r e t o be t o -

t a l l y unloaded and t h e n s l i g h t l y t i g h t -
ened w i t h an open-ended spanner.
Turn t h e engine i n r o t a t i o n d i r e c t i o n
( c l o c k w i s e seen from f l y w h e e l ) u n t i l
t h e crank throw concerned i s i n TOC po-
sition.
Mount t h e s p e c i a l p i s t o n l i f t i n g device
by p l a c i n g the guide i n the i n j e c t i o n
v a l v e sleeve and by t u r n i n g t h e eye
screw i n t o the threaded h o l e i n t h e p i s -
t o n crown.
A t t a c h a t a c k l e t o t h e eye screw and

t i g h t e n the wire.
- 307.57

9. Remove t h e b e a r i n g cap accor-

d i n g t o Procedure 307.51,
i t e m 7-9.
Take o u t t h e l o w e r big-end
bearing s h e l l f o r inspection.
Turn the engine i n a n t i - c l o c k w i s e

d i r e c t i o n , seen f r o m f l y w h e e l end,
u n t i l t h e crank j o u r n a l i s c l e a r
o f the connecting r o d and ample
space f o r removal o f t h e upper
big-end b e a r i n g s h e l l i s achieved.
Take o u t t h e b e a r i n g s h e l l f o r
inspection.
A H Y U N ~ -a

MOUNTING Page 1 ( 2 )
1. Before remounting o f i n s p e c t i o n o r new b e a r i n g s h e l l s a l l components con-

cerned must be cleaned.
The b e a r i n g s h e l l s a r e placed
i n t h e b o r i n g , t h e mating s u r -
faces o f t h e s h e l l s t o be i n
p a r a l l e l t o t h e mating s u r f a c e
o f t h e c o n n e c t i n g r o d respec-
t i v e l y t h e b e a r i n g cap.
Coat t h e j o u r n a l w i t h c l e a n
lubricating o i l .
A s c e r t a i n t h a t t h e crank throw
concerned i s i n a p o s i t i o n approx.
50 degrees b e f o r e TDC.
4. Lower t h e p i s t o n and connectino r o d d ~~
assembly s l o w l y i n t o c o r r e c t l a n d i n g
on t h e j o u r n a l .
During t h e l o w e r i n g the c o n n e c t i n g
rod must be guided by hand t o ensure
c o r r e c t approach a n d l a n d i n g on t h e
jo?rnal.
- PISTON AND CONNECTING ROD 307.58

MOUNTING Paae 2 ( 2 )
5. Mount t h e b e a r i n g cap w i t h i n s e r t e d
lower big-end bearing s h e l l , using
the guide pin.
6. L u b r i c a t e t h r e a d s and c o n t a c t face
of t h e c o n n e c t i n g r o d screws w i t h
Copaslip o r s i m i l a r .
7. Mount t h e screws and t i g h t e n them

s l i g h t l y u s i n g a s k e l e t o n spanner.
:en the t a c k l e and d i

mount t h e eye screw f r o m
the p i s t o n crown.
9. Tighten the screws a c c o r d i n g

.
I to
-~
P I S T O N AND CONNECTING ROD PLATE 3 0 7 0 1 -1 5H
PISTON AND CONNECTING ROD PLATE 30701-15H
Item No. Designation Benaevnelse
P i s t o n pin Stempelpind
Circlip F j e d e r s i kring
Bush Bssning
Connecting rod, i n c Plejlstang, incl.
item No. 0386, 1815 pos. n r . 0386, 1815
Big end bearing Plejlstangsleje
Piston ring Stempel r i n g
Piston ring Stempel r i ng
Scraper ring Skrabering
Piston Stempel
Connecting rod screw Plejlstangsskrue
TOOLS FOR PISTON AN0 CONNECTING ROD PLATE 3 0 7 5 1 -13H
TOOLS FOR PISTON AND CONNECTING ROO PLATE 30751-13H
Internal 1 imit gauge. Tolerancedorn, angiv

please state size venligst sterrelse
Internal limit gauge. Tolerancedorne,
complete kompl e t
Guide ring for piston Styrering for stempel
Retaining tool for Modhold for cylinder-
cylinder liner foring
Piston ring opener Stempelringsabner
Seegers forceps Tang for sikringsring
Guide pin Styrerer
PISTON AND CONNECTING ROD - EXTRA TOOLS PLATE 3 0 7 6 1 - 0 3 H
PISTON AND CONNECTING ROD - EXTRA TOOLS PLATE 30761-03H
Pull-lift Pull-lift
Extractor tool, compl . Trekverktej, komplet
Extractor bolt Trekbolt
Washer Skive
Distance pipe Afstandsrer
Washer Skive
Distance ring Afstandsring
Nut Metri k
Axial ball bearing Aksial kugleleje
Washer Skive
Eye screw Bjeskrue
Shackle Sjekkel
Collar for connecting Halsjern for pleil-
rod, complete stang, komplet
Nut Metri k
Shackle Sjzkkel
Col 1 ar Halsjern
Screw Skrue
[ Y O
Engine Data
Operation of Engine
Trouble Tracing

Operating Gear for Inlet Valves, OD
Exhaust Valves and Fuel Injection Pumps 8
Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
I! Lngine Data
I Operation of Engine
I -: Engine Performance and Condition
1 Trouble Tracing
I'I Engine Frame and Bedplate

I Piston and Connecting Rod
=
I--1 %
Turbocharger System
I Fuel lnjection Pump
I &
Fuel lnjection

Starting System
-
- - -

-
Fuel Oil System
Driven Machinery
Tools
4.
OPERATING GEAR FOR VALVE SPINDLES AND FUEL INJECTION PUMPS 308.01
P l a t e 30801
Each c y l i n d e r head i s p r o v i d e d w i t h two i n l e t and two exhaust valves which a r e
actuated by r o c k e r arms running i n bearings on a s h a f t supported i n a bracket
on top on the c y l i n d e r cover.
The r o c k e r arm movement i s t r a n s f e r r e d t o t h e valve s p i n d l e s through a s p r i n g -

loaded valve b r i d g e f o r each o f t h e two valve sets. The b r i d g e i s p o s i t i o n e d
between t h e v a l v e s p i n d l e s and has a t one end a f i r m l y presses-on t h r u s t pad,
w h i l e a t t h e o t h e r end t h e r e i s a t h r u s t screw f o r a d j u s t i n g t h e v a l v e c l e a r -
ance.
The b r i d g e i s c o n t r o l l e d from above by a s p h e r i c a l t h r u s t pad on the rocker

arm and f r o m below by a guide which r e s t s i n a s p h e r i c a l socket i n the c y l i n d -
e r cover.
The valve s p i n d l e s a r e made o f h e a t - r e s i s t a n t s t e e l . The i n l e t valves are made

of a u s t e n i t i c s t e e l , and t h e exhaust valves o f Nimonic 81, which i s a s p e c i a l -
l y corrosion-resistant material.
The seat o f t h e exhaust valves i s armoured w i t h a welded-on nickel-based a l l o y .
The exhaust valves a r e provided w i t h a mechanical arrangement, which i s causing

a r o t a t i o n movement o f t h e s p i n d l e f o r each opening/closing sequence.
The valve gear i s enclosed by a frame and a top cover.
P l a t e 30802
The camshaft i s provided w i t h cams a c t u a t i n g t h e r o c k e r arms through r o l l e r s ,

ro1l"er guides and push rods. The r o l l e r guides f o r f u e l pump and f o r i n l e t and
exhaust valves a r e i n c o r p o r a t e d i n one comnon housing f o r each c y l i n d e r . The
housing i s b o l t e d t o t h e frame.
The r o l l e r s 1294 and 3896 r o l l on bushes 1383 and 3707 f i t t e d on the p i n s 1472
and 3618 i n t h e r o l l e r guides 1016 and 3430. The ends o f t h e p i n s are shaped
as keys which s l i d e i n keyways, thus p r e v e n t i n g the r o l l e r guides from t u r n i n g .
OPERATING GEAR FOR VALVE SPINDLES AN0 FUEL INJECTION PUMPS 308.02
MAINTENANCE E d i t i o n 10N
P l a t e 30851
Adjustment o f t h e valve gear should be c a r r i e d o u t when the engine i s c o l d .
Ihe valve clearance must be a d j u s t e d and checked whenever the v a l v e gear has
been dismantled f o r i n s p e c t i o n e t c .
Refore e f f e c t i n g t h e adjustment, t u r n t h e engine u n t i l the r o l l e r f o r the v a l -

ves concerned r e s t s on t h e c i r c u l a r p a r t s o f t h e cam.
I n l e t Valves:
Loosen l o c k nuts and t h e adjustment screws on v a l v e b r i d g e and r o c k e r arm.

Place the c o r r e c t f e e l e r blade f o r i n l e t valves a b w e the v a l v e s p i n d l e near-
e s t t o the r o c k e r arm b r a c k e t .
Adjust the clearance between v a l v e b r i d g e and v a l v e s p i n d l e by mean5 o f the

adjustment screw on t h e r o c k e r arm (above t h e push r o d ) . The f e e l e r blade i s
t o remain i n t h i s p o s i t i o n when a d j u s t i n g t h e c l e a r a n c e o f t h e o t h e r valve.
Place another f e e l e r b l a d e w i t h t h e same dimension above t h e o t h e r v a l v e spind-

le. Adjust the clearance between v a l v e b r i d g e and v a l v e s p i n d l e by means o f the
adjustment screw on t h e v a l v e b r i d g e .
Tiqhten up the counter n u t s of b o t h adjustment screws, and check t h a t the

, c l e a r a n c e i s c o r r e c t simultaneously a t b o t h v a l v e s p i n d l e s .
Exhaust Valves:
Carry o u t adjustment i n t h e same way as d e s c r i b e d f o r t h e i n l e t valves, u s i n g

f e e l e r blades f o r exhaust valves.
Ihe f e e l e r gauges f o r checking t h e clearance have two blades which a r e marked

" i n c o r r e c t " and " c o r r e c t " , t h e l a t t e r t o be used when a d j u s t i n g the valve
clearance. A f t e r t i g h t e n i n g up t h e c o u n t e r n u t s on r o c k e r arms and valve b r i d -
qe. be sure t h a t t h e f e e l e r blades marked " c o r r e c t " can be i n s e-r t e . . i- h
d i n t.n - ~
& clearances simultaneously, whereas i t must n o t be p o s s ~ b l et o ~ n s e r tthe
blades marked " i n c o r r e c t " .
The premissible clearances a r e s t a t e d i n D 308. I f t h e r e i s no clearance, o r

i f i t i s t o o small, t h e v a l v e cannot c l o s e t i g h t l y , which w i l l cause b u r n i n g
of the valve seats. poor combustion and r i s i n g exhaust temperatures.
I f the r o l l e r guides have been dismantled, i t i s a d v i s a b l e t o apply "Molykote"

t o r o l l e r and bush p r i o r t o re-assembly. I t i s i m p o r t a n t t o prevent d i r t and
chips 'from e n t e r i n g between r o l l e r and bush, which might b l o c k t h e r o l l e r and
cause damage t o t h i s as w e l l as t h e cam.
-
VALVE ROTATOR. ROTOCAP E d i t i o n 01H
+I 1. R e t a i n e r body
2. B a l l s
3. B a l l race
4. S p r i n g washer
5. S e a t i n g c o l l a r
6. R e t a i n e r r i n g
Operating p r i n c i p l e
The r e a t i n e r body ( 1 ) has a number o f pockets, arranged i n c i r c u m f e r e n t i a l

d i r e c t i o n , w i t h b a l l s t h a t a r e f o r c e d a g a i n s t t h e upper end o f an i n c l i n e d r a -
ce by c o i l s p r i n g s a c t i n g i n t a n g e n t i a l d i r e c t i o n . The b a l l race ( 3 ) serves
as b a l l t r a c k i n t h e o p p o s i t e d i r e c t i o n . The s p r i n g washer ( 4 ) seats a g a i n s t
the i n n e r r i m of t h e r e t a i n e r body and i s encased by t h e s e a t i n g c o l l e r ( 5 )
which o v e r l a p s i t . The assembled v a l v e r o t a t o r i s h e l d together, when removed,
by t h e r e t a i n i n g r i n g ( 6 ) .
As t h e v a l v e s t a r t s t o open, t h e i n c r e a s i n g v a l v e s p r i n g - l o a d caused the s p r i n g

washer t o f l a t t e n , and t h e l o a d a p p l i e d t o t h e b a l l s i n the pockets o f t h e r e -
t a i n e r body forces t h e b a l l s i n t h e b a l l race t o r o l l down t h e i n c l i n e d races.
The t r a n s f e r o f t h e r e a c t i o n l o a d o f t h e b a l l r a c e t o t h e s p r i n g washer r e -
duces t h e r e a c t i o n l o a d o f t h e s p r i n g washer on t h e i n n e r r i m o f the r e t a i n e r
body. B a l l race, s p r i n g washer, s e a t i n g c o l l a r and v a l v e s p r i n g s are, however,
force-locked b y f r i c t i o n g r i p . The r e a c t i o n l o a d o f t h e b a l l s on the i n c l i n e d
races induces r o t a t i o n t o t h e r e t a i n e r body and v a l v e w i t h r e l a t i o n t o the
s e a t i n g c o l l a r and t h e v a l v e springs. As t h e v a l v e closes, l o a d i s released
from,,the s p r i n g washer and t h u s f r o m t h e b a l l s , a l l o w i n g them t o be r e t u r n e d
t o t h e i r o r i g i n a l p o s i t i o n s w i t h o u t r o l l i n g by t h e t a n g e n t i a l f o r c e o f t h e c o i l
springs.
Install a t i o n
When i n s t a l l i n g v a l v e r o t a t o r s , n o t e t h a t o n l y o r i g i n a l v a l v e springs should

be used and t h a t t h e d e v i a t i o n f r o m t h e v e r t i c a l a x i s o f the v a l v e stem should
n o t exceed 1/20. Should p a r t s have become d i r t y due t o l o n g storage o r i n
t r a n s i t , they must be washed i n TN T r i l e n e , d r i e d and then p u t i n t o a v a t f i l -
l e d w i t h l u b r i c a t i n g o i l o f l o w medium v i s c o s i t y where they a r e t o be l e f t f o r
a few minutes.
D i r t : e s p e c i a l l y i n t h e b a l l pockets due t o r e s i d u e s i n the o i l (abrasive,

cdm6ustion products). The d e p o s i t s cause the i n d i v i d u a l p a r t s t o become stuck
and h i n d e r t h e movement o f t h e b a l l s . The v a l v e r o t a t o r should be removed, ca-
y~ r e f u l l y washed and l u b r i c a t e d b e f o r e i n s t a l l a t i o n .
>
-
VALVE ROTATOR, ROTOCAP E d i t i o n 01H
- - due t o h i g h f r i c t i o n between r o c k e r arm and v a l v e stem

High r e a c t i o n torque:
and stem seals. A source o f c o n s i d e r a b l e t o r s i o n a l f r i c t i o n between s e a t i n g
c o l l a r ( 5 ) and r e t a i n e r body ( 1 ) t h a t may l e a d t o i m n o b i l i t y o f t h e v a l v e r o -
t a t o r c o u l d a l s o be a l a r g e r d e v i a t i o n o f t h e v a l v e s p r i n g s from t h e v e r t i c a l
l i n e . The p a r t s o r t h e v a l v e s p r i n g s causing t o r s i o n a l f r i c t i o n should then
be replaced.
Replacement o f t h e v a l v e r o t a t o r nay be necessary i n b o t h cases i f t h e r e a r e

1b .
depressions i n t h e b a l l t r a c k s caused by p o i n t l o a d s on t h e b a l l s d u r i n g ini-
m o b i l i t y o f the valve r o t a t o r .
Maintenance
Rotocap v a l v e r o t a t o r s need no s e r v i c i n g i n normal o p e r a t i n g c o n d i t i o n s .

c
Unusual o p e r a t i n g c o n d i t i o n s may l e a d t o d i s t u r b a n c e s . R o t a t i o n o f t h e v a l v e
should be checked a t t h e i n t e r v a l s s p e c i f i e d i n t h e Maintenance Schedule. Ro-
t a t o r performance i s s a t i s f a c t o r y when t h e v a l v e r o t a t e s v i s i b l y and evenly.
g ': Overhauls
Valve r o t a t o r s should be cleaned and i n s p e c t e d f o r wear and b a l l i n i p r e s s i o r ~ s

whenever t h e valves a r e removed. The i n d i v i d u a l p a r t s can be disassembled a t - -
t e r removal o f t h e r e t a i n i n g r i n g b y means o f which t h e s e a t i n g c o l l a r i s f a s t -
ened t o t h e r e t a i n e r body. P a r t s showing wear grooves o r depressions formed by
, the b a l l s should be replaced. When i n s e r t i n g t h e b a l l s and t h e t a n g e n t i a l
springs, n o t e t h a t a l l b a l l s on t h e i n c l i n e d races o f t h e b a l l pockets p o i n t
- i n t h e same d i r e c t i o n . (See i l l u s t r a t i o n ) . The i n n e r r i m o f t h e s p r i n g washer
should r e s t on t h e r e t a i n e r body.
Having assembled t h e v a l v e r o t a t o r i n d r y c o n d i t i o n , i t should be p l a c e d i n

c l e a n l u b r i c a t i n g o i l f o r a s h o r t p e r i o d o f time.
Storage
P a r t s k e p t i n s t o c k should be w e l l packed and p r o t e c t e d a g a i n s t d u s t , water,

h u m i d i t y and aggressive media. Dust causes t h e p a r t s t o become stuck and h i n d -
ers o r prevents operation o f the valve r o t a t o r .
VALVE GEAR PLATE 30801-llH
VALVE GEAR PII\TE 30fJ,01-1IH
Item No.
Plug Prop
Rocker arm Vippearm
B a l l t h r u s t piece Kugletrykstykke
Bush For ing
Washer Skive
Circlip S i kringsring
Nut Mstrik
Stud Ta P
Stop screw Stopskrue
Bracket Buk
Nut Mstrik
Plug Prop
Thrust screw Trykskrue
Rocker a m Vippeann
Nut Mstrik
Plug Prop
Thrust p i e c e Trykstykke
Spring r i n g Fjederring
Conical r i n g i n 212 Konisk r i n g i 212
cont .
VALVE GEAR PLATE 30801 - 1 It1
Item No. Designallon Benmvneise
Spring d i s c Fjederskdl
Internal spring Indvendiq f j e d e r
External spring Udvendig f j e d e r
I n l e t valve Indsugningsventil
Bush Foring
Plug Prop
Plug Prop
Spring f o r t h r u s t piecf Fjeder f o r trykstykke
T h r u s t bush Trykbesning
Thrust f o o t Trykfod
Valve r o t a t o r Rotationsgiver
O u t l e t valve Uds t e d s v e n t i 1
Handle Handtag
O-ring O-ring
Top cover Topdzksel
Gasket Pakning
Nut Metrik
Plug Prop
T h r u s t screw Trykskrue
Circl i p Sikringsring
Washer Skive
Shaft Aksel
*For d e t a i l s see *Lesdele se

p l a t e 30801-12H p l a t e 30801-12H
--
VALVE ROTATOR, ROTOCAP PLATE 30801-12H
VALVE ROTATOR. ROTOCAP PLATE 30801 -1 211
Spring Fjeder
Ball Kugle
B a l l race Kugleplade
Spring washer F j e d e r s k i ve
Retainer r i n g Lasering
F
VALVE GEAR PLATE 30802-05Hl

1
VALVE GEAR PLATE 30802-05H1
.-
Item No. Desianation 1 Benrevnelse
Washer f o r s p r i n g ( M B O - H DWG N o . 1 6 3 0 4 0 7 - 4 . 2 )
Thrust piece I Trykstykke
T h r u s t washer, please T r y k s k i v e , angiv
s t a t e thickness v e n l i g s t tykkelse
0.3-0.4-0.5-1.0 mm 0.3-0.4-0.5-1.0 mm
Thrust p i n Tryktap
Spring I Fjeder
R o l l e r guide
Roller
I Rullestyr
Rulle
Bush F o r i ng
Pin f o r r o l l e r Tap f o r r u l l e
Screw Skrue
Housing Hus
Screw Skrue
Thrust piece Trykstykke
Push r o d Stvds tang
P r o t e c t i v e tube Beskyttelsesrvr
0 - r i ng O-ring
Screw Skrue
Flange Flange
Cup p o i n t screw K r a t e r s krue
Spring Fjeder
R o l l e r guide Rul l e s t y r
Bush F o r i ng
Rolle r Rul l e
VALVE GEAR TOOLS PLATE 30851 -03H
VALVE GEAR TOOLS PLATE 30851-03W
Wrench f o r thrust piec Negle f o r trykstykke i

i n fuel pump r o l l e r brandselspumperulle-
guide styr
Grinding machine Slibemaskine
Feeler gauge f o r i n - seger f o r indstrem-
l e t valve ningsventil
Feeler gauge f o r ex- Seger f o r udsteds-
haust valve ventil
*Extra tools *Ekstra v e r k t e j

Engine Data
Operation of Engine
Trouble Tracing


Q)
Turbocharger System 8
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
kr-
{'. Engine Data
I
Operation of Engine
I
Trouble Tracing
I

--
I$ Turbocharger System
I
/ Fuel lnjection Pump
I
1 Fuel Injection 1
I
, Automatics and Instruments
I , Starting System I
-
Fuel Oil System
Treatment of Cooling Water 1
I
I Driven Machinery 1
Tools
TURBOCHARGER SYSTEM 309.01
The t u r b o c h a r g e r system o f the engine c o n s i s t s o f an exhaust gas r e c e i v e r , a

t u r b o c h a r g e r , a charging a i r c o o l e r and d c h a r g i n g a i r r e c e i v e r , t h e l a t t e r
b e i n g i n t e r g r a t e d i n the engine frame.
Outlet from T.C.
f Flexible h o s e
Water weahlng - Turblno s ~ d o
cornpres
slde
The engine i s s u p p l i e d w i t h c h a r g e - a i r from a turbocharger.
The t u r b i n e wheel o f the t u r b o c h a r g e r 1s d r i v e n by t h e englne exhaust gas.'anc

t h e t u r b i n e wheel d r i v e s t h e turbocharger compressor, which i s mounted d n the
same s h a f t . The compressor sucks a i r from the engine room, through the a i r f l l -
ters.
. From t h e turbocharger the a i r i s pressed through t h e charglng a l r c o o l e r where

t h e a i r i s c o o l e d down, t o t h e c h a r g i n g a i r r e c e i v e r . From the charging a i r r e -
c e i v e r . t h e a i r f l o w s t o t h e i n d i v i d u a l c y l i n d e r . through the i n l e t valves.
From t h e exhaust valves, t h e exhaust i s l e d t o t h e exhaust gas r e c e i v e r where

t h e p u l s a t o r y pressure from the individual exhaust i s equalized and passed t o
t h e t u r b o c h a r g e r as a c o n s t a n t pressure.
I
-
I'late 30902, Exhaust arrangement
Ihe exhaust gas from each c y l i n d e r u n i t passes through a water cooled i n t e r -

w d i a t e p i e c e 1976 t o the exhaust gas r e c e i v e r which i s made o f p i p e sections
and f u r t h e r through t h e turbocharger t o t h e exhaust o u t l e t and s i l e n c e r a r -
rangement.
!
b .
I n the cooled intermediate p i e c e a thermometer f o r r e a d i n g the exhaust gas
temperature i s f i t t e d and t h e r e i s a l s o p o s s i b i l i t y o f f i t t i n g a sensor f o r
remote reading.
Ihe exhaust gas r e c e i v e r i s made o f h e a t - r e s i s t a n c e a l l o y s t e e l . The connec-

l i o n s t o t h e cooled i n t e r m e d i a t e pieces a r e of the f l a n g e type. I n the r e c e i -
C
ver a number o f compensators a r e f i t t e d t o prevent excessive s t r e s s i n the
pipes due t o heat expansion.
To a v o i d excessive thermal l o s s and t o ensure a reasonably low surface tempe-

h , r a t u r e the gas r e c e i v e r i s i n s u l a t e d .
-
E d i t i o n 0111
DESCRIPTION OF TURBOCHARGER MAN TYPE NR 15 R Paqe 1 ( 2 )
The engine i s equipped w i t h a single-stage and uncooled turbocharger MAN type

NR 15 R.
The turbocharger consists o f a r a d i a l - f l o w gas t u r b i n e and a r a d i a l - f l o w c o w

pressor.
The gas turbine wheel and the compressor wheel are arranged on a common shaft.
The gas t u r b i n e wheel made o f high temperature r e s i s t a n t steel a l l o y i s i n t e -

grated w i t h the shaft, connected by f r i c t i o n welding.
The compressor wheel made o f aluminium a l l o y i s mounted t o the shaft.
The comnon s h a f t i s supported i n two bearings f i t t e d between the two overhung

wheels a comnon bearing housing.
The bearings are f l o a t i n g p l a i n bearings, i.e. the bearing bushes are surroun-
ded by l u b r i c a t i n g o i l and thus during operation r o t a t i n g a t a speed o f ap-
prox. 20% o f the r o t o r speed.
The turbocharger bearings are l u b r i c a t e d from the engine's l u b r i c a t i n g o i l

system.
The o i l i n l e t l i n e connected t o the top o f the bearing housing i s branched o f f

from the engine's lub. o i l main l i n e , and the o u t l e t l i n e from the bearing
housing i s l e d t o the engine's crankcase.
The bearing housing i s equipped w i t h l a b y r i n t h o i l seal ings against the t u r -

bine wheel r e s p e c t i v e l y the compressor wheel.
The l a b y r i n t h sealings and sealing a i r from the compressor w i l l during opera-

t i o n prevent any leakage o f o i l t o take place.
The i n l e t l i n e i s equipped w i t h a t h r o t t -
l e i n order t o adjust the o i l flow and a
non-return valve t o prevent draining du-
ring standstill.
The non-return valve has back-pressure
function r e q u i r i n g a pressure s l i g h t l y a -
bove the priming pressure t o open i n nor-
mal flow d i r e c t i o n .
I n t h i s way overflooding o f the turbochar-
ger i s prevented during s t a n d s t i l l p e r i -
ods, where the p r e - l u b r i c a t i n g pump i s
running.
During engine s t a n d s t i l l i n stand-by po-

s i t i o n the separately driven prelubrica-
t i n g pump i s running, and a small flow o f
------
-
-- o i l enters the turbocharger bearing hou-
s i n g v i a the priming l i n e .
TUROOCIMRGER SYSTEM 309. 15
Edition 0111
DESCRIPTION OF TURBOCHARGER MAN TYPE NR 15 R Page 2 ( 2 )
-
For monitoring o f o i l pressure a manometer i s connected t o o i l i n l e t l i n e t o

thc bearing housing.
The casings o f the turbocharger are made nodular cast i r o n .
The casings are uncooled.
l h e absence o f water-cooling means t h a t no energy which e l s e can be u t i l i z e d

i n the turbine i s extracted from the exhaust gas.
Another advantage by the absence o f c o o l i n g water spaces i s that the r i s k o f

corrosive attacks t o the hot casings i s eliminated.
The hot casings, i.e. the gas i n l e t , the gas housing and the gas o u t l e t , are
insulated t o prevent heat losses and t o ensure low temperature on the exter-
nal surfaces o f the components. The i n s u l a t i n g m a t e r i a l i s protected w i t h p l a -
t e shielding.
The exhaust gases from the engine c y l i n d e r s are d i r e c t e d t o the turbine through
a piping system, incorporating a number o f expansion j o i n t s i n order t o prevent
unacceptable stresses from thermal conditions.
The piping system i s heat insulated. and the i n s u l a t i n g materials i s covered

by a p l a t e shielding.
The compressor i n l e t casing o f the turbocharger i s equipped w i t h an a i r f i l t e r

and silencer.
The turbocharger i s arranged f o r cleaning during operation.
The compressor i s cleaned by i n j e c t i o n o f water. I n j e c t i o n o f cleaning water

i s c a r r i e d .out by means o f a special syringe.
The turbine i s cleaned by water washing o r as an a l t e r n a t i v e by d r y cleaning.
The equipment f o r i n j e c t i o n o f cleaning water r e s p e c t i v e l y s o f t b l a s t g r i t i s

firmly installed.
The turbocharger i s mounted on the engine frame a t the f r o n t end o f the engine,
i.e. opposite t o the flywheel end.
The compressor o u t l e t i s connected t o the charge-air c o o l e r housing w i t h a

short diffuser-shaped duct.
The cfiarge-air cooler housing i s incorporated i n t o t h e engine frame, f a c i l i t a -

t i n g easy dismantling o f the cooler element. when so necessary f o r overhaul o r
cleaning o f the charge-air cooler.
The charge-air i s passing through the a i r cooler t o t h e receiver. which also

i s incorporated i n t o the engine frame.
,
TURBOCHARGER WITH JET ASSIST E d i t i o n 01H
J e t A s s i s t System
The turbocharger i s arranged f o r j e t a s s i s t a n c e .
J e t a s s i s t a n c e i s a system f o r supply o f e x t r a d r i v i n g torque t o t h e compres-

sor performance.
Compressed a i r from
an e x t e r n a l source i s
l e d t o an a n n u l a r chamber
i n t h e compressor housing
adjacent t o t h e v o l u t e .
From t h e a n n u l a r chamber t h e
compressed a i r i s passed
through a number o f n o z z l e s
t o the compressor wheel (im-
peller).
When t h e a i r f l o w s through
t h e nozzles t h e pressure \Car exit
Caring
energy i s c o n v e r t e d i n t o
k i n e t i c energy.
Jet Aesist
I
Englne's Charge Ah
Inlet Casing
The h i g h - v e l o c i t y a i r j e t s
DIlIuser Ring
w i l l give extra driving t o r -
Nozzle que and thus the s p e e d ~ o f
t h e compressor wheel i s i n -
Annular Chambar creased.
Increased r o t a t i o n speed
w i l l increase the p e r f o r -
mance o f t h e compressor, r e s u l t i n g i n
r a i s e d boost pressure (charge a i r pres-
sure).
Compressed a i r f o r t h e j e t assistance
system i s s u p p l i e d by t h e s u r p l u s a i r
arrangement.
-
TURBOCHARGER SYSTEM(0nlv for 5. 6 Cvl )
WATER WASHING OF COMPRESSOR E d i t i o n 03H

TURBOCHARGER TYPE: NR 15/R. Page 1 ( 2 )
Compressor
Since the a i r i n t h e engine room c o n t a i n s o i l m i s t , the air-ways o f the corn

pressor w i l l g r a d u a l l y f o u l up.
F o u l i n g o f the air-ways depends p r i m a r i l y on the p u r i t y o f the i n l e t a i r and

thus, i n turn, on t h e general maintenance c o n d i t i o n o f the machinery, i.e.
m a i n l y on the gas and o i l t i g h t n e s s o f t h e engines and on t h e f r e s h a i r v e n t i -
l a t i o n system o f t h e engine room.
F o u l i n g o f a i r f i l t e r , compressor o r c h a r g e - a i r c o o l e r may be t o observed a:

changes i n performance parameters:
- Decreasing charge-air pressure.
- Decreasing turbocharger r o t o r speed.
- I n c r e a s i n g exhaust gas temperature.
- Severe f o u l i n g o f the air-ways may even r e s u l t

i n compressor surge.
Regular c l e a n i n g d u r i n g o p e r a t i o n by i n j e c t i n g water upstream o f the compres-

s o r wheel w i l l reduce the f o u l i n g r a t e considerably, and consequently p r o l o n g
t h e i n t e r v a l s between d i s m a n t l i n g necessary f o r mechanical cleaning.
Chemical c l e a n i n g w i l l not improve t h e c l e a n i n g process as t h i s p r i m a r i l y i s

based on the mechanical e f f e c t from t h e impact o f t h e water d r o p l e t s .
C e r t a i n types o f f l u i d solvents can g i v e formation o f deposits on the compres-

s o r wheel, and s h o u l d under no circumstances be used.
The i n t e r v a l s between cleaning by i n j e c t i o n o f water should be adjusted a f t e r

assessing t h e degree and r a t e of f o u l i n g i n t h e p a r t i c u l a r p l a n t . i.e. based
on observations and experience.
I n i t i a l l y , i n t e r v a l s of 25-75 r u n n i n g hours o r c l e a n i n g three times a week can

be recomnended.
Cleaning Procedure
. The c l e a n i n g process i s o n l y t o be c a r r i e d o u t , when the engine i s a t opera-

t i n g temperature and when i t i s loaded as c l o s e as p o s s i b l e t o f u l l load.
The engine must n o t be shut o f f irmnediately a f t e r cleaning b u t should be a l -

lowed t o operate c o n t i n u o u s l y f o r some t i m e t o ensure d r y i n g - o u t o f the char-
g e - a i r system.
WATER WASHING Or LOMPHLSSOH E d ~ t l o n0311
TUROOCHARGER TYPE NR 15/R. Page 2--
(7) .
Sequence o f Operations. see pdqr 303.OU. f l y . 1
I. Run the engine w i t h as hiqli J load as p o s s i b l c
2. Unscrew the p l u g (544.084) together w i t h the seal r i n g (544.085) from a i r

filt e v - s i l e n c e r .
3. F i l l t h e syringe (579.119) r i t h clean f r e s h water. and i n s e r t i t through

t h e screw p l u g opening.
4. I n j e c t the complete content o f the syringe w i t h i n a p c r l o d o f 4-10 seconds
. Run t h e engine f o r about 10 minutes a t u n a l t e r e d h i g h load.
6. Make comparative measurements o f the o p e r a t i n g data. This comparison will

il i n d i c a t e the success o r l a c k o f same o f the washing procedure.
I f necessary, c a r r y out the washing once more.

i 7. Screw i n the plug (544.064) together w i t h the seal r i n g (544.085) t o the
a i r f i l t e r silencer.
Compressor c l e a n i n g by i n j e c t i o n o f water w i t h a s y r i n g e i s s u f f i c i e n t i f a
normal degree o f f o u l i n g i s present. I n case o f severe d i r t being deposited i n
the compressor. d i s m a n t l i n g o f the compressor components f o r mechanical and
manual c l e a n i n g i s necessary.
~. Cleaning o f A i r Filter
r l
The a i r f i l t e r mounted upstream of t h e s i l e n c e r r e t a r d s t h e f o u l i n g r a t e o f
t b compressor.
~ depending of the a i r f l o w r a t e . t h e pressure drop i n a new and
a c l e a n f i l t e r amounts 2-3 mBar. The i n t e r v a l s between f i l t e r c l e a n i n g depend
on t h e environmental conditions, b u t c l e a n i n g a t weekly i n t e r v a l s w i l l normal-
l y be s u f f i c i e n t . Optimizing o f c l e a n i n g i n t e r v a l s should a l s o f o r t h e a i r
f i l t e r be based on observations and experience w i t h t h e p a r t i c u l a r p l a n t .
loo1s Required
Open-end wrench s i z e
Fresh water
Legend,
544.084 Screw p l u g
544.085 Seal r i n g
547.119 Syringe
CLEANING OF COHPRESSOR ( f i g . 1) 544.085
TURBOCHARGER TYPE MAN NR 15 R . NR 20. NR 20 R . Edition 02H
WATER WASHING - TURBINE SIDE Page I (3)
The tendency t o fouling on the gas s i d e of turbochargers depends on the com-

bustion conditions, which a r e a r e s u l t of the load on and the maintenance con-
d i t i o n of the engine a s well a s the q u a l i t y of the fuel o i l used.
Fouling of the gas ways will cause higher exhaust gas temperatures and higher
surface temperatures of the combustion chamber components and will a l s o lead
to a lower performance.
Tests and p r a c t i c a l experience have shown t h a t radial-flow turbines can be
successfully cleaned by i n j e c t i o n water i n t o the i n l e t pipe of the turbines.
The cleaning e f f e c t i s based on the water s o l u b i l i t y of the deposits and on
the mechanical action of the impinging water d r o p l e t s and the water flow r a t e .
The necessary water flow i s dependent on the gas flow and the gas temperature.
Enough water must be i n j e c t e d per time u n i t so t h a t , not the e n t i r e flow will
evaporate, but about 0,25 l/min. will flow o f f through the drainage opening in
the gas o u t l e t . Thus ensuring t h a t s u f f i c i e n t water has been injected.
Service experience has shown t h a t the above mentioned water flow gives the op-
timal cleaning e f f e c t . I f the water flow i s reduced the cleaning e f f e c t will
be reduced o r disappear. If the recommended water flow i s exceed, there i s a
c e r t a i n r i s k of a accumulation of water in the turbine casing, which can re-
sul t i n damage on the turbocharger.
The best cleaning e f f e c t i s obtained by cleaning a t low engine load approx.

20% MCR. Cleaning a t low load will a l s o reduce temperature shoks.
Experience has shown, t h a t washing a t regular i n t e r v a l s i s e s s e n t i a l to suc-

c e s s f u l l cleaning, a s excessive fouling i s thus avoided. Washing a t i n t e r v a l s
of 100 hours i s therefore reconmnded. Depending on the fuel quality these in-
t e r v a l s can be s h o r t e r o r longer. However, the turbine must be washed a t the
l a t e s t when the exhaust gas temperature upstream of the turbine has r i s e n
about 20° C (680 F ) above the normal temperature. Heavily contaminated t u r -
bines, which where not cleaned peri.odically from the very beginning o r a f t e r
an overhaul, cannot be cleaned by t h i s method.
I f vibration in the turbocharger occur a f t e r water-washing has been carried

o u t , the washing should be repeated. If unbalance s t i l l e x i s t s , t h i s i s pre-
surmbly due t o heavy f o u l i n g , and the engine must be stopped and the turbo-
charger dismantled and manually cleaned.
The washing water should be taken from the fresh water systen~and not from the
. frcsh cooling water system o r s a l t water system. No cleaning agents a r e s o l -

vents need t o be added t o the water.
To avoid corrosion during s t a n d s t i l l , the engine must, upon completion of wa-

t e r washing run f a r a t l e a s t 1 hour before stop so t h a t a l l p a r t s are d r y .
TURBOCHARGER SYSTEM
TURBOCHARGER TYPE MAN NR 15 R. NR 20. NR 2 0 R. E d i t i o n 02H

WATER WASHING - TURBINE S I D E Page 2 ( 3 )
Water washing system
The water washing system c o n s i s t s o f a p i p e system equipped w i t h a r e g u l a t i n g

valve, a manoeuvring valve, a 3-way cock and a d r a i n p i p e w i t h a d r a i n valve
from the gas o u t l e t .
The w a t e r f o r w a s h i n g t h e t u r b i n e , i s s u p p l i e d f r o m t h e e x t e r n a l
f r e s h w a t e r svstem t r o u g h a f l e x i b l e hose and r e g u l a t i n g v a l v e w i t h
c o u ~ l i n g s . The f l e x i b l e h o s e m u s t be d i s c o n n e c t e d a f t e r w a t e r w a s h i n g .
By a c t i v a t i n g t h e manoeuvring v a l v e and t h e r e g u l a t i n g valve, water i s l e d

through the 3-way cock t o t h e exhaust p i p e i n t e r m e d i a t e f l a n g e , equipped w i t h
a channel t o l e a d the water t o t h e gas i n l e t o f t h e turbocharger.
The water which i s n o t evaporated, i s l e d o u t t h r o u g h t h e d r a i n p i p e i n t h e

gas o u t l e t .
Plate wilh 1
instr.
Aanoeuvring
valve
.
$' Cleaning water hlet
7
TURBOCHARGER TYPE NR 15 R. NR 20. NR 20 R. E d i t i o n 02H

WATER WASHING - TURBINE SIDE Page 3 (3)
CLOSED 1 OPEN 2 WASH 3
TC = NRBOCHARGER
W ' WATER
F = FREE AIR
Cleaning procedure:
1. A d j u s t t h e engine l o a d t o approx. 20% and l e t t h e engine s t a b i l i z e f o r

10 min.
2. Open t h e d r a i n cock a t t h e TC o u t l e t and check f o r f r e e passage.
3. Turn t h e 3-way cock t o p o s i t i o n ( 2 ) and check f o r f r e e passage. I f OK t u r n

t o t h e water wash p o s i t i o n (3).
4. Connect the water supply t o t h e water wash system.
5. A c t i v a t e t h e m a n o e u v r i n g v a l v e . Then a d j u s t t h e w a t e r f l o w u n t i 1 t h e
d r a i n f l o w i s approx. 0.25 L l m i n .
6. Continue the water washing 5-10 min. o r u n t i l t h e d r a i n water i s f r e e o f
particles.
7. Release the manoeuvring v a l v e and disconnect t h e water supply. Turn the

3-way cock t o t h e closed p o s i t i o n (1) and check t h a t the water d r a i n f l o w
"has stopped.
8. Continue a t t h i s l o a d a t l e a s t 5 min. b e f o r e i n c r e a s i n g the load t o the

normal c o n d i t i o n .
9. A f t e r the water washing, t h e engine should r u n f o r a t l e a s t 1 hour before

stop.
-
NOTE:
The manoeuvring v a l v e mvst n o t be locked i n open p o s i t i o n .

I
The water i n j e c t i o n time mentioned i n p o i n t 6 must n o t be exceed.

r

--
OVERHAUL OF CHARGING AIR COOLER Edition 01H

1987.01.15
The cooler element should be removed for cleaning and inspection simultaneous-
ly with general overhaul of the turbocharger, or if observations prove that
the cooler does not work satisfactorily. See section 303.
Plate 30901
Close the cooling water inlet and outlet valves and disconnect the cooling
water pipes. Remove the screws 0928 which secure the end cover of the cooler
element to the cooler housing, and pull the cooler element half-way out.
Place a wire rope round the cooler element and attach a tackle hook, followinq
which the element is lifted and pulled out of the cooler housing and landed on
a couple of wooden planks on the floor.
Dismount end cover 1096. reversal chamber 2164 and the side plates.
Clean the cooler element on the water and air sides
It is recommended that cleaning of the water-side (particularly the tubes) is
exercised by means of a detergent.
Lowering the cooler element into a cleaning vessel equipped with a good circu-
lation device is one way of executing this task.
If the extent of fouling and deposits in the tubes requires mechanical removal
this can be done by means of a circular wire brush. (Inner diameter o 13 mm).
The wire brush will, however, remove the protection layer originating from the
purposely corroded iron blocks.
The greatest care must be exercised when dismantling, cleaning and mounting
the codler element, as the thin fins of the tubes cannot stand impacts and
pressure. If, nevertheless, the metal fins have been deformed they should be
carefully straightened, as bent fins will considerably increase the pressure
drop across the cooler. Should one or more cooler tubes become leaky, it/thcy
must imnediately be made tight, either by expanding the tube ends into the
tube plates, or by blanking off the tube(s) concerned with plugs.
It is important that the charging air coolers are not leaky as any seawater
that leaks in will be carried along with the air to the cylinders where the
salt contained in the water will damage valves, piston rings and cylinder
1 i ners.
Also clean both end covers and coat them on the inside with an anti-corrosion
agent. Inspect the anti-corrosion blocks and renew as necessary.
. Note that paint or similar must not be applied to these blocks.

Renew all gaskets.
-1 Page 1(2) I -
Charging Air Cooler Freshwater 1 51201-04H I
97.06 - ESOS
51201-04H Charging Air Cooler Freshwater- Plam
Page 2 (2)
ltem Item
- No w.
-
1 -No.
017 I IK :mumember Travers
029 IK :roumember Travers
030 YK lip Rer
042 IIK :ooler block ffilerblok
054 IIK Snake1end cover Paknmgendedaksel
066 I/K 'lug screw Propshe
078 IIK :u-washer Cu-skive
091 IIK End mver Endedasksel
101 VK uut kbik
113 3K 3aew She
125 1IK rop plate Topplade
137 1K Gasketreversing Pakningvendekarnrner

mvw
148 1K Reversingmver Vendekammer
1% 29lt screw She
174 3/K Screw She
18t 3/K Cu-warher Cu-skive
1R 5lK Screw She
208 11K Bottom plate Bundpbde
221 WK Saew She
233 1lK O-ring 0-nq
251 In Gasket Pakn~ng
263 I/U Ring Ring
27( l/U Drain pipe for WMC Drasnrer for WMC
2ffi 22/1 screw W e
20r in W o w mistcatcher VandudJMler
3@ 1IE Chuglng air cooler, Ladeluftkder, komplel,

comnlete. Incl. ltem inkl. ilemOl7.029.03O.
When orderlng spare put., am miso p a p 500.60. Ved bestillingaf rerewedele, 88 o@sA skle 500.50. 3
r
QWE n
WJU =
r Only avellable u part of a span p u U MI.
QlyJEnghm.
Cwlr
AnW
AnW
--
= Kun tilgmngelig som en &Iaf el reaefvedeissmt.
AntaVMobx
IWer
97.06 - ESOS
TURBOCHARGER SYSTEM(0nlv for 6 Cvl.) PLATE 3 0 9 0 1 - 1 6 H
TURBOCHARGER SYSTEM(0nlv for 6 C y l ) -
PLATE 3090 1 16H
Compensator Kompensator
Gasket Pakning
Gas o u t l e t Gasudl eb
Screw Skrue
Screw Skrue
Flange Flange
. -~
TURBOCHARGER SYSTEM(0nlv for 6 Cvl ) PLATE 30901 -16H
Washer Skive
Screw Skrue
O-ring 0 - r i ng
Screw Skrue
Cooler box
Gasket Pakning
Turbocharger Turbolader
Diffusor Diffusor
Bracket f o r turbo- Konsol f o r t u r b o -
charger lader
S p r i n g washer Fjederskive
Screw Skrue
Screw Skrue
Screw Skrue
I n l e t pipe Indstr~mningsrer
Gasket Pakning
Shield for diffuser
Shield for inlet box
- EXHAUST PIPE ARRANGEMENT. PLATE 30902-08H
F Cooling water nipple

0808
See p l a t e 30502/4739
EXHAUST PIPE ARRANGEMENT. PLATE 30902-08H
Itom No. Designation
Screw Skruc!
Scrcw Skruc
Screw Skruc?
Intermediate piece Mellc~~~stykke.
wa t e r c o o l e d vandkrlcl
Gasket Pakning
Gasket Pakning
Nut Metrik
Screw Skrue
Gasket Pakning
Flange Flange
Screw Skrue
Screw Skrue
Compensator Kompensa t o r
Exhaust p i p e i n l e t Udstodsrar t i l q a n q
turbocharger turbolader
Gasket Pakning
Exhaust p i p e s e c t i o n Udstedsrersektion
Nut Metrik
Screw Skrue
End c o v e r Endedzksel
Spanner f o r dismantl in1 Negle f o r demontering
o f water cooled a f vandkelet mellem-
intermediate piece stykke
- A I R COOLER (EXTRA TOOLS) PLATE 30951-05H
A I R COOLER (EXTRA TOOLS) PLATE 30951-05H
Cleaning vessel for Rensekar for lade-

air cooler luftkeler
Heating element Varmeelement
Cleaning vessel Rensekar, komplet
complete
Drain cock Aftapningshane
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel Injection Pump Z

P)
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools , ..
'
**-Engine Data
:
Operation of Engine
I
Trouble Tracing


I, .

I @a Fuel Injection Pump

L
Fuel lnjection
-

Starting System

- Specification and Treatment of Lubricating Oil
Fuel Oil System
Driven Machinery
!
Tools
*
7
FUEL INJECTION PUMP 310.01
DESCRIPTION Edition 11H
Descrlptlon(Plate 31001)
There is a fuel pump for each cylinder. The pump is The regulating rod is connected with the regulating
mountedin the engine frame by means of two studs gear of the engine through a flexible connection so
through the pump housingflange. mat a bbckedregulatingrodwill not prevent n o m l
regulatingof the other fuel pumps.
The barrel is fastened in the pump housing by a
flange with fourscrews The barrel is preventedfrom Inthe top of the pump barrel, a non-returnvalve has
turningby afixing pinonthetopofthepumphousing. been built-in to ensure that a suitable pressure
The barreland plungerofthe fuel pumparematching remainsinthehigh-pressurepipe betweenthe pump
parts which cannot be replaced individually as the and the fuel injector at the moment the pressure in
pans are lappedtogether. lhepumpbanelismieased.Thispressuresafeguards
the Injection nozzle and the h@h-pressurepiping
The injection amount of the pump is reguhted by from cavitation attadt. The fuel oil supply to the
transversal displacement of a toothed rack In the pump occurs through a separatelydriven pump
side of the pump housing. By means of a gear ring. having a pressure of 4-5 bar.
the pump plunger with the two W i l millings, the
cuttingofledges, isturnedwherebythehglhofthe The dl isruppliithroogh a connectionon the front
pump stroke is reckoned from when the plunger ofthepump housing. Inadditiontofeedingthepump.
closesthe inlet holesuntiltheamingonedgesagain thefueloil isusedfor castant circulationaroundthe
uncovers the holes. The release of high pressure pump barreland returnedthrwghtheconnectionon
through the cutting-on edges presses the oil with the back of the pump housing. Inthis way the pump
great force against the wall of the pump housing. canbe kept constantly heatedduring operationwith
heavy oil, and also kept heatedduring short engine
At the spot. two exchangeable plug screws are stops.
mounted.
-
OVCRHAULING OF FUEL PUMP E d i t i o n 03
Plate 31051
I f necessary, clean the e x t e r i o r of the i n j e c t i o n pump.
Fasten the i n j e c t i o n pump i n the clamping bracket 0199 and i n v e r t the pump.
Press the tappet downwards by means o f the l e v e r and remove the c i r c l i p .
llcmove the tappet w i t h lower spring p l a t e and plunger. Be sure n o t t o damage

the plunger.
Take out the plunger spring, upper spring late and pinion. I f necessary, re-
move the stop b o l t and dismount the r e g u l a t i n g rod as w e l l as the cap screw.
Invert the f u e l i n j e c t i o n pump (connecting piece a t the top).
Unscrew the four A l l e n screws and remove the connecting piece. Take out the
valve spring and the non-return valve.
Loosen the four screws and take out the b a r r e l .
A l l parts must be cleaned, using kerosene o r gas and a hard brush (never use
a steel brush). I n s e r t plunger and non-return valve i n t o the plunger guide
a f t e r coating w i t h clean gas o i l .
The a x i a l clearance between lower spring p l a t e and plunger f o o t must not ex-
ceed 0.25 nm. The clearance of the plunger f o o t has t o be 0.05 t o 0.1 mm when
IICW.
The plunger and non-return valve must s l i d e i n t o the guide by t h e i r own weight.
Check the p l u g screws f o r wear.

Barrel, plunger and non-return valve a r e manufactured t o very close toleran-
ces. Any attempt t o r e f i n i s h these p a r t s causes a l t e r a t i o n s o f the tolerances
and must therefore NOT be c a r r i e d out. If,during the visual inspection o f the
parts, heavy abrasion symptoms o r damage can be observed, the p a r t i n question
must be replaced.
When assembling the i n j e c t i o n pump, proceed i n the reverse order t o disassem-

bling. Pay a t t e n t i o n t o the following:
Apply molybdenum disulphide t o a l l threads.
~ene; a l l O-rings.
Wipe dry w i t h paper the plane sealing surfaces on b a r r e l and connecting piece.
Before i n s e r t i n g the p i n i o n the easy motion o f the plunger i n the barrel must
be checked.
FUEL I N J E C T I O N PUMP 310.52
OVERHAULING OF FUEL PUMP E d i t i o n 03
When assembling the pinion, ascertain t h a t the tooth (recognizable by the

chamfer) w i l l enter the space o f the r e g u l a t i n g r o d marked by 2 signs.
The marked s l o t on the vane o f plunger must be i n l i n e w i t h the mark i n the

s l o t o f pinion.
A f t e r assembly, the easy motion o f the r e g u l a t i n g rod must be checked and the
plunger must be moved from the no-load stop t o f u l l - l o a d stop.
FUEL PUMP PLATE 31001-15H
- ESOS
O).U
FUEL PUMP PLATE 31001-15ti
rlunpu ud buret
IlCL nolwowm vmlw
lor lMO
-.
TOOLS FOR FUEL O I L PUMP PLATE 31051-04H
Clamping b r a c k e t f o r Prevevaerktej f o r
t e s t i n g f u e l o i l pump braendoliepurnpe
Lever
S p e c i a l spanner f o r Specie1 n a g l e f o r
fastening f o r fuel f a s t s p a n d i n g a f brand-
o i l pump o l iepumpe
[ "56
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
1 .
r'+? Engine Data
Operation of Engine
b
Trouble Tracing


+ Exhaust Valves and Fuel lnjection Pumps
, Turbocharger System
Fuel lnjection Pump
r
5 Fuel lnjection
-
L Camshaft and Camshaft Drive
Starting System

-
Fuel Oil System
- Cooling Water System

Driven Machinery
Tools
- FUEL INJECTION 31 1.01
P l a t e 31101
The f u e l i n j e c t o r c o n s i s t s o f a n o z z l e h o l d e r and a n o z z l e connected by a

screw cap. The n o z z l e h o l d e r i n c l u d e s a threaded p i p e s t u b f o r mounting t h e
h i g h - p r e s s u r e p i p e , which i s l e d through a b o r i n g i n t h e t o p o f t h e c y l i n d e r
head, t o g e t h e r w i t h an a d j u s t i n g screw, a s p r i n g and s p r i n g s p i n d l e f o r t h e
i n i t i a l t e n s i o n i n g o f t h e n o z z l e needle. The i n i t i a l t e n s i o n o f t h e s p r i n g ,
which determines t h e opening p r e s s u r e o f t h e n o z z l e , can be a d j u s t e d by means
o f the c e n t r a l l y - m o u n t e d a d j u s t i n g screw. On t h e uppermost t h i c k p a r t o f t h e
holder. t h e r e a r e t h r e e s e a l i n g O-rings. Between t h e two lowest O-rings, t h e
leak o i l from t h e n o z z l e needle i s l e d o u t i n t o t h e spacing between t h e high-
pressure p i p i n g and t h e p r o t e c t i o n t u b i n g . Between t h e two uppermost O-rings,
when o p e r a t i n g w i t h c o o l e d n o z z l e , b o t h t h e i n l e t and o u t l e t f l o w o f t h e coo-
l i n g medium i s led.
As a c o o l i n g medium, d i e s e l o i l i s n o r m a l l y used. T h i s i s l e d through bored

d u c t s i n t h e h o l d e r t o t h e c o n i c a l bottom surface o f t h e nozzle which l i e s d i -
r e c t l y i n t h e combustion chamber. The n o z z l e and needle a r e lapped t o g e t h e r as
a p a i r , and cannot be r e p l a c e d i n d i v i d u a l l y . The n o z z l e i s c o n t r o l l e d by two
p i n s a t t a c h e d t o t h e bottom o f t h e h o l d e r . The j o i n t s u r f a c e between t h e nozz-
l e and h o l d e r i s machine-lapped t o make i t o i l - t i g h t . The f u e l i n j e c t o r i s
mounted i n t h e c y l i n d e r head b y means o f t h e i n t e g r a l f l a n g e i n t h e h o l d e r and
two studs w i t h d i s t a n c e p i e c e s and n u t s .
FUEL OIL HIGH-PRESSURE PIPE
P l a t e 31102
The connection between i n j e c t i o n pump and f u e l i n j e c t o r i s a s h i e l d e d h i g h -

pressure p i p e . The h i g h - p r e s s u r e p i p e i s equipped w i t h connection t a p e r s mat-
c h i n g t o s i m i l a r t a p e r f a c i n g s on t h e threaded connectors on t h e i n j e c t i o n
pump and t h e f u e l i n j e c t o r . These connections a r e t o be t i g h t e n e d w i t h a t o r -
que o f 40 Nm, t h e spanner t o be p l a c e d on t h e hexagon on screw 2170, r e s p e c t i -
v e l y on t h e hexagon on s h i e l d i n g cap 1824.
The screw 2170 i s screwed-in w i t h l o c t i t e t y p e 242 t o t h e threads o f t h e union

n u t 2269 and t i g h t e n e d w i t h a t o r q u e o f 60 Nm. The s h i e l d i n g cap 1824 and the
union n u t 2625 a r e preassembled s i m i l a r l y . I n case o f d i s m a n t l i n g and remant-
l i n g o f these p a r t s same procedure ( l o c t i t e 242) and same t o r q u e (60 Nm) must
be used.
A t t h e f u e l i n j e c t o r end t h e s h i e l d o f t h e h i g h - p r e s s u r e p i p e i s supported i n
.
t h e s h i e l d i n g cap 1824 i n c l u d i n g a s e a l i n g r i n g 2081. The s h i e l d i n g cap i s
supported i n a clamp 0845, i n c l u d i n g t h e s e a l i n g r i n g 2358. The clamp i s b o l -
t e d t o t h e c y l i n d e r head and s e a l e d by t h e r i n g 2447.
A t t h e i r ~ j e c t i o npump end t h e s h i e l d o f t h e h i g h - p r e s s u r e p i p e i s supported i n

the screw 21 70 i n c l u d i n g a s e a l i n g r i n g 2081. The screw/union-nut assembly i s
supported i n a clamp i n c l u d i n g t h e s e a l i n g r i n g 2358. The clamp i s b o l t e d and
seafed t c t h e c o n n e c t i o n p i e c e o f t h e i n j e c t i o n pump.
k -
c'.
1
FUEL INJECTION 311.02
-
DESCRIPTION E d ~ t l o n07H
When mounting the high-pressure p i p e , t i g h t e n t h e connections t o i n j e c t i o n

pun~pand t o f u e l i n j e c t o r w i t h 40 Nm, and then t i g h t e n the clamps a g a i n s t cy-
l l n d e r head. Check and i f necessary renew s e a l i n g r i n g s .
r
OVERHAULING OF FUEL INJECTOR E d i t i o n 08
P l a t c 31152
Defore d i s m a n t l i n g t h e f u e l i n j e c t o r , c l e a n t h e l o w e r p a r t o f t h e n o z z l e
o f carbonized o i l d e p o s i t s .
F i x f u e l i n j e c t o r t o clamping b r a c k e t 0206 and l o o s e n t h e l o c k n u t .

Unstress t h e n o z z l e s p r i n g by t u r n i n g o f t h e a d j u s t i n g screw.
Swing t h e i n j e c t o r by 180° C ( n o z z l e a t t h e t o p ) .
Loosen t h e n o z z l e n u t b y c o u n t e r - c l o c k w i s e r o t a t i o n and screw o f f .

Remove nozzle. A t t e n t i o n ! Do n o t damage t h e l a p p e d s u r f a c e .
I f r e q u i r e d , t h e n o z z l e s p r i n g and t h e s p r i n g s p i n d l e can be taken o u t by

t u r n i n g o f t h e a d j u s t i n g screw.
A1 1 p a r t s must be cleaned w i t h kerosene ( i f n o t no hand use c l e a n l i g h t

f u e l o i l ) and w i t h a h a r d brush.
Nozzles a r e matched by l a p p i n g , and a r e t h e r e f o r e o n l y interchangeable as

unit.
I n s e r t nozzle needle w i t h f u e l o i l i n t h e needle guide.
I t must be c o n t r o l l e d , whether t h e n o z z l e needle s l i d e s down by i t s dead

weight on i t s seat.
Clean t h e n o z z l e h o l e s o f c h a r r e d coke by means o f t h e s u p p l i e d s p e c i a l

d r i l l w i t h holder.
Check t h e n o z z l e h o l e s w i t h t h e t e s t mandrel whose measurements a r e l a r -

g e r than normal diameter o f t h e holes. I f t h e t e s t mandrel can go i n j u s t
one o f t h e holes, t h e n o z z l e must be scrapped.
I f t h e holes a r e worn o v a l , which i s checked by means o f a magnifying

g l a s s , t h e n o z z l e must a l s o be scrapped.
Clean t h e c o o l i n g chamber and t h e c o o l i n g d u c t s i n t h e nozzle guide and

i n j e c t o r body by l a y i n g these i n a c l e a n i n g l i q u i d and then blowing
through t h e p a r t s w i t h compressed a i r .
P e r f e c t d e n s i t y and f u n c t i o n o f t h e n o z z l e can o n l y be guaranteed by

s t r i c t l y o b s e r v i n g t h e e x a c t l y d e f i n e d a n g u l a r d i f f e r e n c e between t h e
seats o f needle guide and t h e n o z z l e neddle, as w e l l as t h e accuracy o f
t h e dimensions.
Every own e f f o r t t o r e f i n i s h b r i n g s about a1 t e r a t i o n s o f t h e values.
I f d u r i n g t h e v i s u a l i n s p e c t i o n o f t h e p a r t s heavy a b r a s i o n symptoms.
r e s p e c t i v e l y damages can be observed, t h e p a r t i n q u e s t i o n must be r e -
placed.
OVERHAULING OF FUEL INJFCTOR E d i t i o n 08
Damaged plane surface ( h i ( ] h r ! f.ightc!ning p l a i n s ) cannot be r e p a i r -

ed by the s e r v i c i n g s t a f f , hecause the d c s i r e d accuracy (angles, plane-
p a r a l l i s m ) can o n l y be reached by means o f s p e c i a l equipment.
12. When a l l t h e p a r t s have been o v c r h a ~ ~ l e dfound

. i n o r d e r and c a r e f u l l y
cleaned, assemble t h e f u e l i n j e c t o r again.
13. When assen~blingt h e i n j e c t o r , t h e o p p o s i t e o r d e r w i t h r e g a r d t o disassem-

b l y should be observed. Pay a t t e n t i o n t o the f o l l o w i n g :
I n s e r t a l l threads w i t h molybdenum sulphide.

O-rings a r e t o be renewed.
The s e a l i n g plane surface o f body and n o z z l e must be wiped d r y w i t h paper.
Tightening torque f o r n o z z l e n u t 100 Nm.
14. Swing the i n j e c t o r by 1800 C ( n o z z l e i s placed upside down).

Mount the t e s t p i p e 0573.
After venting, a p p l y pressure on t h e c o o l i n g o i l systew - see data - dnd
check t h e s e a l i n g t i g h t n e s s o f t h e O-rings.
15. Now connect the t e s t p i p e 0484.

Increase pressure by means o f t h e t e s t pump u n t i l f u c l i s e j a c u l a t e d from
the i n j e c t o r n o z z l e w i t h a s l i g h t s h a t t e r i n g . I f t h e pressure i n d i c a t e d
by the pressure gauge d e v i a t e s from t h e p r e s c r i b e d opening pressure :
320 bar, t h e a d j s u t i n g screw must be turned a c c o r d i n g l y .
Increase pressure by means o f t h e t e s t pump t i l l 20 b a r under opening

pressure, and pay a t t e n t i o n t h a t no f u c l o i l w i l l p e n e t r a t e from the i n -
j e c t i o n holes. When s l o w l y working the l e v e r o f t h e t e s t pump (about I
motion/2 sec.), t h e i n j e c t o r should s h a t t e r when reaching t h e opening
pressure. Hereby i t i s t h e q u e s t i o n o f a s o - c a l l e d s h a t t e r i n q near the
seat. ..
I f i t i s t h e q u e s t i o n o f q u i c k l y working t h e l e v e r o f t h e t e s t pump
(about 1 m o t i o n / l sec.), t h e f u e l o i l j e t must p e n e t r a t e continuously and
i n a small atomizing form from t h e i n j e c t i o n holes.
Kep o u t o f t h e reach o f t h e f u e l j e t s as they w i l l p e n e t r a t e t h e s k i n .

Fuel which has penetrated t h e s k i n causes p a i n f u l inflammations (blood
poisoning)!
P l a t e 31151
For d h a n t l i n g o f f u e l valve, use t o o l 0148.
For g r i n d i n g o f f u e l v a l v e seat, use t o o l 0237.

FUEL VALVE PLATE 3 1 1 0 1 - 0 9 H
FUEL VALVE PLATE 31101-09H
-
Fuel valve, complete B r m d v e n t i l , komplet

Nut Mstrik
Stud Ta P
Valve housing V e n t i 1hus
Nozzle, complete F o r s t e v e r , komplet
Screw cap Om10ber
Thrust spindle Trykspindel
Spring Fjeder
A d j u s t i n g screw Justeringsskrue
Lock n u t L8semetri k
Sealing r i n g Taetningsring
Cap n u t Kapselmetri k
Gasket Pakning
Gasket Pakni ng
I
-.
HIGH-PRESSURE FUEL P I P E PLATE 31 102-04H
?
HIGH-PRESSURE FUEL P I P E PLATE 31102-04H

- -..--- -- --
Shielded high-pressure Skzermet h ~ j t r y k s r e r
pipe
Sleeve d i v i d e d Uesning 2-del t
Clamp Ters
Screw Skrue
S h i e l d i n g cap Kappeforskruning
Screw Skrue
Nut Metrik
Sealing r i n g Tcmtningsring
Spring c o i l Lasefjeder
Nut Metri k
-
FUEL VALVE TOOLS PLATE 31 151-07H

FUEL VALVE TOOLS PLATE 31151-07H
0148 Extractor f o r f u e l Aftrekker

valve for brmdselsventil
0237 Grinding r i n g f o r Slibering for
valve seat venti 1 sale
1985 Piston l i f t i n g device Lofteverktej for
f o r i n - s i t u replacemen stempel ved ud-
o f connecting rod skiftning a f
bearing plejlstangsleje
,
FUEL VALVE TOOLS PLATE 31152-03H1
Test pump, complete Prevepumpe, komplet

i n c l . item No. 0206, i n c l pos. nr. 0206,
0484. 0573 0484, 0573
Clamping bracket f o r Beslag f o r k o n t r o l af
testing fuel injector brandselsventi 1
Test pipe f o r nozzle Preverer f o r dyse-
cooling o i l k e l ing
Test pipe f o r i n j e c - Preverar f o r ind-
tion sprejtning
Cleaning needles i n Rensendle i holder,
packing tube, compl. kompl e t
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection
-.
Camshaft and Camshaft Drive E

Starting System

Fuel Oil System
Driven Machinery
Tools
Operation of Engine
Trouble Tracing
' . Engine Frame and Bedplate

*
Turbocharger System
Fuel lnjection Pump
Fuel lnjection
-

I Automatics and Instruments
' Starting System

Fuel Oil System
Driven Machinery
--
CAMSHAFT AND CAMSHAFT DRIVE 312.01
Plate 31201
The camshaft o f the engine consists of a number o f sections which are b o l t e d

together. Each c y l i n d e r has i t s own section comprising f i x e d cams t o operate
f u e l pump, i n l e t valve, and exhaust valve.
On one end o f the camshaft there i s a hub 1448 c a r r y i n g a gear wheel 1260
which, through an intermediate wheel, i s i n connection w i t h a gear wheel on
the crankshaft. The gear wheel on the camshaft i s secured t o the hub by means
o f the screws 1082, and the screw holes i n the gear wheel are oblong, making
i t possible t o t u r n the camshaft i n r e l a t i o n t o the gear wheel and, conse-
quently, also i n r e l a t i o n t o the crankshaft.
Lubrication o i l f o r the camshaft bearings i s supplied through a bore i n the

bearing located nearest the gear wheel, and the o i l passes through a central
bore t o the i n d i v i d u a l shaft sections, i n which lub. o i l holes admit t o the
s h a f t bearings.
Plate 31202
The intermediate gearing which transmits the motion from the crankshaft t o the
camshaft consists of 2 gear wheels, b o l t e d together and f i t t e d on a comnon
bush 0349. The intermediate gearing runs on a s h a f t p i n 0250 attached t o the
engine frame by means o f b o l t s and f i t t e d b o l t s so as t o provide a s u i t a b l e
tooth f l a n k clearance.
MAINTENANCE
The-gear wheel d r i v e and the camshaft do n o t r e q u i r e maintenance.
The gear wheels on camshaft, intermediate gearing, and crankshaft are provided
w i t h marks f o r c o r r e c t mounting. Before taking o u t the camshaft, the f u e l o i l
primary pump has t o be dismantled, following which the camshaft can be separa-
ted a t the gear wheel end and taken out.
I f the i n d i v i d u a l camshaft sections have been dismantled, i t should be checked

during re-assembly t h a t they are f i t t e d w i t h the c o r r e c t angles between the
middle o f the f u e l pump cams.
. The camshaft adjustment can be checked by means o f p i n gauges placed as i l l u -

s t r a t e d on p l a t e 31251.
-
CAMSHAFT PLATE 31201-10H
~-
CAHSHAFT PLATE 31201-10H
Coupling part Koblingsdel
Pm Stift
Nut Motrik
Screw Skrue
Shaft Aksel
Nut Motrik
Screw Skrw
Nut lock Motriksikrmg

Gear whcel Tandhjnl
Scrcw Skrue
Hub Nav
Screw Skrue
Nut lock Motriksikring
Guide ring Styrering
5 cvl. 5 cvl.
Camshaft. front Stvreaksel forest
Camshaft, intermediate Stvreaksel. mellem
Camshaft. aft Stvreaksel, bagerst
Camshaft. complete Stvreaksol. komplet
6 cvl. 6 cvl.
Camshaft. intermediate Stvreaksel. mellem
Camshaft. aft Stvreaksel. bagest
Camshaft. complete Stvreaksel, komplet

-
Designation
7 cvl. 7 cvl.
Camshaft, aft Stvreaksel bagerst
Camshaft. complete Stvreaksel. komplet
8 cvl. 8 cvl.
Camshaft, aft Stvreaksel bagest

INTERMEDIATE WIIEEL PLATE 31202-05
1NTERMEDlATE WHEEL PLATE 31202-05
Screw Skrue
Axle j o u r n a l Aksel t a p
Bush For ing
Screw Skrue
Gear wheel Tandhjul
Nut Metrik
Split pin Split
Gear wheel Tandhjul
Cover Dzksel
Nut Metrik
Split pin Split
-

-
P i n gauge f o r check o f
canlshaf 1 adjustment
P i n gauge f o r p o s i t i o n i n g of
c y l . No. 1 i n top dead c e n t r e
Pin gauge Sparmd 1

Pin gauge Sparmd 1
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

\

Automatics and Instruments X
+
Starting System

Fuel Oil System
Driven Machinery
Tools
.-
&I-:
$'.
,. Engine Data
Operation of Engine
Trouble Tracing


r
b
C
Fuel lnjection Pump
Fuel lnjection
-

I
Z Control alid Safety Systems
ip Automatics and Instruments
Starting System

Fuel Oil System
Driven Machinery
Tools
*
-
CONTROL AN0 SAFETY SYSTEM, AUTOMATICS AND INSTRUMENTS 313.01
P l a t e 31301
The engine i s equipped w i t h a h y d r a u l i c governor o f Woodward make. Regarding

design, o p e r a t i o n , and adjustment o f t h e governor, reference i s made t o t h e
Woodward i n s t r u c t i o n book supplied.
The governor d r i v e i s l o c a t e d a t t h e flywheel end o f t h e engine and c o n s i s t s

o f a c y l i n d e r i c a l gear wheel 1586, d r i v e n b y a gear wheel on t h e camshaft, and
a s e t o f bevel gears 1308 and 2476.
The purpose o f t h e governor i s t o r e g u l a t e t h e r a t e o f d e l i v e r y from t h e f u e l

pumps, so t h a t the engine speed i s k e p t w i t h i n c e r t a i n l i m i t s , independing on
the load.
The o u t p u t o f t h e governor i s t r a n s m i t t e d through l e v e r s and p u l l rods t o a

l o n g i t u d i n a l r e g u l a t i n g s h a f t . For each f u e l pump t h e r e g u l a t i n g s h a f t i s f i t -
t e d w i t h a two-piece arm, whose arm attachment 6581 and s p r i n g arm 4701 a r e
k e p t t o g e t h e r by a s p r i n g 4890. T h i s makes i t p o s s i b l e f o r t h e governor t o r e -
g u l a t e t h e f u e l d e l i v e r y of t h e pumps even if a pump p l u n g e r has seized. From
t h e s p r i n g arm t h e movement i s t r a n s m i t t e d through a l i n k a g e 2832 t o t h e f u e l
pump rack.
On the r e g u l a t i n g s h a f t i s a l s o f i t t e d a s t o p arm 3366 operated b y a s t o p cy-

l i n d e r which i s a c t u a t e d when t h e overspeed t r i p o f t h e engine i s released
( t h e overspeed t r i p w i l l be d e s c r i b e d l a t e r ) . The p i s t o n i n the s t o p c y l i n d e r
w i l l a c t u a t e t h e s t o p arm 3366 t h e r e b y t u r n i n g t h e r e g u l a t i n g s h a f t and movinq
the f u e l pumps t o STOP p o s i t i o n . thus s t o p p i n g t h e engine (see p l a t e 31300).
The Woodward governor w i l l a t t e m p t t o keep t h e r e g u l a t i n g s h a f t i n RUNNING po-
s i t i o n , b u t between t h e governor and t h e r e g u l a t i n g s h a f t t h e r e i s a s p r i n g -
loaded p u l l r o d 6769 which can be compressed, thus a l l o w i n g t h e r e g u l a t i n g
s h a f t t o be moved t o STOP p o s i t i o n .
I f the c y l i n d e r i s t o be p u t o u t o f o p e r a t i o n , f o r i n s t a n c e i n order t o mea-

sure t h e compression pressure, t h e s p r i n g arm, and thus t h e r a c k o f the f u e l
pump concerned i s pressed t o n o - f u e l p o s i t i o n .
Overspeed t r i p
P l a t e 31305
The engine i s equipped w i t h a s t o p p i n g d e v i c e which s t a r t s t o operate i f the
. maximum p e r m i s s i b l e r e v o l u t i o n number i s exceeded. T h i s d e v i c e i s f i t t e d t o

t h e end cover o f t h e l u b r i c a t i n g o i l pump and i s d r i v e n from t h e pump through
a r e s i l i e n t coupling.
On the engine i s f i t t e d a p n e u m a t i c a l l y c o n t r o l l e d s t o p c y l i n d e r 5211.
CONTROL AND SAFETY SYSTEM. AUTOMATICS AND INSTRUMENTS 313.02
- E d i t i o n 11H
TUNCTION. TEST AN0 ADJUSTMENT OF OVERSPEED TRIP
Page 1 ( 2 )
Ihc system f u n c t i o n s as f o l l o w s :
L o ~ ~ ~ p r e s saeidr (4.5-7.5 b a r ) i s a d m i t t e d t o t h e overspeed t r i p a t F t o t h e

Enots v a l v e 5122 which i s k e p t closed, t h e v a l v e b a l l b e i n g pressed a g a i n s t
11s s c a t by the a i r pressure and by t h e b u i l t - i n s p r i n g .
I f the p r e - s e t t r i p p i n g speed i s exceeded, t h e s p r i n g - l o a d e d f l y w e i g h t 1106

w ~ l swing
l outwards and press down t h e arm 0583. The arm i s l o c k e d i n i t s b o t -
I
tom p o s i t i o n by t h e l o c k p i n 3897, which i s pressed i n by t h e s p r i n g 3986. A t
t h e same time t h e arm 0583 presses down t h e s p i n d l e 4787, and t h e Enots v a l v e
opens.
The compressed a i r passes t h r o u g h t h e c o n n e c t i o n K t o t h e s t o p c y l i n d e r 5211,

i n which t h e p i s t o n i s pressed f o r w a r d and, through t h e arm 31301/3366, t u r n s
> the f u e l pump r e g u l a t i n g s h a f t t o STOP p o s i t i o n . Thereby t h e engine stops, t h e
spring-loaded p u l l r o d c o n n e c t i o n 31301/6769 t o t h e governor b e i n g compressed.
Ihe engine can be stopped m a n u a l l y b y p r e s s i n g down t h e b u t t o n 2185.

b '
l o make t h e engine ready f o r s t a r t i n g a f t e r t h e overspeed t r i p has been r e -
leased, p u l l o u t t h e knob 4143 (4232) whereby t h e arm 0583 i s r e l e a s e d and
pressed upwards by t h e s p r i n g 4876. The Enots v a l v e c l o s e s , t h e s t o p c y l i n d e r
i s vented through a bore i n t h e v a l v e , and t h e s p r i n g w i l l press t h e p i s t o n
back and thereby r e l e a s e t h e f u e l pump r e g u l a t i n g s h a f t .
.- F u n c t i o n a l , Test and Adjustment o f Overspeed T r i p
... s 1. The engine i s r u n up manually, and a t no load, w h i l e an eye i s k e p t on t h e

tachometer. On r e a c h i n g t h e r e v o l u t i o n number i n d i c a t e d on t h e Data sheet,
the overspeed t r i p p i n g d e v i c e s h a l l f u n c t i o n , t h u s a c t u a t i n g t h e s t o p cy-
l i n d e r s . The f u e l pump c o n t r o l r o d s a r e now moved t o zero index, and t h e
engine stops.
Should t h e overspeed d e v i c e t r i p a t a r e v o l u t i o n number which i s d i f f e r e n t

from t h a t s t a t e d i n Data, t h e overspeed d e v i c e must be a d j u s t e d :
Remove b o t h covers on t h e housing o f t h e overspeed t r i p p i n g device.
Turn t h e engine u n t i l t h e a d j u s t i n g screw i s o p p o s i t e t h e opening on t h e
s i d e o f t h e housing. Now loosen t h e l o c k screw and t u r n t h e a d j u s t i n g
screw, u s i n g t h e t u b u l a r p i n spanner s u p p l i e d . Turn t h e a d j u s t i n g screw
outwards ( s l a c k e n f l y w e i g h t s p r i n g ) t o reduce t h e r e v o l u t i o n number. Be
c a r e f u l n o t t o screw t h e a d j u s t i n g screw so f a r o u t t h a t i t may touch t h e
r e l e a s e arm. T i g h t e n t h e l o c k screw and t e s t t h e overspeed d e v i c e again.
R e f i t t h e covers when t h e overspeed d e v i c e f u n c t i o n s a t t h e c o r r e c t revo-
lgution number.
7. The overspeed d e v i c e can be t e s t e d manually by depressinq t h e b u t t o n on

t o p o f t h e housing. T h i s w i l l a c t u a t e t h e f l y w e i g h t and t h e arm f o r r e l e a -
se o f t h e a i r v a l v e f o r t h e s t o p c y l i n d e r s , and t h e engine should thus
stop.
FUNCTION, TEST AND ADJUSTMENT OF OVERSPEED TRIP E d i t i o n 1lH

Page 2 ( 2 )
( T h i s t e s t i s a l s o t o be c a r r i e d o u t w i t h o u t l o a d ) .
I t i s reconmended now and then, w h i l e t h e engine i s a t a s t a n d s t i l l , t o
move t h e f l y w e i g h t b y means o f t h e push b u t t o n t o ensure t h a t t h e f l y -
weight can always move w i t h s u f f i c i e n t ease.
Button
f o r t e s t and emergency s t o p
. 509.10
M P ~
P W I(()
Lambda Controller E d i h 02H
If the system is activated morethan 10 seconds, the

solenoid valve will be shut off and there will be a
The purposewith the lambda controller is to prevent remote signal for "system failure".
injection of more fuel in the combustion chamber
than can be bumed during a momentary kad in-
crease. This is caniedout by controlling the relation Fuel oil limiting during start procedure
between the fuel index and the charge air pressure.
During the start procedure the lambda controller is
used as an index limiter.
Advantages
Hereby heavy smoke formation is prevented during
The lambdacontroller hasthe followingadvantages: start procedure and further the regulating device
- Reductionof visible smoke in case of sudden
cannot wer-react.
momentaty bad increases. The jet system is blockedduring the starting proc8-
dure until the engine has reached 710 RPM.
- Improved bad ability
- Lessfwlingoftheengine'sexhaustgasways.
- Limitationof fuel oil index during starting
procedure.
Principles for functioning
Figure 1 illustrates the controller's operation mode.

Incaseof a momentaryload increase, the regulating
devicewill increasetheindex on the injectionpumps
and herebytheregulatora n (1) istumed,the switch
(2) will touch the piston a n (3) and be pushed
downwards, whereby the electrical circuit will be
closed. -
Thus the solenoidvalve (4) opens. The jet system is
activated. theturbochargeracceleratesandincreasas
thecharge air pressure, thereby pressing the piston
(3)backwards in the lambda cylinder (5). When the
lambda ratio issatistactory,the jet system will bed*
activated.
At a 50°/0 badchangethesystemwillbe activatedfor

about 3-8 seconds.
CONTROL AND SAFETY SYSTEMS AUTOMATICS AND INSTRUMENTS 313.20
Edition OlH
DESCRIPTION
Page 1 (2)
Instrument panel
On t h e engine i s mounted an i n s t r u m e n t panel i n c o r p o r a t i n g :
Pressure gauge f o r - LT w a t e r - i n l e t t o a i r cooler

- HT f r e s h water - i n l e t t o engine
- Lubricating o i l - inlet to f i l t e r
- Charging a i r - o u t l e t from c o o l e r
(*) - Nozzle c o o l i n g o i l - i n l e t t o f u e l valves
Pressure gauge f o r - Fuel o i l - i n l e t t o engine

- Lubricating o i l - i n l e t t o turbocharger
Furthermore t h e engine i s equipped w i t h a j e t a s s i s t panel c o n s i s t i n g of;
Tachometers f o r - Engine/Turbocharger RPM

Switch f o r - Engine/Turbocharger RPM
Thermometers
Thermometers f o r l o c a l r e a d i n g :
- LT w a t e r - i n l e t a i r cooler
- LT water - outlet from a i r c o o l e r
- LT w a t e r - o u t l e t from l u b r i c a t i n g a i r cooler
- HT f r e s h w a t e r - i n l e t toengine
- HT f r e s h w a t e r - o u t l e t each c y l i n d e r
- Lubricating o i l - i n l e t t o cooler
- Lubricating o i l - o u t l e t from f i l t e r
- Charge a i r - i n l e t t o cooler
- Charge a i r - o u t l e t from c o o l e r
- Fuel o i l - i n l e t t o engine
- Fuel o i l - inlet to f i l t e r
( - Nozzle c o o l i n g o i l - o u t l e t from f u e l valves
- Exhaust g a s t - o u t l e t each c y l i n d e r
/
- Exhaust gas - o u t l e t turbocharger
( * ) I f nozzle c o o l i n g o i l a p p l i e d o n l y
E d i t i o n 0111
DESCRIPTION
Paw 2 ( 2 )
Pressostates
.
. and T h e r m s t a t e s
l h e engine i s s u p p l i e d w i t h a number o f a l a r m - and shut-down f u n c t i o n s . The

alarms s h a l l v i a t h e a l a r m panel worn a g a i n s t an abnormal w o r k i n g c o n d i t i o n ,
which can l e a d t o break down and t h e shut-down f u n c t i o n s s h a l l s t o p t h e en-
qlne b e f o r e a break down. 1.e. a shut-down i s "worse" than an alarm.because a
shut-down i s g i v e n if the engine c o u l d be severe damage by r u n n i n g on these
conditions.
As standard t h e engine i s equipped w i t h :
:hut-down switches f o r :
- t o o low l u b r i c a t i n g o i l p r e s s u r e - i n l e t engine
- too h i g h HT f r e s h water temperature - o u t l e t engine
- too h i g h engine speed ( l o w e r speed)
Alarm switches f o r :
- leaking fuel o i l
- too low l u b r i c a t i n g o i l p r e s s u r e - i n l e t engine
- too low p r e l u b r i c a t i n g o i l p r e s s u r e ( l e v e l a l a r m )
- too h i g h pressure drop across l u b r i c a t i n g o i l f i l t e r
- too h i g h HT f r e s h water temperature - outlet engine
- t o w h i g h engine speed (overspeed)
- too low starting air pressure - inlet engine
The a c t u a l number and type o f t h e alarm- and shut-down switches f o r the p l a n t

can be seen i n t h e l i s t "Engine Automatic p a r t l i s t " i n t h i s s e c t i o n .
Test o f switches:
Test o f the switches i s d e s c r i b e d i n t h e P a r t I 1 i n s t r u c t i o n book. The t e s t

ought t o be c a r r i e d o u t e v e r y 6 t h month t o secure t h a t the s a f e t y equipment
and t h e alarm panel i s working and t h a t a warning i s g i v e n under abnormal
working c o n d i t i o n s t o a v o i d a s e r i o u s b r e a k down/damage.
r
CONTROL AN0 SAFETY SYSTEMS AUTOMATICS AND INSTRUMENTS 313.25
E d i t i o n 01H
ADJUSTMENT ARO TEST OF ON/OFF PRESSOSTATE Paae 1 ( 1 I
Adjustmen:
When t h e p r e s s o s t a t e c o v e r i s removed and t h e l o c k i n g screw ( 5 ) i s l o o s e n e d ,

t h e r a n g e can be s e t w i t h t h e s p i n d l e ( 1 ) w h i l e a t t h e same t i m e t h e s c a l e
( 2 ) i s b e i n g read.
I n p r e s s o s t a t e s h a v i n g an a d j u s t a b l e d i f f e r e n t i a l , t h e s p i n d l e ( 3 ) must be
used t o make t h e a d j u s t m e n t . The d i f f e r e n t i a l o b t a i n e d can be r e a d d i r e c t l y
on t h e s c a l e ( 4 )
S e t p o i n t s : See " O p e r a t i n g d a t a " .
-
Test
I t i s p o s s i b l e t o make a f u n c t i o n a l t e s t o f t h e
p r e s s u r e s w i t c h . T h i s i s t o be c a r r i e d o u t a c -
c o r d i n g t o t h e f o l l o w i n g procedure:
1 ) Shut o f f system p r e s s u r e w i t h t h e v a l v e ( 8 ) .
2 ) O i s m a n t l t h e screw ( 7 ) . 1 %n.y . ~ , n ~ l c
-
2 Qnps scale
3 ancrmtml sclnm.
3 j Mount t h e t e s t i n g a p p a r a t u s on t h e t r i a l 4 Otncrent~at.21c
5 Lpc*mg
f l a n g e (63.
Alarm f o r f a l l i n g p r e s s u r e
Pump u p t h e p r e s s u r e u n t i l t h e s w i t c h has chang-

ed. The p r e s s u r e w i l l s l o w l y be r e l i e v e d , and i t
must be checked t h a t t h e s w i t c h change back t o
t h e p r e s s u r e , s t a t e d as a l a r m p o i n t i n t h e l i s t
"Operating data".
Alarm f o r r i s i n g p r e s s u r e
Pump up t h e p r e s s u r e u n t i l t h e s w i t c h changes,
and check t h a t i t happens a t t h e s t a t e d a l a r m
.
point.
4,) Mount t h e screw ( 7 ) and open t h e v a l v e ( 8 )

a f t e r a f i n a l check and a d j u s t m e n t .
,-
E d i t i o n 01H
ADJUSTMENT AN0 TEST OF ON/OFF THERMOSTATE Page 1 ( I )
Adjustment
When t h e thermostate cover i s removed, and t h e l o c k i n g screw (5; i s loosened.

the range can be s e t w i t h t h e s p i n d l e ( I ) w h i l e a t t h e same time the s c a l e (2;
i s b e i n g read.
Thermostates having an a d j u s t a b l e d i f f e r e n t i a l , t h e s p i n d l e ( 3 ) can be ~ s e d

w h i l e t h e s c a l e ( 4 ) i s being read.
Set p o i n t s : See "Operating d a t a " .
-
Test
The f u n c t i o n a l t e s t o f t h e thermostate i s t o
be c a r r i e d o u t according t o t h e f o l l o w i n g p r o - I
cedure: I
1 ) Take o u t the sensor o f the pocket.
2 ) Test t h e thermostate by d i v i n g t h e sensor

i n t h e water bath, which i s c o n t r o l l e d b y
the temperature, o r a s p e c i a l t e s t i n g ap-
paratus.
Alarm f o r fa1 1 i n g temperature
Rise t h e temperature u n t i l t h e s w i t c h has

changed. Then t h e temperature must s l o w l y be
reduced, and check t h a t the s w i t c h changes
back by t h e temperature, a s s t a t e d i n t h e l i s t
"Operating data".
Alarm f o r r i s i n g temperature
Rise t h e temperature u n t i l the s w i t c h changes

and check t h a t i t happens by the s t a t e d a l a r m
point.
3 ) A d j u s t if necessary.
\ 4 ) The sensor i s mounted again.
E d i t i o n 01H
LEVEL SWITCH LAL 25
Page 1 (1)
The l e v e l switch LAL 25, which i s mounted on the main l u b r i c a t i n g o i l pipe of

the engine gives alarm f o r missing p r e l u b r i c a t i n g o i l .
Function
oy s t a r t i n g of the p r e l u b r i c a t i n g o i l pump the main lub. o i l pump w i l l be fil-

l e d w i t h l u b r i c a t i n g o i l , which means t h a t the l e v e l switch i s l i f t e d and the
alarm i s disconnected.
When the p r e l u b r i c a t i n g i s interrupted, the lub. o i l w i l l run out o f the sy-

stem through the bearings, which means t h a t the l e v e l switch i s lowered and
the alarm s t a r t s .
Vent pipe
ad- Level switch
Main l u b r i c a t i n g o i l pipe
The t e s t i s c a r r i e d out when the engine i s stopped.
. 1 ) S t a r t the p r e l u b r i c a t i n g o i l pump, and l e t the pump run f o r about 5 min.
2 ) Stop the lub. o i l pump. The alarm must be released a f t e r 0 - 5 min depend-
ing o f the o i l v i s c o s i t y .
E d i t i o n 01H
ADJUSTMENT ACD TEST OF ANALOGOUS TRAMSYITTER
Paqe I ( 1 )
The pressure t r a n s m i t t e r r i g i s t e r s the a c t u a l pressure and makes i t change t o

an e l e c t r i c a l s i g n a l . which corresponds t h e pressure.
Adjustment
The pressure t r a n s m i t t e r s h a l l n o t be a d j u s t e d , b u t t h e alarm l i m i t must be

s e t on t h e alarm p l a n t . K i n d l y see t h e i n s t r u c t i o n book f o r the alarm p l a n t
-
Test
I t i s p o s s i b l e t o make a f u n c t i o n a l t e s t o f
t h e pressure t r a n s m i t t e r s . T h i s i s c a r r i e d o u t
a c c o r d i n g t o the f o l l o w i n g procedure:
1 ) S h u t - o f f the system pressure w i t h t h e v a l -

ve ( 3 ) .
2 ) Oismantl the screw ( 2 ) .
3 ) Mount the t e s t i n g apparatus on t h e t r i a l

f l a n g e ( 1 ) and pump on a p r e s s u r e w i t h i n
t h e working area o f the t r a n s m i t t e r . I f t h e
a l a r m o l a n t has an i n s t r u m e n t u n i t . t h e
p r e s s u i e can be read on t h i s . I f t h e r e i s
no instrumental u n i t , the t e s t can. be c a r -
r i e d o u t by watching i f t h e a l a r m p l a n t
g i v e s any alarm, when the a l a r m l i m i t .
which i s s t a t e d i n the l i s t "Operating d a t a "
i s exceeded.(If the alarm p l a n t i s a d j u s t e d ) .
4 ) The screw ( 2 ) i s mounted. and t h e v a l v e ( 3 )

i s opened a f t e r the t e s t i s f i n i s h e d .
-
ADJUSTMENT AN0 TEST OF ANALOGOUS TEMPERATURE E d i t i o n 01H

TRANSMITTER (PT 100 SENSOR) Page 1 (1)
The PT 100 sensor c o n s i s t o f a r e s i s t a n c e w i r e , w h i c h changes r e s i s t a n c e de-

pending on t h e temperature.
Look and design v a r i f y depending on t h e p l a c e o f measurement and manufacture.
Adjustment
The PT 100 sensor cannot be a d j u s t e d , b u t t h e a l a r m l i m i t must be s e t on the

alarm p l a n t .
r
Set p o i n t s : See "Operating data".
-
Test
The f u n c t i o n a l t r i a l of t h e PT 100 sensor can be c a r r i e d o u t according t o t h e

f o l l o w i n g procedure:
1 ) Take o u t t h e sensor o f t h e pocket.
2 ) T e s t t h e t e r m s t a t e by d i v i n g t h e sensor i n t h e w a t e r bath, which i s con-

t r o l l e d by t h e temperature o r a s p e c i a l t e s t i n g apparatus. I f t h e a l a r m
p l a n t has an i n s t r u m e n t u n i t , t h e temperature can be read on t h i s . I f t h e r e
i s no instrument u n i t , t h e t e s t can be c a r r i e d o u t b y watching i f t h e alarm
p l a n t g i v e s any alarm, when t h e a l a r m l i m i t , which i s s t a t e d i n t h e l i s t
"Operating data" i s exceeded. ( I f t h e a l a r m p l a n t i s a d j u s t e d ) .
3 ) The sensor i s mounted again.
PT 100 SENSORS
Workin0 Card
I Lambda Controller
Safety precautions: Speclal tools:
Stoppedengine Plate no Item no Note

Shut off starting air
Shut off cooling water
Shut off fuel oil
Shut off cooling oil
Stopped lub. oil circul.
Hand tools:
Adjustment of lambda controller. Allen key.
Startlng position:
Relatedprocedure:
Manpower: Replacement and wearing parts:
Working time : 1 hour Plate no Item no * I

Capacity 1 man
Data for pressure and tolerance (Page 500.35)

Data for torque moment (Page500.40)
Declaration of weight (Page 500.45)
95.29 - ESOS
L_
509-10.00 Wofking Card
~di(ionWH
Lambda Controller pese 2 (2)
Lambda Controller
Normally the lambda controller does not need ad-

justment. The only time adjustment is needed, is
when the controller or the governor has been dis-
mantled. The adjustment is to be carried out in
standstill position.
1. Checkthatthefreespacebetween thepick-up
andthe bandsteelonthe regulatingarm is min 1mm.
seefig 1.
Fig 1.
2. Set the index of the fuel pumps according to

the Shop Test protocol by means of the governor
lever. see plate 31301-10H, item 0418.
Note: Setthe "load limit"controlknobat mar inorder
.
to protect the governor.
3. Fit the adjustment screw (3), fig 3, until the 4. Fasten the adjustment screw.
piston has contact with the spring without com-
pressing the spring. 5. Adjustment finished.
85.29 - ESOS
SPEED CONTROL SYSTEM PLATE 31301-10H
SPEED CONTROL SYSTEM PLATE 31301-IOH
Item No. Designation Benzevnelse

... -
Governor Regulator
Screw Skrue
Lock washer Sikringsskivc
Lever Arm
Screw Skrue
Nut Mstrik
Split pin Split
Screw Skrue
Housing Hus
Nut Mstrik
Split pin Spl it
Axle journal Aksel tap
Gear wheel Tandhjul
Bush Besning
Gear wheel Tandhjul
Key Feder
Wear ring Sl idring
Lock screw Sikringsskrue
Spacer ring Afstandsring
Synchronizing motor Synkroniseringsmotor
Shut-down Shu t-down
Disc Skive
Ball bearing Kugleleje
Gear wheel Tandhjul
Key Feder
Nut Motrik
Split pin Spl it
Linkage Lankeled
Split pin Spl it
Pin Ta P
Guide pin Styrestift
Screw Skrue
3366 Stop arm Stoparm

3455 Lock washer Sikringsskive
3544 Screw Skrue
3633 Guide p i n Styrestift
3722 P u l l r o d head Trzkstangshoved
381 1 Split pin Spl i t
3900 P u l l r o d end Treks tangsende
4078 P l u g screw Propskrue
4167 Gasket Pakning
4256 Nut Mstrik
4345 Stud Ta P
4523 Stud Ta P
4612 Pin Ta P
4701 S p r i n g arm Fjederarm
4890 Spring Fjeder
4989 Bush Besning
5057 Bearing Leje
5146 S p r i n g housing Fjederhus
5235 Pin Stift
5324 Screw Skrue
5413 Spring Fjeder
5502 Guide r i n g Styrering
569 1 Pin Stift
5879 Pull rod Trzkstang
5968 Nut Metrik
. 6125
6214
P u l l r o d head
Nut
Trekstangshoved
Metrik
6303 Split pin Split
6942 Pin Stift
Designation
Arm 1 doc r
Arl~~h
Screw Skruc
R e s i l i e n t p u l l rod, Fjcdrcnde t r + s tang,
complete koniplet
Screw Skt-uc
Lever Arli~
Screw Skrue
Screw Skrue
Bearing Leje
Bush Besn i ng
Shaft Aksel
Washer Skive
Stop r i n g S t o p r i ng
Screw Skrue
Screw Skrue
Screw Skrue
Washer Skive
Nut MBtri k
Bracket Konsol
JJ-9
-
OVERSPEED T R I P PLATE 3 1 3 0 5 - 1 1 H
OVERSPEED TRIP PLATE 31305-1lH
kern No. Designalion Benamnelse
Cover Dzksel
Screw Skrue
Washer Skive
Pin Tap
Levcr Arm
Circlip Sikringsring
Flyweight Svingvaqt
Nut Metrik
Gasket Pakning
B a l l bearing Kugleleje
R e s i l i e n t coupling Fjedrende kobl ing
Spindle Spi ndel
Washer Skive
Screw Skrue
Socket Muffe
Button Knap
Spring p i n Fjederstift
Spring Fjeder
Screw Skrue
Cover Deksel
Pin Stift
Lever Arm
Cup p o i n t screw Kra t e r s k r u e
F l y w e i g h t housing Hus f o r s v i n g v e g t
A d j u s t i n g screw Instillingsskrue
Governor s p r i n g Regulatorfjeder
Key Feder
Housing Hus
Spindle Spindel
Spring Fjeder
cont.
-
OVERSPEED T R I P PLATE 31305-11H
Item No. Designation Benawnelse
Micro switch Micro-afbryder

Screw Skrue
Button Knap
Stop screw Stops krue
Spindle Spindel
Spring Fjeder
Spindle Spindel
Spring Fjeder
Valve attachment Ventilholder
Screw Skrue
Valve Venti 1
Stop cylinder Stopcylinder
STOP CYLINDER PLATE 31306-1lH
CONTROL A I R
PLATE 31305/5211
~~
4-T
l-zq
PLATE 31301/3366
Designation
Lock washer S i kringsskive

Nut Mstrik
Lock n u t Kontra m s t r i k
T h r u s t shoe Tryksko
-
Plile 31307-13H
page 1 (2) Prelubricating Oil Alarm (LAL 25)
General
-
31307-13~ Prelubricating Oil Alarm (LAL 25) P.,~,. 2 (7)
PI.,^,.
I
General
Derignalion Banaevnelre Deslansllon Bensvnelse
Square flange
Hexagon w t
Pipe for level alarm
Level switch
When ordering apare pans, aea also page 600.50 Ved besDllmg at reservedele, sc ogsd side 600 50
= Only availabk as par1 of a spare par& kit = Kun I~lgangeitgsom en del at el reservedelssat
QlyJE = QlyJEngine AnlaliE = AnQIIMolor
Pla*,
pa^ 1 (2) Thermometer 31308-01H
(Please see "Piping diagram on final drawings")
-
Item
Fig. Code No.
01
02
03
-
04
-
05
10
3 1308-0 1H Thermometer Plalr?
Pagr?2 (2)
i
Fig. Code
Pocket
Pocket
pla~ Pressostate, Thermostate
PP 1~ Difference Pressostate and Pressure Transmitter
(Please see "Sensor List on final drawings")
General
Fig. and Description Range
0-8 bar PSL 22

PAL 10
PAL 22
6-18 bar PAL 70

PAL 24
10-35 bat
1-10 bar PAL 40

Pressostate
TAL 10
TAH 12
TSH 12
TAH 20
TSH 22
0.2-2.5 bar DAH 21-22
DifferencePressostate
3 1308-02H Pressostate, Thermostate UaD
Difference Pressostate and Pressure Transmitter Pdgr 2 (2)
-
General
Fig.and Description Range
0 lobar
0-6bar
0-lobar
0~15bar
0-16 bar
0-40 bar
0-400 bar
Pressure Transmitter
Needle Valve with 318" pipe thread
Needle valve with 112" pipe thread
Needle Valve
Plam
Page I (21 Instrument Panel 31309-17H
I T c w l l n g r a t e r . i n l e t to alr cooler
H I cooling r a t e r . i n l e t engine
Lub. o i l . l n l e t to turbocharger
Charge a i r , outlet f r m c w l e r
PI M fuel o i l . inlet to engine
( * ) If nozzle cooling oil applied only

PhD
31309-17H Instrument Panel paw 2 (21
-
I23130
-
9250 ESOS
--
SPEED CONTROL SYSTEM - TOOLS PLATE 31351-02
llem No. Designation Benaevnelse
Spanner f o r a d j s u t i n g Negle f o r i n d s t i l l i n g
the overspeed t r i p a f overspeed
!
mate
psg. 1 (2) Lambda Controller 50910-01 H
-
94.29 ESOS-V
Mate
50910-01H Lambda Controller page 2 (2)
Itam
-No.
compktr
94.29. ESOSV
- - -
-
-I"5
$--'
Engine Data
Operation of Engine

--
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
k -
' Engine Data I
Operation of Engine
1
Trouble Tracing


+
Turbocharger System
Fuel lnjection Pump
Fuel lnjection
-
L

,
-
Starting System

Fuel Oil System
Driven Machinery
:
Tools
,-
STARTING A I R SYSTEM 314.01
The engine i s s t a r t e d by means o f a b u i l t - o n a i r s t a r t e r motor.
S t a r t i n g systems i n c o r p o r a t i n g an a i r w t o r can be devided i n t o two systems.-

a power system and a c o n t r o l system.
The purpose o f t h e power system i s t o s u p p l y t h e a i r s t a r t e r m t o r w i t h clean,

oleaginous a i r a t 9 bar.
The purpose o f the c o n t r o l system i s t o c o n v e r t e l e c - t r i c a l s t a r t signals i n t o

a pneumatic a c t i v a t i n g o f t h e a i r s t a r t e r motor. Furthermore the c o n t r o l sy-
stem i s equipped w i t h a manual pneumatic emergency s t a r t e r valve, a c y l i n d e r
f o r f u e l o i l l i m i t a t i n g a t s t a r t , overspeed d e v i c e and a solenoid valve f o r ac-
t i v a t i n g o f the j e t a s s i s t system (see s e c t i o n 313).
The s t a r t i n g system b u i l t - o n t o the engine comprises. the f o l l o w i n g main com-

ponents (Fig. 1):
D i r t seperator
To a v o i d d i r t p a r t i c l e s and condensation w a t e r i n t h e a i r system, a d i r t sepe-

r a t o r equipped w i t h a d r a i n valve i s mounted i n t h e i n l e t l i n e , and thereby
earns t h e purpose t o a v o i d malfunctions due t o c l o g g i n g up, wear o r seizure o f
the components.
The i n t e r v a l s between c l e a n i n g and d r a i n i n g w i l l depend on the c o n d i t i o n o f

the a i r i n the main supply system, and has t h e r e f o r e t o be determined accor-
d i n g t o s e r v i c e experience gained w i t h t h e p a r t i c u l a r p l a n t .
On-off v a l v e
The o n - o f f valve i s a pneumatic 2/2 v a l v e w i t h s p r i n g r e t u r n .
. A i r s t a r t e r motor
The a i r s t a r t e r motor i s a Turbinerotor motor w i t h gear box, safety clutch and drive
shaft w i t h pinion.
During the s t a r t i n g sequence the d r i v e p i n i o n i s engaged t o a r i n g gear on the
f l y wheel.
STARTING AIR SYSTEM 314.02
DESCRIPTION E d i t i o n l8H
S t a r t valve
The s t a r t v a l v e i s a pneumatic 3/2 v a l v e equipped w i t h a s o l e n o i d f o r remote

control.
Emergency s t a r t v a l v e
The emergency S t a r t valve i s a pneumatic 3/2 v a l v e f o r manual operation.
This valve w i l l make i t p o s s i b l e t o s t a r t t h e motor i n case o f a power f a i l u r e .
Overspeed d e v i c e
The engine i s equipped w i t h a stopping d e v i c e which s t a r t s t o operate i f the

maximum p e r m i s s i b l e r e v o l u t i o n number i s exceeded. T h i s d e v i c e i s f i t t e d t o
the end cover o f the l u b r i c a t i n g o i l pump and i s d r i v e n from the pump through
a r e s i l i e n t c o u p l i n g (see s e c t i o n 313).
Stop c y l i n d e r
The engine i s f i t t e d w i t h d pneumatically c o n t r o l l e d s t o p c y l i n d e r which w i l l

stop the engine when t h e overspeed device i s a c t i v a t e d (see s e c t i o n 313).
Solenoid v a l v e
The solenoid v a l v e i s a pneumatic 2/2 v a l v e equipped w i t h a soleno'id f o r r e -

mote c o n t r o l . The s o l e n o i d i s a c t i v a t e d from t h e smoke l i m i t a t i o n ' system (see
section 313).
PNEUMATIC OPERAT ION (See Fig. 1 )
When the s t a r t v a l v e ( E ) i s opened by t h e remote c o n t r o l l e d solenoid, a i r w i l l

be supplied t o the d r i v e s h a f t housing o f t h e a i r s t a r t e r motor (C).
The a i r supply w i l l -
by a c t i v a t i n g a p i s t o n
gagement with the gear r i m on t h e engine f l y wheel.
-
b r i n g t h e d r i v e p i n i o n i n t o en-
Uhen the p i n i o n i s f u l l y engaged, t h e p i l o t a i r w i l l f l o w t o the o n - o f f v a l v e

(A). The o n - o f f v a l v e w i l l open f o r s t a r t i n g a i r from t h e main s t a r t i n g a i r
l i n e t o the a i r s t a r t e r motor and the a i r s t a r t e r motor w i l l s t a r t t o t u r n the
engine.
T
E d i t i o n 18H
Uhen the engine revolutions exceed approx. 140 RPM, a t which f i r i n g has taken
place - provided normal conditions - the s t a r t valve i s closed so as t o c u t - o f f
the supply a i r and t o vent the p i s t o n c y l i n d e r i n the d r i v e s h a f t housing o f
the a i r s t a r t e r motor and t o vent the p i l o t a i r from the on-off valve.
A r e t u r n s p r i n g i n the a i r s t a r t e r motor d r i v e s h a f t housing w i l l disengage

the p i n i o n from the engine f l y wheel gear r i m .
A r e t u r n spring w i l l close the o n - o f f valve r e s u l t i n g i n c u t - o f f o f main a i r

supply and the a i r s t a r t e r motor stops t o crank.
P
NOTE: During r u n n i n g - o f the engine, the a i r supply t o the engine nust not be
interrupted.
Emergency s t a r t
The emergency s t a r t valve i s

activated by means o f a screw-
d r i v e r o r s i m i l a r as i l l u s t r a t -
ed.
-- - -
i I A R T I N G A I R SYSTEM 314.04
-
PNEUMATIC OPERATING E d i t i o n 18H
Fig. 1
A On-off valve
Overspeed device
C Air starter motor Slop cylinder
D
. Air filter Solenoid valve
E Start valve Filter
F Emergency valve Drain valve

MAINTENANCE - ON-OFF VALVE

E d i t i o n O1H
Pase 1 (2)
WARNING: Do n o t attempt any maintenance on t h e o n - o f f v a l v e u n t i l t h e pres-

sure i n the a i r system has been b l e d o f f .
IMPORTANT: The o n - o f f valve should be p e r i o d i c a l l y l u b r i c a t e d as f o l l o w s :
1. Bleed o f f t h e a i r pressure. F a i l u r e t o do t h i s c o u l d r e s u l t i n personal

injury.
2. Disconnect t h e No. 4 Hose from the tank a t t h e c o n t r o l a i r supply p o r t

near the b o t t o m o f t h e valve o p p o s i t e t h e a i r i n l e t . I n some i n s t a l l a -
t i o n s , t h i s 1/4" N.P.T. w i l l be plugged. Remove t h e plug. S q u i r t about 1
ounce (30 c c ) o f 10 W o i l i n t o t h e v a l v e through t h e hose o r p l u g opening.
Reconnect t h e hose o r r e i n s t a l l t h e plug.
. Disassembly and Reassembly
1. Clamp t h e Relay Valve i n a v i s e w i t h t h e R e t a i n i n g Ring ( 9 ) end up.
2. C a r e f u l l y remove the Retaining Ring. The End Plug ( 3 ) should s p r i n g out.

I f i t does not, t a p t h e Valve Housing (I)l i g h t l y w i t h a s o f t hanmer un-
t i l i t does.
STARTING AIR SYSTEM
MAlNTENANCE - ON-OFF VALVE Edition O1H

Page 2 ( 2 )
3. Remove the End Plug. Spring and Piston Assembly.

I. Remove and discard all used O-rings, O-ring Retainer (5). Bumper (7) and
Spring (8).
5. Wash all other parts in a clean. nonflammable solvent.
6 . Using O-ring lubricant, lubricate and install the new Piston O-ring ( 4 )
and the new Upper Piston O-ring (6) o n the Piston ( 2 ) .
NOTE: The Upper Piston O-ring is slightly larger in diameter than the
End Plug O-ring ( 1 1 ) .
I. Turn the Piston over and insert the new Bumper.
8. Using O-ring lubricant, lubricate and install the new End Plug Seal
O-ring ( 1 0 ) and the new End Plug O-ring ( 1 1 ) on the End Plug ( 3 ) .
9. Lubricate the lower small bore o f the Valve Housing ( 1 ) with O-ring lub-
ricant.
10. Insert the Piston Assembly into the Valve Housing. Push on the Piston un-
til the Piston O-ring seats against the beleved face.
11. Install the new O-ring Retainer (5) with the large opening over the Piston
O-ring.
12. Place the new Piston Spring (8) on the Piston.
13. Place the End Plug Assembly on the Piston Spring.
14. Using a press to hold down the End Plug Assembly, install the End Plug
Retaining Ring ( 9 ) .
f
r
Wodung Card Overhaul, Test and Inspection of Turbine Starter 513-01 -30
Page 1 (9) EchbonOl H
Safety precautlons: Speclal tools:
Stopped engine Plate no Item no Note

IShutoff starting air
CI Shut-off cooling water 52006 261 20 - 120 Nm
Shutoff fuel oil
Shutoff cooling oil
Descrlptlon:
Disassembly, overhaul and assembly of the air

starter. Hand tools:
Allen key, 4 mm.
Allen key (long), 8 mm
Screwdriver.
Stanlng posltlon: Big screwdriver.
Chisel.
All connections to the air starter have been re- Retaining ring pliers.
moved, and air starter is removed. Plastic hammer.
Lubricating oil.
Copaslip or similar.
Sleeve.
Bearing puller.
Related procedure: Impact Wrench
Bearing pressing tool.
Manpower: Replacement and wearlng pans:
Working time : 4 hours Plate no Item no aY/

Capacity 1 man
See plate 51309.
~&a:

Data for torque moment (Page 500.40)
6 38 - ESOSG
- -
513-01.30 Working Cafd .
EdiiwnOlH
Overhaul, Test and Inspection of Turbine Starter Page 2 (9)
General lnformatlon
1) Always mark adjacent parts on the housing

exhaust cover (1),motor housing (8),intermediate
gear case (13),gear case (28)and drive housing
(40)so these members can be located in the same
relative position when the starter is reassembled.
Note: Do not disassemble the starter any further

than necessary to replace worn or damaged parts.
Never reuse old seals or O-rings.
Never wash the inertia drive in a solvent.
2) Do not remove any part which is a press fit in

oron a subassembly unless the removal of that part
is necessary for replacement or repairs.
3) Always have a complete set of seals and 0-

rings on hand before starting any overhaul of the Fig f
turbine starter.
4) When grasping a part in a vice, always use 5) Remove the deflector retaining screw ( 5 ) ,
copper-covered vice jaws to protect the surface of deflector retaining spring (4) and the splash deflec-
the part and help prevent distortion. This is particu-
larly true of threaded members.
,.
tor (3) from the housing exhaust cover (1).See fig
Houslng Exhaust Cover, Motor Assembly, and

Motor Houslng
1) If replacing the motor assembly (12),remove

both housing plugs (10)and drain the oil from the
gearingbefote beginning disassemblyof the starter.
Inspect the magnetic housing plugs (10)for metal
Darticles. Vew fine metal oarticles are normal. Re-
move particles and reinstail plugs. Large particles or
chips are an indication of a problem. Disassemble
gear case (28)and inspect
2) Using a screw driver, unscrew the exhaust

cover (67)from the housing exhaust cover (1).
Fig 2.
3) Using an 8 mm hex-head wrench, unscrew
.
and remove the starter assembly cap screws (6)
and washers (7).See fig 1. 6) Tap the motor housing w l h a plastic hammer
Sr2
4) Pull the housing exhaust cover (1)from the

to dislodge it from the intermediate gear case (13).
6$
motor housing (8).To dislodge the housing exhaust 7) Grasp the rear of the motor assembly (12)and 8
cover, rotate it until the ears clear the motor hous- pull it from the rear of the motor housing (8).
ing. Using a plastic hammer, tap the ears akernately If the motor assembly (12)is d i i c u l to remove.
until the housing cover can be removed from the lightly push the motor pinion which is on the front of
motor housing. the motor assembly toward the exhaust side of the
motor housing in order to free the motor assembly.
7
wofkhg Card
Overhaul, Test and Inspection of Turbine Starter 513-01.30
Page 3 (9) EdhnOlH
gear case (13), See fig 3

8) Tap the intermediate gear case (13) with a
plastic hammer to dislodge it from the gear case 13) Remove the plangt gearframeassembly from
(28). the intermediate gear case. Using a sleeve that
contacts the outer race of the front gear frame
9) Positionthe intermediategear case (13) on a bearing (17). press the planet gear frame shaft seal
bench in a copperfacedvice sothat the intermediate (16) and the front gear frame bearing (17) fmm the
pinion (26) is secured inthe jaws of the vise. Tighten front end andout of the rearof the intermediategear
the vice only enough10 hold the intermediatepinion case.
securely.
14) Remove the reargearframebearing(24)from
10) Loosenthe intermediatepinion retaining screw the planet gear frame (la), using a bearing puller
P
(27) 1-112 turns only. Do not remove. and remove the gear shaft retaining washer (23),
see fig 4.
Wamlng: If the intermediate gear case is not sup- Remove the planet gear shafts (22), planet gears
ported on a bench and if the intermediate pinion (19), planet gear bearings (20) and bearing spacers
retaining screw is completely removed. the interme- (21).
diate gear case and compoments could fall causing
injury. 15) Remove the front bearingspacer ( X ) , using a
I
bearing puller and the gear shaft retaining washer
11) Tap the intermediate pinion lightly to back the (23) from the front of the planet gear frame by
planet gear frame assembly out of the intermediate
gear case.
12) Removetheintermediategearcaseassembly
from the vice and remove the intermediate pinion
(26). Remove the rear gear case O-ring (14) and
front gear case O-ring (15) from the intermediate
Fig 4.
pressing on the front of the planet gear frame shaft.

Remove the gear shaft retaining washer only if the
washer or front bearing spacer is damaged.
Drlve Houslng
Fig 3.
1) Grasp the drive pinion (63) in a copper-faced
r
1 51301-30
Edinon 01H
1 Overhaul, Test and Inspection of Turbine Starter I Wodung Card
pa9-~4(9) 1
vice with the starter supported on the workbench. Note: Do not remove the front drive shaft bearing
(42) or the driie housing.se,al (43) unless replace-
2) Remove the drive pinion retaining screw (61) ment is necessary and new parts are available. The
which has a right-hand thread. bearing and/or the seal will always be damaged
when removed from the drive housing.
3) Remove the starter from the vice
15) Remove the piston ring (55) from the piston
4) Remove the drive pinion washer (62) and the (54).
drive pinion (63).
16) Press the clutch spring cup (50) down and
5) Slide the pinion spring sleeve (64) and the remove the clutch spring cup retainer (49).
pinion spring (65) off the drive shaft (57).
17) Remove the clutch spring cup and clutch
6) Unscrew the drive gear screw (34). Using an spring (51).
impact wrench with a 5116"(8 mm) x 8" (203 mm) log
hex inserted into the end of the drive shaft. 18) Remove the two clutch jaws (52)
7) Unscrew and remove the drive housing cap 19) Remove the front drive gear bearing (30),
screws (38) and lock washers (39). drive gear cup (36), drive gear lock washer (35).
drive gear screw ring (37) and drive gear screw (34).
8) Tap the drive housing (40) with a plastic
hammer to help dislodge it from the gear case (28). 20) Remove the large drive shaft bearing retainer
(53) using a screwdriver.
Warning: Failure to follow this procedure could
resun in injury to personnel. 21) Press the rear drive shaft bearing and drive
shaft (57) out of the piston. If the rear drive shaft
9) Place the drive housing (40) in an arborpress, bearing needs to be replaced, proceed as follows:
piston end up. Apply a load to the piston (54) using
the arbor press to compress the piston return spring a. Cut and remove the small drive shaft bear-
(59) before removing the bulkhead retainer (45). Do ing retained in the drive shaft, using a small
not use compressed air to load the piston. chisel.
b. Press the rear drive shaft bearing (58) oft
10) Remove the bulkhead retainer (45). Using a the drive shaft.
screwdriver-and the arbor press.
22) Place the gear case (28) on a workbench
Caution:Make surethetensionofthe spring pushes
the bulkhead out of the drive housing before remov- 23) Remove the drive gear bearing retainer (32).
ing the drive housing from the arbor press. using retaining ring pliers and working through the
access holes in the gear web. See fig 5.
11) Remove the bulkhead (46) from the piston
(54). 24) Pull the drive gear (29) out of the gear case.
w
7
12) Remove the outer bulkhead ring (47) and the Note: DOnot disassemble the drive gear and c~utch
inner bulkhead ring (48). parts of the turbine powered starters. If the drive
shaft is defective, install a new or factory-rebuiH
8
-."7
d
I
13) Slide the drive shaft (57) from the drive hous- unit.
ing (40).
25) Remove the drive gear shaft bearing retainer
$
*
14) Pull the piston return spring (59) off the drive (33), using retaining ring pliers.
shaft.
26) Remove the rear drive gear bearing (31) from
the drive gear.
r
WoMng Card
Page 5 (9) H
Ed~donOl
5) Install the drive gear bearing retainer, using

retaining ring pliers and working through the access
holes in the gear web..
6) Lubricate the drive gear with approximately

240 rnl of lngersoll-Rand No. 28 lubricant.
7) Press the rear drive shaft bearing (58) onto

the drive shaft.
8) Slide the small bearing retainer. convex side

first, onto the drive shaft. Press it into position in
accordance with the instructions packaged with the
new retainer.
9) Assemble the drive gear Schrew (34), drive

Fig 5. gear lock washer (35), drive gear cup (36) and drive
gear screw O-ring (37).
I
Assembly of the Starter 10) Grasp the drive shaft (57) in a vice, external
splined end down. Place assembled drive shaft
1) Always press on the inner ring of a ball bearing screw Unit into the drive shaft, screwhead down.
when installing the bearing on a shaft. Lubricate the inside diameter of the drive shaft with
Ingersoll-Rand No. 28 lubricant.
2) Always press on the outer ringof a ball bearing
when pressing the bearing in a bearing recess. 11) Slide the drive gear bearing (30) into the drive
shaft.
3) Whenever grasping a part in a vice, always
use leather-covered, copper-covered vice jaws to 12) Lubricatewithlngersoll-RandNo. 28 lubricant
protect the sulface of the part and help prevent and install the driving clutch jaw teeth facing up and
distortion. This is particularlytrue of threaded mern- driven clutch jaw teeth facing down into the drive
r bers. shan.
4) Always clean every part, and wipe every part 13) Insert the clutch spring (51) into the drive
with a thin film of oil before installation. shaft.
14) Insert the clutch spring cup (50) into the drive
Gear Case shaft.
1) Place the drive gear bearing retainer over the 15) Press the inserted parts into the drive shaft,
rear end of the drive gear. and install the clutch spring cup retainer (49).
w
S 2) Pressthe reardrivegearbearing (31) onto the

4 rear end of the drive gear, using an arbor press.
n
2 3) b e a t the rear drive gear bearing into the gear

g case by tapping the opposite end of the drive gear,
? using a plastic hammer.
T
4) Install the drive gear shaft bearing retainer
(33). using retaining ring pliers.
96.38- ESOSG
AHYUNDLU -a
513-01.30 Overhaul, Test and Inspection of Turbine Starter Wodcing Card
Page 6 (9)
EdionOlH
Note: IfR is necessary to replace the drive housing 25) With the drive housing in the arbor press,
(40) and drive components, make sure that the press down on the rear face of the piston.
piston seal has been removed from the rear of the
new piston (54).The piston seal must be removed10 Note: Feel the underside of the drive housing to
prevent pressure build-up which will cause move- make sure the drive shafl passes through the bear-
ment of the planet gear frame shaft seal (16). If this ing.
conditions occurs, the piston cannot retract and the
drive pinion (63) will remain in engagement with the 26) Install the bulkhead retainer (45), using a
flywheel, causing damage to the starter drive train screwdriver.
and/or starter motor. To remove the piston seal,
insert a screwdriver inside the lip of the seal and pry Warn1ng:Make sure the bulkhead retainer is prop-
it loose from the piston. erly seated in the motor housing groove before
easing oft the arbor press. Failure to do so will allow
16) Install the piston (54) onto the drive shaft until improperly retained parts to separate when re-
the rear drive shaft bearing seats into the piston. moved from the arbor press resulting in injury to
personnel.
17) Coil the large drive shaft bearing retainer (53)
into the groove of the piston to retain the outer race 27) Remove the drive housing from the ahor
of the drive shaft bearing, using a thin flat blade press.
screwdriver to assist in this operation.
28) Lubricate and install the drive housing O-ring
18) Lubricate the piston O-ring (55) and install it in (41) in the groove of the drive housing.
the groove of the piston.
29) Position the assembled gear case on a work-
19) Position the drive housing in an arbor press, bench. The assembled unit must be upright to
pinion-end down and install the drive housing seal accept the drive housing.
'
(43) into the drive housing. Using a pressing sleeve Carefully posilion the assembled drive housing (40)
of the proper size, press the seal into the drive onto the gear case so as not to damage the piston
housing so that the lip of the seal faces away from seal. Align the punch marks of the gear case and
the drive pinion. drive housing.
20) Press the bearing into the drive housing until 30) Installthe drive housing cap screw lockwash-
R seats, using a sleeve that contacts the outer race ers (39) and the drive housing cap screws (38) and
of the front drive shaft bearing (42). Drop the piston tighten to 28 Nm torque.
return spring seat (60) on top of front drive shaft
bearing. 31) Tighten the drive gear screw (34) 77.3 Nm
torque, using an impact wrench wRh a 8 mm x 203
21) Slide the piston return spring (59) onto the mm long hex inserted into the end of drive shafl.
drive shaft and snap it into the front of the piston so
that it isagainstthe largedrive shaft bearing retainer 32) Grease and slide the pinion spring (65) and
(53). the pinion spring sleeve (64) over the pinion end of
the drive shaft.
22) Lubricate and insert the assembled drive shaft
into the drive housing. 33) Grease the pinion end of the drive shaft and
install the drive pinion (63).
23) 'lubricate and install the outer bulkhead O-
ring (47) and the Inner bulkhead O-ring (48) on the 34) Grasp the drive pinion in a copper-covered
bulkhead (46). vice with the starter supported on a workbench.
24) Slide the bulkhead onto the piston. 35) Place the drive pinion washer (62) onto drive
pinion retaining screw (61).
Worlung Card
Page 7 (9) EdiMnOlH
Note: The thread on the drive pinion retainingscrew Note: Do not move or turn over the planet gear
is right-handthread. frame until step 6 and 7 have been completed.
Movement of the plape!gear frame assembly could
36) lnstall the drive pinion retaining screw into the dislodge assembled components, making it neces-
end of the drive shaft and tighten it to 108.5 Nm sary to repeat step 5.
torque.
6) lnstall the other planet gear shaft retaining
washeroverthe shaft at the rear of the planet gear.
lntermedlate Gear Case, Motor Houslng, Motor
Assembly and Houslng Exhaust Cover 7) Press the rear gear frame bearing (24) on the
shaft at the rear of the planet gearframe, using the
1) Press the front gear frame bearing (17) into proper size bearing inserting tool.
r
the rear of the intermediategear case (13), using a
bearing pressing tool of the proper size. 8) Slide the planet gear frame as~embly,cou-
pling end first, into the rear of the intermediate gear
2) Press the planet gear frame shaft seal (16) case (13), making sure that the planet gears mesh
into the rear of the intermediate gear case over the with the ring gear. Use care so as to not damage the
front gear frame bearing, using a sleeve which seal.
contacts the outer ring of the seal.
t 9) lnstall the intermediate pinion (26), making
Note: Make sure the flat side of the seal is installed sure that the notches at the rear of the pinion align
against the bearing. with the notches and tangs in the shaft of the planet
gear frame.
3) lnstall the rear gear case O-ring (14) in the
groove at the rear of the intermediated gear case 10) Clean the threads of the intermediate pinion
and the front gear case O-ring (15) in the groove at retaining screw (27) and apply 2-3 drops of
thetront of the intermediategearcase.Coat both O- Permabond HM 118 to the threads approximately 3
rings. mm from the end of the screw. lnstall screw and
tighten enough to hold assembly together.
4) lnstall onegearshaft retainingwasher (23)on
the front of the planet gear frame (18). Press the 11) For final tightening, position the intermediate
,- front bearing spacer (25) on the front shaft of the gear case so the intermediate pinion is secured in
planet gear frame to hold the gear shaft retaining the jaws of the copperfaced vice. Tighten the inter-
washer snugly in position. mediate pinion retaining screw to 122 Nm torque.
Note: Coat the front bearing spacer with gear Lube 12) Remove the intermediate gear case from the
before installingit. Becarefulnot to gouge or scratch vice and set it on a bench.
the front bearing spacer during installation as this
could result in leakage between the planet gear Note: The intermediate gear case will work in only
frame and gear case. one orientation.
5) Place planet gearframe on a bench, shaft side Align the punch marks on the intermediate gear
: down. Place the planet gear bearing (20) inside of case and gear case and tap the intermediate gear
. planet gear (19). Place bearing spacers (21) on top case with a plastic hammer until it seats in the rear
i and bottom of bearing and gear. Slide the compo- of the gear case. Make sure the intermediatepinion
nents into the slots in the side of the planet gear meshes with the drive gear.
frame. Align holes in spacers and bearing with holes
in planet gear frame and insert planet gear shaft Coat the O-rings on the motor assembly and the
(22), integral keyed end down, through the spacers inside of the cylinder before installing the motor
and bearing so that the larger portion of the keyed assembly.
C- end of the shaft contacts the planet gear shaft
retaining washer (23). Repeat the procedureforthe
two remaining planet gears and components.
96 38 - ESOS-G
513-01.30 Overhaul, Test and Inspection of Turbine Starter W O ~ Q cad
Page 8 (91
EdtionOlH
Fig 6. TurbineSfarisr.
13) Installthe motor assembly through the rear of 16) Coatthe exhaust cover seal (2) and install it in
the motor housing with the geared end of the rotor the groove on the housing exhaust cover.
toward the front.
17) Align the punchmarksonthe housing exhaust
Note: Turn the intermediatepinion so that the gear cover with the punch marks on the motor housing
on the rotor meshes with the planet gears. Make and tap the housing exhaust cover with a plastic
sure that the rear of the motor assembly is installed hammer until it seats.
flush with the rear of the cylinder.
18) Install the housing exhaust cover on the rear
14) Align the punch marks on the motor housing of the motor housingusingthe starter assembly cap
with the punchmarks on the intermediategear case screws (6) and cap screwwashers (7). Use an8 rnm
and tap the motor housing with a plastic hammer hex-headwrench to tighten each a little at a time to
until it seats on the rear of the intermediate gear a final torque of 61 to 68 Nm increments.
case. .-
N
19) Mount the exhaust cover (68)on the housing

15) Install the splash deflector (3), deflector re-
taining spring (4) and deflector retainingscrew (5) in
exhaust cover (1). $
C:
I
the rear of the housing exhaust cover. Note: Use Intersoll-RandSMB-441 pipe sealant on a
all plugs.
Note: Coat the threads of the deflector retaining
screw with lngersoll-RandSMB-441 sealant.
Working Card Overhaul, Test and Inspection of Turbine Starter 51 3-01.30
I ~age9(9) Edition01H
20) Install the bottom housing plug (10) and the Measure the dimension from the face of the drive
housing plug inlet boss (11). Put the starter on its shaft pinion (63) to the face of the mounting flange.
side with the side plug hole upward. Add 175 ml It should be 69.0 +290 mm).
automatic transmission fluid through the side plug
hole. Remove the pressure from the "IN" port. Measure
the distance form the face of the drive shaft pinion
Caution: Do not overfill. to the the face of the mounting flange. It should be
Install the side housing plug (10) and tighten all 45.0 +2.0 mm.
plugs to 6.8 to 13.6 Nm torque.
4) Motor Adlon: Secure starter in a vise and
apply 90 psig (6.2 bar1620 kPa) pressure using a 31
Test and lnspedlon Procedure 8" (9 mm) supply line to the inlet of the motor. starter
r should N n smoothly.
1) Clutch Ratchetlng: Turn the drive shaft pin-
ion (63) by hand in the direction of the starter 5) Motor Seals: Plug the exhaust and slowly
rotation. The clutch should rachet smoothly with a apply 20 psig (1.38 bar1138 kPa) pressure to the
slight clicking action. inlet of the motor. Immerse the starter for 30 sec-
onds ino non-flammable,bubble-producingliquid. If
2) Motor and Gearlng Freeness: Turn the drive the starter is properly sealed, no bobbles will a p
shaft pinion (63) oppositethe diretiin of the starter pear.
rotation. The drive shaft pinion should turn by hand.
6) Gear Case Seals: Plugtheexhaust andslowly
Note: Inadvertent application of air pressure to the apply 20 psig (1.38 bar1138 kPa) pressure to the
"0UT"port will result in drive malfunction(pinionwill inlet of the motor. Immerse the starter for 30 sec-
fail to retract). If this condiiion occurs, loosen the onds in o non-flammable, bubble-producingliquid.
drive housing cap screws (38) to vent gear case
(28). Also, loosen housing plugs (10) and (11) to There should be no leakage in the housing joints in
vent motor. the gear case area or in the shaft seal in the
intermediate gear system. Ifthe starter is properly
3) Plnlon Engagement: Apply 50 psig (3.4 bar1 sealed, no bubbles will appear.
345 kPa) pressure to the engagement 'IN" port.
r drive shaft pinion (63) should move outward and air 7) Contlrm Drlve Rotatlon: Apply low pressure
should escape from the "OUT" port. to the motor and observe rotation. Drive pinion (63)
must rotate in the direction stamped on the name-
Plug the "OUT" port and apply 150 psig (10.3 bar1 plate. Chamfer on pinion teeth should be on the
1034 kPa) pressure to the "IN" port. Check and trailing edge of the gear tooth.
make sure that no air is escaping.
96 38 - ESOS-G
-
n~vuw-m
Plae
Page 1 (3) Turbine Starter 51309-01H
16.26- ESOS-G
Phm
51309-01H Turbine Starter Page 2 (3)
1
bignation Bmrvneln Daignation Bmmvndsa
Houiingaxhausl Hus lor udstuds- Bearings p w w Lgerndlemslykke

Covw dzaksel
Planet gear ahan Planetgevaksel
Exhaust Cover a u l Tasmingsringfor
udsto&&ksel C u r shaft retainw Spasnderingsskivefor
washa gearaksel
Spl~hdeflector Stankdellektor
Rear gear hama Eagerstegearstelleje
Defleclor return ReWrlJederfordefleMor bearing
spring
Front bearing spacer FonesregearstelleJe
Deflectorretaining Spandeskvetor
sum dehklor Intennedialapinion Meliemrandhjul
SIansr assembly u p Dasbelskruefor Inlannedislepinion Spandeskruefor

Lum montage af starter retainlngscrsw mellemtandhjul
Capsuawwaahw Skivo lordmkrdtkrue
Motorhoualng ~omrhus
Housing plug Prop 61 motorhus Front drive gear Fonestednyjearleje

bearing
Housing plug inlet lilgangsknastforpmp
bou dlmotorhus Rear drive gear Bagerslednvgeadeje
bearing
Motorauambly Motor samiing
Drivegear bearing Spandskruefor
Cylinder o r i n g wal. O-ringslaminglor relainn fivgeadqe
cylinder
Drive gear *hall Spasndskrue for
Housing oringasal. O-ringstrsmmglor bearingretainer drivgearakselleje
mtwhus
Driva gear screw Dnylearskrue
Intermediaegear Mellem gearkasse
sm Drive gear lock Skive for drivgear
washer
Raw gear cane o-ring Bagerste gearkasse o-
me Drivegear cup Drekselfor dnvgear
irontgasr cane o- Fonestegearkasse o- Drivagear screw o- O-nngfordrivgearskme
'ing ring ring
'lanet gear frame Tremingsringfor Drivehousing u p Drekseiskrue lor

~haflaed. planetgeaakoelsrel @craw dnyjear
;pacer ring Afstandsting Drivehousing cap Sk~vefor drekselskwe ti1

e c r m bckwssher dnvgeamus
Vent g a r frame Fonestegearstelleie
wering Drive housing k i l Drivgeamus
'lane1 gear frame Planetgearsml Drive houaing w i n g O-ringfordrivgearhus
JImatg u r Planetgear irontshaftbeuing Fonesteakseleje N

'lanet g u r n r d l e NAlevalteforplanet-
OIW gear
Ved besflling at reservedele,r e ogd side 500.50. 5
96.26 - ESOS-G
Turbine Starter
Item llen
No
-
Qty. Dsrignation
- No. Designation
504 1IS Drive housing vent 768

Plug
516 1/S Bulkhead retainer
528 11s ~ u ~ k h e kai d

l
541 111s Outer bulkhead o- Ydre skot o-ring

ring
553 IIS Inner bulkhwd o-rin! lndre skot o-ring
566 1IS Clutch spring cup Fjedertallerkenholder

retainer
5 n 1IS Clutch spring cup Fjedertallerken
589 1IS Clutch spring Koblings&&r
590 1IS Clutch jaw kit Koblingssat
600 I/S Largedriveshaft Storlejespasnderingfor

bearingrstainer drivaksel
612 1IS Piston kit Stempelsat
624 1IS Piston o-ring Sternpelo-nng
636 1IS Driveshall kit Drivakselsret
64a 11s Rear drive shaft Bagerstedrivakselleje

bwring
661 1IS Piston returnspring Sternpelreturtjeder
673 11s seat -g

685 11s Drive pinion retain- Tandhjulssprsnde.
ing screw she
697 11s Drive pinion washer Tandhjulsskve
781 1s Drivapinion Tandhjul
707 1IS Pinionspringsleeve Tandhjulsbmsning
719 1IS Pinionopring Tandhjulsfieder
720 11s Inlet flanga kit nlgangsflangesret
732 36 cover Dasksel
744 11s Self drilling s c r a m Selvborende skmer
756 TIE Turbinestarter. Turbmertafler.komolet

complete
When ordering spare part.. see also prgaH)0.50. Ved bestillinga1reservedele. sea@ sde500.50.
= Only available as psrt of a s p a n part. kit = Kun tilgamgelig scm en del a1etresewedelss.m
QlyJE = QlyJklotor (2ty.E = OrylMotDr
WJS = QtyJTurbineSuner aly.S = QlyAurb4nestaner
r
ON-OFF VALVE PLATE 31451-01H

:
ON-OFF VALVE PLATE 31451-0lH
Item No. Designation Ben9vnelse
Valve housing Ventilhus

Piston Stempel
End p l u g Endepl ade
O-ring O-ring
O-ring r e t a i n e r O-ring holder
O-ring O-ring
Bumper Stodfanger
Spring Fjeder
Retainer r i n g Laserin?
O-ring O-ring
O-ring O-ring
PNEUMATIC V A L V E - EMERGENCY VALVE PLATE 31454-0lH
PNEUMATIC VALVE - EMERGENCY VALVE PLATE 31454-01H
-
Casing Hylster
Cover Daksel
Valve bottom Ventilbund
Piston Sternpel
Jack screw Trykskrue
Pressure d i s c Trykskivr
Cover screw Dsksel s i r u e
Spindle nut Spindelwtrik
Locking r i n g Lasering
Valve s p r i n g Vent i 1 f j e d e r
Piston sealing r i n g Stempelldsering
Gasket Pakning
Gasket Pakning
Securing r i n g Sikkerhedsring
-
AWN= -a
SOLENOID VALVE - STARTING VALVE PLATE 31455-01H
Casing Hyl s t e r
Armature Anker
Armature spring Ankerfjeder
Sealing r i n g LAseri ng
Leadpipe Bl y r e r
Spool Spol e
Spool gasket Spolepakning
Indicator mark Indikatorwrke
Nylon nut Nyl onmetri k
AIR FILTER PLATE 31459-01H
92 50- ESOS
R . Y r kit eordsl of
ham 02,0&04,W. 07.
O(. lo& 1s
Dnln n l w
-L 73
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System
-.
-:
Fuel Oil System
Driven Machinery
Tools
.,&,q ' .:
!i
? : Engine Data
Operation of Engine
.- Engine Performance and Condition
Trouble Tracing

Crankshaft and Main Bearinas
1 .

Turbocharger System u
m
$
3
2 V)
Fuel Injection Pump
7;r
Fuel Injection $5
cnD
- pb
4
"8
==
' Automatics and Instruments $5
-I2
mm
Starting System zz
. gd
o
" m
- I
Fuel Oil System
Driven Machinery I
Tools
c
LUBRICATING OIL SYSTEM 315.01
A. DESCRIPTION E d i t i o n 20H
A l l moving p a r t s o f the engine are l u b r i c a t e d w i t h o i l c i r c u l a t i n g under pres-

sure i n a closed system. The l u b r i c a t i n g o i l i s f u r t h e m r e used f o r the pur-
pose o f c o o l i n g t h e pistons.
The l u b r i c a t i n g o i l pump presses t h e o i l through a c o o l e r and a f i l t e r t o the

main l u b r i c a t i n g pipe, from where t h e o i l i s d i s t r i b u t e d t o t h e i n d i v i d u a l
p o i n t s t o be l u b r i c a t e d .
The engine p l a n t i s equipped w i t h an e l e c t r i c d r i v e n pump f o r p r i m i n g the l u b -

r i c a t i n g o i l system before s t a r t i n g and when checking t h e bearings.
P l a t e 31501, l u b r i c a t i n g o i l pump.
The l u b r i c a t i n g o i l pump, which i s o f t h e gear wheel type, i s mounted on the

end o f the engine remote from t h e flywheel. The pump i s d r i v e n through a claw
coupling from t h e f r e e end o f t h e crankshaft, o r through a r e s i l i e n t gear
transmission. The overspeed t r i p ( s e c t i o n 13) i s f i t t e d t o t h e end cover o f
the pump.
The pressure r e g u l a t o r forms p a r t o f t h e l u b r i c a t i n g o i l pump. Adjustment o f

the o i l pressure i s done by removing t h e cap n u t 0149 and t u r n i n g the a d j u s t -
i n g screw 0416 u n t i l reading t h e pressure s t a t e d i n s e c t i o n 301, data 303.
P l a t e 31502. l u b r i c a t i n g o i l f i l t e r .
The l u b r i c a t i n g o i l f i l t e r i s a duplex c a r t r i d g e - t y p e f i l t e r w i t h 2 replace-

able paper c a r t r i d g e s 0485 o f an i n i t i a l fineness o f 0.030 mn. Nom. fineness
i n service ab 0.015 mn.
The f i l t e r i s so dimensioned t h a t each side i s ab-

l e t o f i l t e r t h e e n t i r e q u a n t i t y o f lub. o i l de-
l i v e r e d by t h e pump. During normal service i t i s
recomnended t o s e t t h e 3-way cock i n the midposi-
t i o n , using both sides o f t h e f i l t e r t o o b t a i n a
b e t t e r f i l t r a t i o n o f t h e o i l . and a lonoer l i f e
o f t h e c a r t r i d g e s due t o t h e .lower f l o w - v e l o c i t y
on each side.
I n t h e c e n t r e o f each side i s placed a guide tube

0118, which a l s o a c t s as a s a f e t y f i l t e r , w i t h a
fineness o f about 0.060 mn.
. Both f i l t e r s i n
service.
I f t h e pressure drop across t h e f i l t e r exceeds 1.8 bar, the two small by-pass
valves 0752 placed a t t h e t o p o f each s i d e w i l l open and t h e engine w i l l run
w i t h o n l y 0.060 m s a f e t y f i l t e r 0118.
- ~~ --
I f the pressure drop across the f i l t e r exceeds 3.5 bar, the c e n t r a l l y placed
by-pass valve 0930 below the cock w i l l open and the engine w i l l then run with-
out the o i l being f i l t e r e d a t a l l .
To ensure safe f i l t e r i n g o f the lub. o i l none o f the by-pass valves must open
during normal service and the elements should be replaced a t 4 pressure drop
across the f i l t e r o f 1.5 bar.
When replacing f i l t e r elements during operation o f the engine, the e n t i r e lub.

o i l quantity i s passed through one side o f the f i l t e r , while the other i s being
replaced, and vice versa.
Operation o f p r e l u b r i c a t i n g pump
The separately driven ( e l e c t r i c ) p r e l u b r i c a t i n g pump must be arranged f o r auto-

matic operation, ensuring s t a n d s t i l l of the prelub. pump when the engine i s
running, and running o f the prelub. pump during engine s t a n d s t i l l i n stand-by
position.
Running period o f the prelub. pump i s preferable t o be continuous. I f i n t e r -

m i t t e n t running i s required f o r energy saving purpose, the timing equipment
should be set f o r shortest possible i n t e r v a l s , say 2 minutes o f running. 10
minutes o f s t a n d s t i l l , etc.
Running
ENGINE
Stand-by
Running
PRELUB. PMP.
Stmdstlll
Running
PRELUB. PMP.
Standstill
-
THERMOSTATIC VALVE E d i t i o n 22H
P l a t e 31504H
The t h e r m o s t a t i c v a l v e i s designed as a T-piece whose i n l e t i s through the

cover A under which the t h e r m o s t a t i c element 05 i s located. The o u t l e t t o
t h e engine i s marked "B" and t h a t t o t h e c o o l e r i s marked "C".
I n the p e r i o d when the engine i s warming up, t h e o i l i s by-passed round the
c o o l e r , when t h e o i l from t h e engine reaches t h e normal temperature (see sec-
t i o n 301) a c o n t r o l l e d amount o f o i l passes through t h e c o o l e r .
The t h e r m o s t a t i c element must be r e p l a c e d i f d u r i n g normal operation, the tem-

p e r a t u r e d e v i a t e s e s s e n t i a l l y from t h a t s t a t e d i n t h e t e s t r e p o r t .
The valve cannot be s e t o r adjusted, and i t r e q u i r e s no maintenance.

Principle of the Plate Heat Exchanger Every second plate is turned through 180". This
means that the double gasket seal occurs around
The b u i i t a lubricating oil cooler is a plate heat every second inlet to the channels between the
exchanger. plates.
The plate heat exchanger consist of a number of The plate pa& now forms a series of parallel flow
coldpressed plates which are compressed between channels in which the fluids flow in acountercurrent
a fixed port (head) and the mobile part (follow) by regime.
means of tie bolts.
The plates are made with special corrugations.

which ensures turbolent flow and h~ghheat transfer
r
cotlicients.
Plates
After clamping of the plate pack, the plates - which

I
are Wed wth gaskets - ensure an effective seal
between Ruds ard atmasphere. In a&Nin, intemaing
of the fluids is eliminated by a double gasket seal
around the inlet ports.
1 315.10
Edlclon 02H
Lubricating Oil Cooler Descrlpdon
Page 2 (4)
Separation Detergents
Cooling and Pressure relief The definition of a suitable detergent is brief and to
the point. Coatings on the plates must be removed
Before opening the plate heat exchanger, it must be without damaging plates and gaskets. It is important
cooled below 40" C, and it must not be pressurised! not to decompose the passivating(protective)film of
-
stainlesssteel the film contributes to preservingthe
Cooling must not exceed 10" C per minute. The resistance o l the steel to corrosion.
pressure drop must not exceed 10 bar per minute.
Do not use chlorinecontaining agents such as hyd-
If these standards are disregarded, the guarantee rochloric acid (HCI).
will no longer apply.
Exammmmples:
Separation of Edge-Clamped Frame - OIL AND FATS are removed with a water
emulsifying oil solvent, e.g. BP-SYSTEM CLEA-
On completion of the procedure "Cooling and Pres- NER.
sure Relief", separate the frame.
- ORGANIC AND GREASY COATINGS are
NOTE: Take care that the follower does not keel removed wim SODIUM HYDROXIDE (NaOH) - max.
over! concentration 1.5% - rnax. temperature 85' C. 1.5%
concentration corresponds to 3.75 130% NaOH per
Loosen the bolts uniforrnty (rnax. 10 mm per m 100 1 water.
distance in difference), then push the follower to-
wards to the end of guide bar. - FURRINGS AND SCALE DEPOSITS are re-
moved with NITRIC AClD (HN03) - max. concentra-
NOTE: When using plate heat exchangerson board tion 1.5% - max. pressure 65" C.
, ships, the follower must be secured in orderto avoid
danger during the movements of the ship. 1.5%mncentration correspons to 1.75 162% HN03
per 100 1 water. Nitric acid has an important cons-
Cleaning tructive effect on the passivating film of stainless
steel.
The capacities and resistance to corrosion of plate
heat exchangers depend on the plate pack being Control of Cleaning Fluid Concentration
kept clean. Fwlings on the plates can be removed
manually. SODIUM HYDROXIDE (NaOH) solution is titrated
with 0.1 n HYDROCHLLLLORIC AClD (HCI) with
Manual Cleaning methyl orange or methyl red as indicator. NITRIC
AClD (HN03) solution is titrated with 0 , l n SODIUM
Clean the plates with a soft brush and a suitable HYDROXIDE(Na0H)with phenolphtaleinas indica-
detergent. In case of thick layers of scale or organic tor.
materials, the plates must be put in a bath of deter-
gent. The concentration of the cleaning fluid in % can be
calculated from the titration result according to the
NOTE: Never use steel brush, metal scraper or the following formula:
like.
CONCENTRATION -
- bxnxm %
A sigh-pressure cleaner can be used with care - ax10
however, never with sand or other abrasives added.
r t
O w n
Lubricating OilCooler 315.10
( cage 3 (4) Edrtion 02H
a = ml cleaning fluid taken out for titration Looking towards the gasket side, the plate is desig-
b = ml titration fluid used for change of colour nated a left plate when the V is upwards or a right
n = normally of tritation fluid plate when the H is upwards. V-plates have inlet and
m= molecular weight of cleaning fluid (NaOH) outlet via corner holes 1 and 4, respectively H-
molecular weight 40 - HN03 mlecular weight 63). plates have inlet and outlet via corner holes 2 and 3,
respectively.
Assembling
Replacement ofplates
If the plates have been dismounted, they must be
correctly inserted according to serial numbers. Before inserting a spare plate in the plate pack, it
must becheckedthat the spare plate is identicalwith
The head has No. 1 , and the serial numbers of the thedefectiveplate - the samecorner holesopen, and
fobwing plates and theconnectorgrids, i f any. are 2. the marks V and H must face right.
3 , 4 , 5 etc.
Replacement of Glued Gaskets
The serial number is marked in the top right-hand
corner of the plates - do not forget that the gasket On the plate in this section, you will find an order list
Side must face towards the head. for gaskets and details of glue type and quantity.
Also given is informationconcerning the degreasing
Clamping solvent for the new gaskets.
The plate heat exchanger must beclamped until the The first plate after the head and the connector grid
follower, touch the distance pieces. must have a gasket in all grooves. These gaskets
are, in fact, two 'normal' gaskets cut in half and
Replacement of Plates and Gaskets glued in place around all grooves. You should care-
fully note how the old gaskets are assembled before
' Marking removing them.
The plates are marked with material codes and Removal of Old Gaskets
reference numberspluscodes for non-gluegaskets.
if any, and slao have the letter V and H stamped at - PLIOBOND glued gaskets can be loosened
either end (Fig. 1). by heating in water at 100" C. The plates are
cleaned, and coatings, if any, are removed.
Cleaning
Setial number
(piease state when
New gaskets and the gasket grooves of the plates
! ordwlng single plates) are cleaned with a cloth moistened with degresing
agent. The gluing surfaces must be absolutely clean
- without finger prints elc.
As degreasing agent use what is stated on the
enclosed plate.
Alternatively, use: TRICHLOROETHYLENE. CHLO-

ROTHENE VG. ACETONE, METHYL ETHYL KE-
TONE or ETHYL ACETATE.
Four k t dqils of me ref. H Fwr lart dqits of me ref.
number of #ate or n u m h of me plate
It is important that all degreasing agent has evapo-
v (OnIyMplatestorm
rated, before the glue is applied. This will normally
glue gasket) take approx. 15 min. at 20" C.
Fg. 1
-
315.10 Lubricating Oil Cooler -Pm

Edilicn O W p-4 (4) .
It is advisable to clean the guing surfaces of the The plates with the gaskets are now suspended in
gaskets with fine-grain sandpaper instead of degre- the frame which is clamped lightly.
asing agent.
The plate heat exchanger is heated to 90-100' C by
Gluing means of water or steam - the temperature must be
kept for 1'h- 2 hours!The liquidpressure must be kept
- PLIOBOND 25, which is a nitrile ~ b b eglue r as low as possible.
on solvent basis (25%solids), is applied with a b ~ s h
in a thin layer on the backs of the gaskets. The If there is no possibility of heating the plate heat
gaskets are put to dry in a clean and dustless place! exchanger, it must stand at a place as warm as
The gaskets grooves of the plates are now coated possible with dismounted connections.
with a thin layerof glue, and the gaskets are cernen-
ted into the grooves. The insertionof gaskets starts The drying time will at 20" C be appmx. 48 hours. At
-
at both ends of the plate and continues with the e.g. 40" C, the drying time is reduced to appm. 24
straight sections along the edges. hours.
8
The gluing process is most easily effected by laying
the gasketsand the plateson a table - as the gaskets
are cemented into the grooves of the plates, the
plates should be stacked.
Description 515.1 5
Page l ( 1 ) Centrifugal By-Pass Filter Edition 01H
Description
The centrifugal filter is a bypass filter mounted For proper filtration, it is important that the rotor is
directly at the engine base frame. The centrifugal always correctly balanced.
filter is a supplement to the main filter.
An wt-of-balancecondiion can occur as a resun of
During sewice, a part of the lubricating oil supplied an uneven built-up of sludge or as a result of ex-
from the engine driven lubricating oil pump enters cessive bearing or spindle wear.
the centrifugal filter and returnstotheoil sump in the
base frame.
The centrifugal filter relies on the centrifugal force

and can therefore remove high densly, sub-micron
-. particles.
Principle of Operation
Oil enters the base of the filter and depresses the

cut-offvalve (A) which has a preset pressurevaive.
t
The cut-off valve is fitted to ensure that at low
pressure and flow conditions the entire oil pump
output is suppliedto theengineworkingparts. Having
depressed the cut-off valve the oil travels up the
centre of the spindle. Through holes at the top (8)
and enters the rotor (C) at the maximum height
above the stand tube. The oil completely tills the
cleaning chamber (D) and travels through the strai-
ner (E) into the drive chamber (F), leaving under
pressure via diametrically opposed tangential nozz-
- les in the bottom of the rotor.
The reaction of the oil leaving the nozzles provides

the driving force causing the rotor to spin about the A Cut-off vaNe D Cleaning cham be^
B TOP E Stainer
spindle at high speed. The oil leaving the nozzles is C Rotor F Drive chamber
then allowed to drain backtothesump, by gravity at
atmospheric pressure.
Fig. I. Dmgram showing Pnnuple of Cperah.
The centrifugal force field within the spinning rotor
forces the contaminants to travel to the inner wall of
the rotor, where they form a dense rubber-likeshd-
ge which is easily removed.
-
96.03 ESOS-G
DESCRIPTION OF PRELUBRICATING PUMP E d i t i o n 01H

Page 1 ( 6 )
P r e l u b r i c a t i n g Pump
The working p a r t s o f t h e p r e l u b r i c a t i n g pump a r e t h e t h r e e screws and t h e sur-

rounding c a s i n g w i t h i n which t h e y r o t a t e . The t h r e a d s u r f a c e s a r e so designed
t h a t t h e y form t i g h t s e a l s b o t h i n r e l a t i o n t o each o t h e r and t o t h e pump cas-
i n g . When t h e screws r o t a t e . The s e a l s move a x i a l l y , t h e r e b y f o r c i n g t h e li-
q u i d enclosed between them t o move forwards so t h a t a pumping a c t i o n r e s u l t s .
The w o r k i n g p r i n c i p l e on which t h e f u n c t i o n i s based i s t h a t t h e moving p a r t s

a r e l u b r i c a t e d by t h e pumped l i q u i d . The pump i s s e l f - p r i m i n g . The pump i s
b u i l t f o r one r o t a t i o n a l and one pumping d i r e c t i o n and t h e c o n s t r u c t i o n o f
t h e pump i s i l l u s t r a t e d by t h e s e c t i o n a l view on p l a t e . F o r adjustment o f t h e
pump d e l i v e r y head d u r i n g o p e r a t i o n , a b u i l t - i n , a d j u s t a b l e bypass v a l v e i s
provided. A t d e l i v e r y ex work t h e p r e - s e t pressure o f t h i s v a l v e amounts t o
about 3 bar.
The s h a f t seal i s a mechanical s e a l , formed by two f l a t s e a l i n g surfaces which

a r e i n c o n t a c t w i t h each o t h e r - one r o t a t i n g w i t h t h e s h a f t and one s t a t i o n a -
ry.
The s u r f a c e s a r e l u b r i c a t e d by t h e pumped l i q u i d and t h e c o n t a c t pressure i s
m a i n t a i n e d w i t h a s p r i n g . The s e a l i n g a b i l i t y depends upon c l e a n and unscored
surfaces.
Operating
Before S t a r t i n g .
A f t e r i n s t a l l a t i o n o r a f t e r d i s m a n t l i n g and subsequent reassembly, t h e pump

must be f i l l e d w i t h o i l . Only under these c o n d i t i o n s t h e pump can be s t a r t e d
w i t h o u t r i s k o f d r y r u n n i n g which c o u l d cause damage t o t h e r o t a t i n g p a r t s and
s h a f t seal.
D i r e c t i o n o f Rotation.
When t h e pumping i s ready t o be s t a r t e d , check t h a t t h e d r i v e motor r o t a t e s i n

the c o r r e c t d i r e c t i o n as i n d i c a t e d on t h e pump by b r i e f l y s w i t c h i n g i t on and
by watching t h e f a n i m p e l l e r o f t h e e l e c t r i c motor. Note. Do n o t check t h e d i -
r e c t i o n o f r o t a t i o n w i t h o u t p r i o r f i l l i n g t h e pump w i t h o i l .
Starting.
.S t a r t i n g should always take p l a c e w i t h f u l l y open v a l v e s i n t h e s u c t i o n and

delivery lines.
As t h e pump i s s e l f - p r i m i n g i t c a r r i e s o f f t h e a i r i n t h e s u c t i o n l i n e and t h e
n o i s e r e v e a l s when t h e pump begins t o work. I t i s e s s e n t i a l f o r t h e a i r t o l e d
o f f w i t h o u t any a p p r e c i a b l e counter-pressure i n t h e d e l i v e r y l i n e .
Edition 01H
DESCRIPTION - OVERHAUL Paqe 2 ( 6 )
As soon a s t h e pump has s t a r t e d t o work normally, t h e bypass valve must be s e t

by means of a pressure gauge a t t h e required pressure.
Set the bypass valve, with t h e screw on the end cover of the pump body beneath
the trade mark. Turning t o the r i g h t increases t h e opening pressure. Do not
s e t the valve a t pressures higher than necessary.
This pressure s e t t i n g should be maintained while t h e pump i s in operation.
If the pump refuses t o work properly a f t e r having been s t a r t e d , i t must not be

allowed t o r u n more than about half a minute. Fresh attempts t o make t h e pump
go may be made a t i n t e r v a l s a t about a minute and in conjunction with these
attempts t h e bypass valve tension should be increased s l i g h t l y . I f t h i s does
not help, something must be wrong and t h e f a u l t must be located and remedied
before the pump i s p u t i n t o operation. See "Trouble Shooting".
Attention and Maintenance during Operation.
When c o r r e c t l y i n s t a l l e d and properly s t a r t e d the pump require b u t l i t t l e a t -

tention. Except when otherwise d i c t a t e d by special circumstances, they a r e
operated and looked a f t e r in t h e same way a s any other pump. Which include
check of t h e pump function and t h a t there a r e no disturbances a s leakage, in-
correct pressure or abnormal noise.
Periodic Overhauls.
Periodic overhauls f o r the purpose of avoiding functional trouble are not nor-
mally necessary f o r the pump. When properly used, t h e r e i s very l i t t l e wear on
the screws.
Nevertheless periodic overhauls should be c a r r i e d out so t h a t worn parts can
be replaced in good time. The i n t e r v a l s between such overhauls a r e determined
by experience i n each individual case.
After periods of about 3-6 years t h e s h a f t s e a l s usually need t o be replaced

on account af aging of the containing rubber parts.
Trouble Shooting
The following functional disturbances a r e in most cases e a s i l y remedied:

Wrong Direction of Rotation.
- In bhree-phase motors, two of the e l e c t r i c connection wires must be reversed.
Pump Oil output to Small (pump a l s o gets too warm while in operation).
- The shut-off valves in the suction o r delivery l i n e s a r e not f u l l y open.

7-
Edition 01H
OVERHAUL Page 3 ( 6 )
- The bypass valve i s s e t a t too low a pressure.

Pressure too Low
- Counterpressure in the delivery l i n e too low.
- The bypass valve tension i s i n s u f f i c i e n t .
- The bypass valve has got jammed.

- The pump i s worn.
Drive Motor d i f f i c u l t t o S t a r t o r tends t o s t o p by t r i p p i n g of t h e motor over-
loads.
- Counterpressure too high.

- Oil too cold and therefore of higher v i s c o s i t y than anticipated.
- Motor output inadequate f o r t h e prevailing conditions.
- Motor overload relay cut-out s e t t i n g too low.
Pump noisy when Running ( c a v i t a t i o n noise)
- Oil flow t o pump i n s u f f i c i e n t .

- Suction pipe too long o r too small in proportion t o t h e volumetric flow and
v i s c o s i t y of the o i l .
- Clogged shut valve in the suction l i n e .
Can be checked with a vacuum gauge.
- Suction l i f t too great.
- Air leakage i n t o suction l i n e .
- Check suction positive pressure i f o i l temperature i s above 60° C (1400 F ) .
(NOTE! Heavy wear in the pump can occasionally be a source of n o i s e ) .
Oil Leakage a t Shaft Seal.

- Sealing capacity decreased due to i n c o r r e c t contact between t h e sealing sur-
. faces. The cause may be aged rubber p a r t s o r damage s l i d i n g surfaces due to
impurities in the o i l o r t o dry running.
A pump can get worn i f used f o r unsuitable l i q u i d s , f o r t h i n o r impure o i l and

too high a working pressure. Oil temperatures in excess of 900 C (1940 F) can
a l s o damage the pump s h a f t s e a l .
F
Edition 01H
OVERHAUL Paqe 4 ( 6 )
When a pump i s t o be reconditioned a f t e r heavy wear, the screws and t h a t part

of the pump which supports t h e screws should be replaced.
Shaft Seal
The axial type s h a f t seal of t h e pump is intended t o prevent t h e leakage of
f l u i d along t h e driven s h a f t of a pump. The s e a l s a r e intended f o r mineral
o i l s and s i m i l a r f l u i d s . In order t o ensure t h a t the seal does not wear during
operation, i t must be lubricated by the pumped l i q u i d . An i n s i g n i f i c a n t amount
of leakage may t h e r e f o r e occur and s u i t a b l e provision should be made f o r col-
l e c t i n g t h i s leakage from t h e d r i p ring of t h e pump.
Mechanical Seals Type Z/W-seat (Crane) P l a t e 31520
The r o t a t i n g seal (2000) rests against a c o l l a r on the power r o t o r (1932). The

seal (2000) r o t a t e s through the intermediary of t h e rubbing of t h e bellows a -
gainst the s h a f t . A r o t a r y seal ring (2377) - of carbon - i s pressed l i g h t l y
by the spring a g a i n s t the s t a t i o n a r y s e a t (2466) i n the f r o n t cover (0408) of
the pump.
The bellows seal along the s h a f t and a g a i n s t the back of t h e r o t a r y seal ring
(2377). The pressure of t h e r o t a r y seal ring (2377) a g a i n s t t h e s t a t i o n a r y
s e a t (2466) forms an e f f e c t i v e seal between t h e lapped surfaces of these two
components. The o-ring gasket (22881, f i n a l l y , s e a l s against the f r o n t cover
(0408), i .e. a g a i n s t t h e surrounding pump casing.
Dismantling/Reassembly Plate 31520
Impurities in t h e pumped l i q u i d o r c a r e l e s s handling during dismantling and
reassembly can r e s u l t in damage t o lapped sealing surfaces. The t a s k s of
dismantling and reassembling the seal should t h e r e f o r e be c a r r i e d out in con-
d i t i o n s of'scrupulous c l e a n l i n e s s and carefulness and every e f f o r t must be
made t o avoid touching the sealing surfaces with t h e f i n g e r s . The carbon ring
must be c a r e f u l l y handled. I t m u s t not come in touch w i t h grease.
When attending t o o r changing the s h a f t s e a l , proceed in t h e following manner,
using the tools and material l i s t e d below:
- Box-end wrench, s i z e 15 mm.
- Open-end wrench. s i z e 13 mm.
- Open-end wrench, s i z e 15 mm.
- Wrench key f o r hexagon socket screw, s i z e 2.38 mm.
- Spanner and screw d r i v e r .
- Lubdcating l i g h t o i l and grease.
- Vessels f o r cleaning removed p a r t s an p a r a f f i n , white s p i r i t , e t c . , and f o r
c o l l e c t i n g any waste o i l .
7
Edition O1H
Dismantling P l a t e 31520
- T u r n t h e motor, using the fan beneath the fan casing, u n t i l t h e s e t screw

(0131) which locks the pump s h a f t t o the motor s h a f t i s accessible i n one of
the inspection holes i n t h e pump body. Back o f f t h e s t o p screw a l l the way.
- Shut off t h e suction t o t h e pump and block t h e e l e c t r i c motor s t a r t i n g b u t -
ton.
- Loosen t h e screws which hold the motor and pump together and l i f t away the
motor.
- Remove t h e f r o n t end cover of t h e pump (0408). Do not damage the j o i n t
(0597) between f r o n t end cover and pump body.
- Press t h e s t a t i o n a r y seal with o-ring (246612288) out of t h e f r o n t cover.

- Remove t h e power r o t o r (1932) from the pump body.
I f only the seal i s t o be replaced, t h e i d l e r s can remain i n the pump body.
- Remove t h e rotary seal ring (2377).

- Press the r o t a t i n g seal (2000) out of t h e power r o t o r (1932). Due t o the
rubber be1 lows t h e necessary press-off power may be comparatively big.
Reassembly
The f i t of t h e r o t a r y seal on the pump s h a f t i s r a t h e r hard. To prevent damage
of the bellows i t i s advisable t o clean t h e pump s h a f t from possible coating
l i k e p a r t i c l e s of coke from o i l e t c . Polish t h e pump s h a f t by means of an
- emery o r cleaning c l o t h t o g e t a smooth f i n i s h . This preparation f a c i l i t a t e s
the mounting of t h e rotary s e a l .
The reassembly will take place in reverse o r d e r .

- After cleaning wipe the s h a f t over with l i g h t o i l (not grease). Press the
rotating seal (2000) with removed rotary s e a l r i n g (2377) onto the rotor
shaft.
- Check t h a t the bellows a r e pressed a g a i n s t the locating ring of the spring.
Keep during half a minute the seal pressed in t h a t position until the bel-
lows s t i c k .
-
. Mount the rotary seal ring (2377) with i t s smaller surface turning upwards,
taking care t h a t the grooves in the seal ring a r e in l i n e with the dimples
of the r e t a i n i n g sleeve.
- I n s e r t t h e power r o t o r in t h e pump casing (0686).
- Wipe over the outside of t h e s t a t i o n a r y s e a t with i t s o-ring gasket (2466/
2288) with l i g h t o i l and press the s e a t i n t o t h e f r o n t cover.
LUBRICATING OIL SYSTEM
E d i t i o n 01H
- Mount t h e f r o n t cover (0408) t o t h e pump c a s i n g (0686) making sure n o t t o

f o r g e t t h e j o i n t (0597) which seals between t h e pump c a s i n g and t h e f r o n t
cover.
- Screw t h e s e t screw (0131) i n t o t h e power r o t o r f a r enough t o be guided i n t o

the keyway i n t h e motor shaft.
- Mount the e l e c t r i c motor on t h e pump so t h a t t h e s e t screw (0131) enters t h e

motor-shaft keyway. Tighten t h e screws j o i n i n g pump and motor flanges.
- The power r o t o r s h a l l be f o r c e d up on t h e motor s h a f t by means o f a screw

d r i v e r p u t i n t o t h e groove o f t h e power r o t o r s h a f t . T h e r e a f t e r screw t h e
s e t screw (0131) f i r m l y a g a i n s t t h e motor s h a f t . T h i s i s necessary t o ensure
a correct play o f the i d l e r rotors.
- Check t h a t t h e pump r o t a t e s f r e e l y when t h e motor i s r o t a t e d by hand.

Open t h e valves i n t h e p i p e l i n e s and r e - e s t a b l i s h t h e e l e c t r i c supply t o t h e
motor. Proceed i n accordance w i t h t h e i n s t r u c t i o n s " S t a r t i n g up".
NOTE: Do n o t l e t t h e pump r u n f o r more than one minute w i t h o u t working.
Maintenance.
The seal i s s e l f - a d j u s t i n g and r e q u i r e s no subsequent t i g h t e n i n g .
I f copious leakage occurs, t h i s i s t h e usual s i g n o f wear, which may be due t o

such causes as incautions s t a r t i n g , d i r t y o i l , poor alignment o r running w i t h -
out o i l .
E d i t i o n 02H
EXCHANGE OF LUB. OIL FILTER CARTRIDGES Page 1 ( 2 )
POSITION OF THREE WAY COCK

The f o l l o w i n g procedure t o be s t r i c t -
l y followed.
EMPTYING OF FILTER:
Turn t h e 3-way cock i n t o p o s i t i -

on f o r l u b . o i l f l o w t o by-pass
t h e f i l t e r u n i t t o be cleaned.
I f executed d u r i n g engine i n ope-
r a t i o n a s c e r t a i n pressure droop
across f i l t e r n o t t o exceed
1.8 bar.
Vent screw i n the top cover t o

be loosened.
Remove t h e d r a i n p l u g a t bottom
o f f i l t e r housing and d r a i n o f f
oil.
Remove d r a i n p l u g i n the d r a i n
p i p e a t bottom f l a n g e and d r a i n
off oil.
DISMANTLING:
5. F i l t e r top-cover i s dismantled.
6. Remove upmost paper c a r t r i d g e .

Remove f i l t e r basket ( c e n t r e e l e -
ment), beware n o t t o damage the
filter gauze.
7. Take o u t and scrap t h e f i l t e r

cartridges.
CLEANING AND INSPECTION:
8. F i l t e r basket t o be thoroughly
and c a u t i o u s l y cleaned i f neces-
sary w i t h c l e a n i n g f l u i d .
Make sure n o t t o damage the fil-
t e r gauze.
EXCHANGE OF LUB. OIL FILTER CARTRIDGES E d i t i o n 02H

Page 2 ( 2 )
9. Remove any d i r t t h a t may have accumu-

l a t e d i n t h e f i l t e r housing. Clean t h e
i n s i d e o f t h e f i l t e r housing c a r e f u l l y
by m a n s o f a d u s t l e s s c l o t h (never use
t w i s t o r c o t t o n waste) and i f necessa-
r y use a solvent.
S e a l i n g r i n g s a r e inspected and r e p l a c -
ed i f necessary.
ASSEMBLING:
A. New f i l t e r c a r t r i d g e s ( 7 ) a r e f i t t e d .
Upmost c a r t r i d g e t o be f i t t e d a f t e r t h e f i l t e r basket i s p o s i t i o n e d .
Check t h a t gaskets on c a r t r i d g e s a r e i n p o s i t i o n .
Do not f o r g e t spacer r i n g s between c a r t r i d g e s .
U. F i l t e r basket ( 6 ) ( c e n t r e element) i s f i t t e d .
Check t h a t f i l t e r gauze i s n o t damaged.
C. Top cover ( 5 ) t o be f i t t e d .
Check f i n c t i o n o f valves b y p r e s s i n g s p r i n g s together. Vent screw ( 2 ) n o t
t o be t i g h t e n e d y e t .
D. R e f i t t h e d r a i n plugs (3 and 4 ) .
E. Turn t h e 3-way cock t o "operation" p o s i t i o n and t i g h t e n up t h e vent screw

( 2 ) a f t e r v e n t i n g t h e f i l t e r chamber.
The f i l t e r j u s t s e r v i c e d i s now ready t o be s e t i n operation.

Inspect f o r o i l leakages i n o r d e r t o a s c e r t a i n a l l s e a l i n g s t o be t i g h t .
Check t h a t pressure drop across f i l t e r i s c o r r e c t .
Clean the o t h e r s i d e o f t h e f i l t e r correspondingly.

LUBRICATING OIL D315
LUBRICATING OIL SPECIFICATION Edition O l H

Page 1 ( 1 5 )
The lubricating oil of a 4-stroke engine is a cardinal element in good engine

operation, as it serves quite a few important purposes, such as:
Lubricating the bearings, the cylinders and piston rings and other moving
parts of the engine.
Neutralizing the effect of sulphur in the fuel oil to prevent corrosion of
cylinder liner and piston rings.
Cooling of bearings and pistons and keeping the engine interior clean.
Transporting contaminants such as dust, rust, water, fuel residues, lubri-
cating oil residues, etc. away from the engine to the filters and separa-
tors.
Consequently, the lubricating oil is a finely balanced mixture of a suitable
base oil to provide lubrication and cooling, and a series of lubricating oil
additives to take care of the neutralizing task, the cleaning and transporta-
tion of contaminants, as well as other additives to ensure the continuity of
such abilities of the lubricating oil.
Lubricating Oil -Specification for B&W 4-stroke Engines.

In the guiding lines below we have classified the system oils by using the
API Con~nercial Class System and added some comments on alkalinity in relation
to sulphur content.
However, reference to any kind of lubricating oil system, e.g. the API or simi
lar systems, should be taken only as a guide, as no current specification sy-
stem fully covers the needs and requirements of marine lubricating oil whether
during diesel oil or intermediate fuel oil running. Such requirements compri-
se:
Anti-foam characteristics, anti-wear properties, load-carrying ability, deter-
gency level, oxidation resistance, anto-corrosion properties, waterseparation
ability (demulsibility), neutralization ability and alkalinity (TBN).
Such properties should be accounted for in specific cases by the lubricating
oil supplier.
For 4-stroke engines used for marine application, we recommend system oil with
a detergency level at least corresponding to API service CC/CO.
* Alteration and stabilization of TBN-value during a period of operation.
For engi 2s used for stationary purposes, we recommend system oils with a de-
tergency level at least corresponding to API service CO.
l UflRlCATlNG OIL 0315
E d i t i o n 01H
IUORICATING OIL SPECIFICATION Paqe 2 (15)
TBN
TBN
initial
TBN
equilibrium
-
Service hours
TEN-value i n r e l a t i o n t o f u e l o i l s u l p h u r c o n t e n t .
Ihe v i s c o s i t y o f t h e l u b r i c a t i n g o j l s h o u l d be w i t h i n SAE Class 30.
TON ( t o t a l base number) i n d i c a t e s t h e a l k a l i n i t y o f t h e l u b r i c a t i n g o i l and

consequently, i t s n e u t r a l i z i n g e f f e c t on a c i d s developed from t h e s u l p h u r i n
the f u e l o i l . The TBN i s n o r m a l l y reduced g r a d u a l l y d u r i n g t h e t i m e o f opera-
t i o n . The i n f l u e n t i a l elements a r e t h e s u l p h u r c o n t e n t i n t h e f u e l o i l and the
amount o f r e f i l l i n g due t o normal consumption. A f t e r a c e r t a i n time o f opera-
t i o n , the TBN w i l l s t a b i l i z e a t a l o w e r value, t h e TEN e q u i l i b r i u m .
c
E d i t i o n 01H
LUBRICATING OIL SPECIFICATION Page 3 ( 1 5 )
1 2 3 L ZuFhur.
In uel oil
A l t e r a t i o n dnd s t a b i l i z a t i o n o f TBN-value d u r i n g a p e r i o d o f o p e r a t i o n .
Above t h e r e l a t i o n s h i p between f u e l o i l s u l p h u r c o n t e n t and adequate TBN o f

the l u b r i c a t i n g o i l i s i l l u s t r a t e d . When s e l e c t i n g a l u b r i c a t i n g o i l , the area
"TBN i n i t i a l " i s t o be used and t h e s t a b i l i z e d l e v e l o f t h e l u b r i c a t i n g o i l
should be k e p t w i t h i n t h e area "TBN e q u i l i b r i u m " . R e f i l l i n g due t o normal l u b -
r i c a t i n g o i l consumption should be c a r r i e d o u t w i t h l u b r i c a t i n g o i l o f i n i t i a l
TBN .'
If the TON value s t a b i l i z e d w i t h i n t h e recommended area "TBN e q u i l i b r i u m " i s
d i s t u r b e d due t o t e m p o r a r i l y abnormal o p e r a t i o n c o n d i t i o n s and thus f o r c e d t o
a l e v e l o u t s i d e t h e recommended TUN e q u i l i b r i u m , i t might be a d j u s t e d by r e -
f i l l i n g w i t h a l u b r i c a t i n g o i l o f a s i m i l a r type as used i n t h e engine b u t
w i t h another T E N - i n i t i a l .
T h i ~ ,n ~ c t ~ l oodf d d ~ u s t l n gthe TUN value should o n l y be used 1n c o n c e r t w l t h the

l u b r ~ c a ~t n q0 1 1 s u p p l l c r .
. I F , r l u r i u g nor~ual o p e r a t i o n , t h e TUN i s found t o s t a b i l i z e a t a l e v e l o u t s i d e

the arcx;, of reco~~ln~cndcd TBN e q u i l i b r i u m , a change t o a l u b r i c a t i n g o i l o f more
s u i t a b l e TBN i n i t i a l should be considered.
The o i l ~ i s ot v e r l e a f may be used as a guide i n s e l e c t i n g l u b r i c a t i n g o i l t y p -

es f o r WW engines. The l u b r i c a t i n g o i l s i n c l u d e d i n t h e l i s t have a l l given
sat1s:acLury s e r v i c e i n B&W engines. The l i s t must n o t be considered complete
and i u h r l r a t i n g o i l s from o t h e r companies may be chosen.
E d i t i o n 01H
Page 4 (15)
I I -
ELF LVB WaM3015 0904
URINE Awelm 3030 0.910
GULF 1 Gdl Vsntar D m 30

Gun v e n e r sD 30
Gun Ve&s Selpc 30
0.893
TOTAL
ITerxnUr6aSupmU30
Texan Tsro XD 30
Texam Taro DP 30
Tolal Rubia 530

TOW HMA XI
0.897
o m
The l i s t intends t o be used as guidance only. Ye do n o t exclude o i l s o f s i m i l a r types b u t

from firms n o t comprised by the l i s t t o be
Ue take no r e p o n s i b i l i t y f o r d i f f i c u l t i e r s u i t a b l e f o r o u r engines.
caused by l u b . o i l s .
The l i s t s t a t e s l u b . o i l s r h i c h have proven

ratisfactory service r e r u l t s .
..- .
LUBRICATING OIL 0315
-
Edition 01H
MAINTCNANCC OF LUB. OIL CONDITION Paqe 5 (15)
Maintenance o f L u b r i c a t i n g O i l C o n d i t i o n
D u r i n g o p e r a t i o n o f t r u n k engines, t h e l u b r i c a t i n g o i l w i l l be contaminated
s l o w l y by small p a r t i c l e s 0 r i g i n a t i n g : f r o m t h e combustion.
The b u r n i n g o f heavy f u e l s w i l l n o r m a l l y i n c r e a s e t h i s c o n t a m i n a t i o n due t o

t h e increased c o n t e n t o f carbon r e s i d u e and o t h e r i m p u r i t i e s .
Contamination o f l u b r i c a t i n g o i l w i t h water, f r e s h o r s a l t , can a l s o take p l a -

ce.
A c e r t a i n amount o f contami-
nents can be k e p t suspended i n
the l u b . o i l without a f f e c t i n g
the l u b r i c a t i n g p r o p e r t i e s .
But the c o n d i t i o n o f t h e l u b .
o i l should be k e p t under obser-
v a t i o n by a n a l y s i n g o f o i l samp-
les.
The engine bearings a r e p r o t e c -

t e d by t h e f u l l - f l o w l u b . o i l
f i1t e r b u i 1t - o n t h e engine, t h e
f i l t e r c a r t r i d g e s having a
f i n e n e s s o f 15 micron and t h e
s a f e t y f i l t e r a fineness o f 60
micron.
The c o n d i t i o n o f t h e l u b . o i l
can b e maintained/reestablished
by exchange o f t h e o i l a t f i x e d
schedules o r based on a n a l y s i s
results.
A more economic s o l u t i o n i s t o
m a i n t a i n t h e c o n d i t i o n by con-
t i n u o u s treatment.
Experience has proved t h a t c e n t r i f u g i n g i s s u p e r i o r t o o t h e r methods f o r c l e a n -
.
ing l u b r i c a t i n g o i l s .
Optimum c l e a n i n g e f f e c t i s achieved by keeping t h e l u b r i c a t i n g o i l i n a s t a t e

o f l o w v i s c o s i t y f o r a l o n g p e r i o d i n t h e c e n t r i f u g e bowl.
Low v i s c o s i t y i s obtained by p r e h e a t i n g t h e l u b r i c a t i n g o i l t o a temperature o f

85OC - 95°C.
l UURICATING OIL
~~p
E d i t i o n 01H
MAINTENANCE OF LUB. OIL CONDITION Page 6 (15)
Slow passage o f t h e l u b r i c a t i n g o i l through t h e c e n t r i f u g a l s e p a r a t o r i s ob-

t a i n e d by u s i n g reduced f l o w r a t e and by o p e r a t i n g t h e s e p a r a t o r 24 hours a
day, o n l y s t o p p i n g when c l e a n i n g of t h e bowl i s necessary.
When t r e a t i n g d e t e r g e n t t y p e l u b r i c a t i n g o i l , t h e f l o w r a t e i s u s u a l l y recom-
mended t o be reduced t o 15-25% o f t h e r a t e d f l o w o f the s e p a r a t o r .
For keeping t h e amount o f l u b r i c a t i n g o i l i n t h e engine i n good c o n d i t i o n , i t

i s necessary t o t r e a t 0.27 l/kW p e r hour (0.20 l/BHP p e r h o u r ) .
A c e n t r i f u g e f o r t r e a t i n g t h i s amount o f l u b r i c a t i n g o i l under t h e mentioned

derated f l o w c o n d i t i o n s should have a r a t e d c a p a c i t y o f 1.08-1.8 l/kW p e r hour
(0.8-1.3 1/BHP p e r h o u r ) , b u t i n each case t h e separator m a n u f a c t u r e r ' s recom-
mendations about c a p a c i t y and i n s t r u c t i o n s about o p e r a t i o n should be f o l l o w e d .
For engines w i t h c a r t r i d g e - t y p e o i l f i l t e r s (depth f i l t e r s ) , c o n t i n u o u s and

e f f i c i e n t p u r i f i c a t i o n o f t h e o i l i n t h e s e p a r a t o r i s e s s e n t i a l t o ensure l o n g
service l i f t o f the c a r t r i d g e f i l t e r s .
By i n s t a l l a t i o n o f a s e l f - c l e a n i n g f i l t e r i n l i n e w i t h , and p l a c e d b e f o r e t h e
c a r t r i d g e - t y p e f i l t e r , t h e l i f e t i m e o f t h e paper f i l t e r elements can be p r o -
longed c o n s i d e r a b l y .
Treatment o f t h e L u b r i c a t i n g O i l
FILLING UP
Whether t h e o i l svstem i s new o r whether t h e o i l i n the system ha s been emptied

owing t o r e p a i r & t h e engine o r renewal o f c i r c u l a t i n g o i l , u t no s t c a r e should
be taken t o a v o i d t h e presence o f a b r a s i v e p a r t i c l e s . F i l t e r s an~ d p u r i f i e r s w i l l
o n l y s l o w l y remove these and some a r e bound t o f i n d t h e i r wav t oI b e a r i n g s i n
the- engine-. M e t i c u l o u s c l e a n i n g o f pipes, c o o l e r s and bottom- tank as described
below i s f e r t h i s reason v e r y good economy p r i o r t o f i l l i n g up t h e system.
Cleaning o f L u b r i c a t i n g O i l System a f t e r a Major Repair
The below recommendation has been worked o u t , based on o u r experience, i n o r -

der t o g i v e t h e yards and t h e o p e r a t o r s t h e b e s t p o s s i b l e advice t o a v o i d
mishaps a f t e r a major r e p a i r .
Normal overhaul and r e p a i r does n o t n e c e s s i t a t e d i s m a n t l i n g o r opening-up o f

the l u b r i c a t i n g o i l c o n n e c t i o n between t h e paper c a r t r i d g e f i l t e r and main
bearings.
Uefore t h e r e p a i r work s t a r t s , t h e f i l t e r c a r t r i d g e s a r e t o be r e p l a c e d by new

ones ?see s p e c i a l i n s t r u c t i o n s ) . This i s done i n o r d e r t o be a b l e t o r u n t h e
engine f o r 'a f a i r l y l o n g p e r i o d o f t i m e a f t e r the f i n i s h e d r e p a i r w i t h o u t
changing t h e f i l t e r c a r t r i d g e s due t o b l o c k i n g - u p .
D u r i n g t h e r e p a i r , t h e f i l t e r should be k e p t c l o s e d i n o r d e r t o p r e v e n t abras-
i v e p a r t i c l e s e n t e r i n g the clean side.
Edition O1H
MAINTENANCE OF LUD. OIL CONDITION Paqe 7 (15)
I f p i p e s , c o o l e r o r pump in t h e l u b r i c a t i n g o i l system before f i l t e r a r e d i s -

mantled, c a r e f u l c l e a n i n g of t h e e n t i r e system must take place.
I f t h e l u b r i c a t i n g o i l system a f t e r f i l t e r i s , in e x c e p t i o n a l c a s e s , opened,
i t i s e s s e n t i a l f o r t h e o p e r a t i o n of t h e b e a r i n g s t h a t t h e e n t i r e system i s
a b s o l u t e l y c l e a n b e f o r e t h e engine i s r e - s t a r t e d .
As t h e l u b r i c a t i n g o i l i s l e d t o t h e main b e a r i n g s through bores in t h e frame,

by-passing t h e b e a r i n g s when f l u s h i n g i s not p o s s i b l e . When c l e a n i n g the bores
in t h e frame, t h e corresponding main bearing s h e l l s should be removed and t h e
l u b r i c a t i n g o i l bore i n t h e c r a n k s h a f t should be c l o s e d .
I f t h e p a i n t i n s i d e welded l u b r i c a t i n g o i l p i p e s i s damaged during r e p a i r ,
c l e a n i n g and r e p a i n t i n g should t a k e p l a c e b e f o r e remounting.
For r e p a i n t i n g , an o i l - r e s i s t a n t p a i n t must be used and i t i s important t h a t

t h e p r e p a r a t i o n of s u r f a c e s and a p p l i c a t i o n of t h e p a i n t i s done according t o
t h e recommendations f o r t h i s p r o d u c t .
Careful manual c l e a n i n g of t h e o i l panlbedplate should always take place a f t e r

any type of work has been c a r r i e d o u t in t h e crankcase.
Parameters i n f l u e n c i n g t h e Condition of L u b r i c a t i n g Oil
Cleaning of t h e l u b r i c a t i n g o i l d u r i n g o p e r a t i o n of t h e engine i s c a r r i e d o u t
by t h e i n - l i n e l u b r i c a t i n g o i l f i l t e r and t h e l u b r i c a t i n g o i l s e p a r a t o r .
In o,rder t o o b t a i n s a t i s f a c t o r y o p e r a t i o n of t h e s e p a r a t o r , i t i s important
t h a t t h e flow r a t e and t h e t e r n ~ e r a t u r ea r e a d-j u s t e d t o t h e i r o~timum. a s de-
s c r i b e d in t h e following:
S t a b i l i z a t i c n of t h e l e v e l of contamination in l u b r i c a t i n g o i l systems.
I UIIRICATING OIL 0315
- MAINTENANCE OF CUB. OIL CONDITION

Edition 01H
Page 8 ( 1 5 )
A centrifugal separator working on a charge of oil will, in principle after a

certain time remove an amount of contamination material per hour which is
equal to the amount of contamination material produced by the engine in the
same span of time.
This means that the system (engine, oil and separator) is in equilibrium at a
certain level of lub. oil contamination named Peq and usually measured as pen-
tane insolubles.
I, .
In a large lub. oil system, equilibrium will take place after a longer time
than in a small system, as shown in the fig., but the level at which equili-
brium occurs will be the same, because the system oil can be regarded only as
a carrier of contamination material.
C
The Cleaning Process
A separator can be operated at a greatly-varying flow rate (called Q).
i , Practical experience has revealed that the lubricating oil content of pentane
insolubles before and after the separator is related to the separator flow
rate as shown in the figure.
Qopt.
. Cleaning effect in relation to separator flow rate.
This means that p = p (before) - p (after) will decrease with rising Q.

It is obvious that a low Q, only a small portion of the oil is being cleaned.
At high Q, much oil is being little affected.
,-
E d i t i o n 01H
However, by c o r r e c t l y a d j u s t i n g t h e s e p a r a t o r f l o w r a t e , an o p t i m a l e q u i l i -
b r i u m can be o b t a i n e d .
The optimum i s o b t a i n e d by a p p l y i n g a s u i t a b l e f l o w r a t e t h a t i s o n l y a f r a c -
t i o n o f t h e s t a t e d maximum c a p a c i t y o f t h e s e p a r a t o r .
T h i s i l l u s t r a t e d i n t h e f i g . which shows t h e dependence between p e q u i l i b r i u m

and t h e f l o w r a t e . I t i s obvious t h a t t h e optimum f l o w r a t e i s a t t h e curve
L
Optimum c l e a n i n g f l o w r a t e .
The a b i l i t y o f t h e system o i l t o " c a r r y " c o n t a m i n a t i o n p r o d u c t s i s expressed

by i t s detergency/dispersancy l e v e l .
This mear,s t h a t a g i v e n c o n t e n t o f c o n t a m i n a t i o n , e.g. 1% w i l l , i n a detergent

o i l , be present as s m a l l e r , b u t more numerous p a r t i c l e s than i n a s t r a i g h t o i l
F u r t h e r n o r e , t h e p a r t i c l e s i n t h e d e t e r g e n t o i l a r e surrounded by a d d i t i v e s ,
which g i v e s a r e s u l t i n g s p e c i f i c g r a v i t y v e r y c l o s e t o t h a t o f the o i l i t s e l f ,
. han~peringt h e p a r t i c l e i n s e t t l i n g i n t h e s e p a r a t o r .
This i n f l u e n c e s the p o s i t i o n o f t h e minimum i n t h e f i g . which, f o r a detergent

o i l , w i l l be s i t u a t e d as i n t h e f i g u r e .
I t appears t h a t t h e e q u i l i b r i u m c o n t e n t o f pentane i n s o l u b l e s i n a detergent

o i l w i l l be h i g h e r than i n a s t r a i g h t o i l , and t h e optimum f l o w r a t e w i l l be
swai \(IT.
I l llOR1CATlNG OIL 0315
- MAINTCNANCE OF LUO. OIL CONDITION

Edition O l H
P a w 10 (15)
Optimum s e p a r a t o r f l o w r a t e when c l e a n i n g s t r a i g h t
t y p e / d e t e r g e n t type o f l u b r i c a t i n g o i l .
As the i m p o r t a n t f a c t o r i s t h e p a r t i c l e s i z e (which m i g h t i n v o l v e t h e r i s k o f
wear o f t h e j o u r n a l s ) more than t h e a c t u a l c o n t e n t o f i n s o l u b l e s , t h e above
mentioned d i f f e r e n c e i n e q u i l i b r i u m l e v e l s i s o f minor importance. I n general,
the optimum f l o w r a t e f o r a d e t e r g e n t o i l i s about 15-25% o f t h e maximum caps-
- c i t y whereas f o r a s t r a i g h t o i l , i t i s about 50-60%. For most system o i l s o f
today, which i n c o r p o r a t e a c e r t a i n detergency, t h e optimum w i l l be about 15-
- < 25%.
The temperature should be about 85-95'~.

-
E d i t i o n 01H
DETERIORATION OF 011
O i l seldom l o s e s i t s a b i l i t y t o l u b r i c a t e , i . e . t o form an o i l f i l m which r e -

duces the f r i c t i o n , b u t i t m i g h t become c o r r o s i v e t o t h e s t e e l j o u r n a l s o f the
bearings i n such a way t h a t t h e s u r f a c e o f these j o u r n a l s becomes t o o rough
and wipes t h e b a b b i t t . I n t h a t case n o t o n l y t h e b e a r i n g metal must be renewed,
b u t the j o u r n a l s ( s i l v e r y w h i t e from a d h e r i n g w h i t e m e t a l ) must be polished.
which i s c o s t l y . Corrosiveness o f t h e l u b r i c a t i n g o i l i s due t o e i t h e r f a r ad-
vanced o x i d a t i o n o f t h e o i l i t s e l f (TAN) o r t o t h e presence o f i n o r g a n i c acids
( S A N ) . I n b o t h cases, t h e presence o f w a t e r w i l l m u l t i o l v t h e e f f e c t , e s p e c i a l -
l y w i t h an i n f l u x o f seawater as t h e c h l o r i d e i o n s a c t as an i n o r g a n i c a c i d .
Oxidation o f O i l s
A t normal s e r v i c e temperature t h e r a t e o f o x i d a t i o n i s i n s i g n i f i c a n t . b u t the

f o l l o w i n g f a c t o r s w i l l a c c e l e r a t e t h e process:
High Temperature
The temperature l e v e l w i l l g e n e r a l l y be r a i s e d i f t h e c o o l e r s a r e n o t e f f e c -
tive.
High temperature w i l l a l s o a r i s e i n e l e c t r i c a l p r e h e a t e r s i f c i r c u l a t i o n i s
n o t continued f o r 5 minutes a f t e r t h e h e a t i n g has been stopped, o r i f the heat-
e r i s only p a r t l y f i l l e d with o i l .
Catalytic Action
O x i d a t i o n o f t h e o i l w i l l be c o n s i d e r a b l y a c c e l e r a t e d i f c a t a l y t i c p a r t i c l e s
a r e present i n t h e o i l . Wear p a r t i c l e s o f copper a r e e s p e c i a l l y harmful, b u t
a l s o ferrous p a r t i c l e s and r u s t a r e a c t i v e . Furthermore, t h e l a c q u e r and var-
n i s h - l i k e o x i d a t i o n p r o d u c t s o f t h e o i l i t s e l f have an a c c e l e r a t i n g e f f e c t .
Continuous c l e a n i n g o f t h e o i l i s , t h e r e f o r e , i m p o r t a n t t o keep t h e sludge con
t e n t low.
Signs o f D e t e r i o r a t i o n
I f c i r c u l a t i n g o i l o f i n f e r i o r q u a l i t y i s used and t h e o x i d a t i v e i n f l u e n c e be-

comes grave, prompt a c t i o n i s necessary as t h e l a s t stages i n d e t e r i o r a t i o n
might develop s u r p r i s i n g q u i c k l y , i . e . w i t h i n one o r two weeks. Even i f t h i s
seldom happens, i t i s prudent t o be a c q u a i n t e d w i t h t h e s i g n s o f d e t e r i o r a t i o n .
These may be some o r a l l o f t h e f o l l o w i n g :
* Sludge p r e c i p i t a t i o n i n p u r i f i e r m u l t i p l i e s .
Smell o f o i l becomes a c r i d o r pungent.
Machined surfaces i n crankcase become coffee-brown by t h i n l a y e r o f laquer.
P a i n t i n crankcase p e e l s o f f o r b l i s t e r s .
Excessive carbon i s formed i n p i s t o n c o o l i n g chamber.
/-
ILIIBRICATING OIL D315
E d i t i o n 01H
MAINTENANCE OF LUB. OIL CONDITION
Page 12 (15)
I n a grave case o f o i l d e t e r i o r a t i o n , the system should be cleaned thoroughly

~ n dr e f i l l e d w i t h new o i l .
WATER WASHING
Water washing o f HD-oils must n o t be c a r r i e d out.
WATER
-- I N THE OIL
I f the TAN i s low, a minor increase i n the freshwater content o f the o i l i s

not imnediately detrimental while the engine i s running. Naturally, i t should
Ire brought down again as q u i c k l y as possible (below 0.2% water content, which
1s permissible). I f the engine i s stopped when corrosion conditions are un-
w t i s f a c t o r y , i t should be turned j u s t over 1/2 r e v o l u t i o n once every hour
( t o stop i n d i f f e r e n t p o s i t i o n s ) while the o i l c i r c u l a t i o n and p u r i f y i n g a t a
high preheating temperature continue t o remove water. Water i n the o i l may be
noted by dew dormation on the s i g h t glasses, by appearance, o r ascertained by
immersing a piece o f glass o r a soldering i r o n heated t o 200-3000C i n an o i l
wnple. I f there i s a h i s s i n g sound, water i s present. I f a l a r g e quantity o f
water has entered the o i l system, i t may be p r o f i t a b l e t o suck up sedimented
water from the bottom o f tank. Taste the water f o r s a l t . I f s a l t y , an o i l
*.ample should be analyzed immediately f o r c h l o r i d e ions.
-
E d i t i o n O1H
CHECK OF OIL CONDITION Page 13 (15)
As described i n t h e f o r e g o i n g s e c t i o n "Signs o f d e t e r i o r a t i o n " and "Water i n

the o i l " , the s u r v e i l l a n c e o f t h e o i l c o n d i t i o n on board c o n s i s t s i n keeping
check on a l t e r a t i o n s i n separated sludge amount, appearance and smell o f the
o i l . and dew on s i g h t glasses.
Testing o f a c i d i t y (TAN) made r e g u l a r l y on board i s a v a l u a b l e complement t o

the p e r i o d i c analyses o f samples s e n t ashore, b u t should n o t r e p l a c e these
analyses. If,however, TAN r i s e s q u i c k l y and immediate i n f o r m a t i o n i s d e s i r a b -
l e , an a n a l y s i s on board w i l l be a good h e l p . As crew members a r e n o t chemists,
t e s t k i t s c o n s i s t i n g o f sealed b o t t l e s t o be thrown away a f t e r use a r e m s t
handy and l e a s t u n c e r t a i n . The b o t t l e s c o n t a i n a metered amount o f ready-made
indicating liquid.
O i l samples should be s e n t ashore f o r a n a l y s i s a t l e a s t once e v e r y t h r e e

months. The samples should be taken from a t e s t cock on a main p i p e through
which the o i l c i r c u l a t e s , w h i l e the engine i s running.
Analysis o f O i l
And1y;is may be c a r r i e d o u t i n t h e l a b o r a t o r i e s o f the o i l companies. It i s

normal s e r v i c e f o r these t o comment on t h e c o n d i t i o n o f the o i l based upon the
r e s u l t o f the analysis.
A r e p o r t on a u s e d - o i l a n a l y s i s u s u a l l y g i v e s t h e f o l l o w i n g c h a r a c t e r i s t i c s :
1) S p e c i f i c g r a v i t y : U s u a l l y 0.9-0.98 gr/cu.cm. M a i n l y used f o r i d e n t i f i c a -

t i o n o f the o i l .
2) F l a s h p o i n t : Lowest temperature a t which t h e o i l g i v e s o f f combustible

vapour. Gives an i d e a o f c o n t a m i n a t i o n w i t h f u e l o i l .
3) V i s c o s i t y : V i s c o s i t y r i s e s b y o x i d a t i o n , o r by contamination w i t h heavy
f u e l o i l o r water. Decrease i n t h e v i s c o s i t y may be due t o d i l u t i o n by
diesel o i l .
4) T o t a l a c i d number (TAN): T h i s i s t h e t o t a l c o n t e n t o f o r g a n i c and inorga-

n i c a c i d s i n tTie o i l . Organic ( o r weak ) a c i d s a r e due t o o x i d a t i o n .
5 ) S t r c ~ qa c i d number (SAN): T h i s i s t h e amount o f i n o r g a n i c ( o r s t r o n g )

a c i d s i n the o i l . I t i s u s u a l l y s u l p h u r i c a c i d from the combustion cham-
ber o r c l o r i n e f r o m seawater ( ought t o be s t a t e d ). SAN makes the o i l
. c o r r o s i v e , e s p e c i a l l y i f water i s present.
6 ) A l k a l i n i t y ( T o t a l base number, TBN): Gives remaining a l k a l i n i t y i n o i l s

mixed w i t h a c i d n e u t r a l i z i n g a d d i t i v e s .
7) Water: P e r m i s s i b l e up t o 0.2%. R i s k y i f TAN and SAN a r e h i g h . Seawater has

x i j h e r c o r r o s i v e e f f e c t on b e a r i n g s and j o u r n a l s than freshwater.
LllRRICATlNG OIL D315
- E d i t i o n 01W
(HtCK OF OIL CONOITION Page 14 (15)
A) Conradsen Carbon: Residue form incomplete combustion o f f u e l o r cracked

l u b r i c a t i n g o i l . Frequent i n t r u n k p i s t o n engines.
) P r e c i p i t a t i o n number: The amount o f i n s o l u b l e i n g r e d i e n t s i n the o i l .

Equal p a r t s o f t h e o i l sample a r e d i l u t e d by benzene (C6 116) and normal
pentane (C5 H12). As o x i d i z e d o i l ( l a c g u e r and v a r n i s h - l i k e components)
i s o n l y s o l u b l e i n benzene, t h e d i f f e r e n c e i n t h e p r e c i p i t a t i o n number i s
i n d i c a t i v e o f t h e degree o f o x i d a t i o n o f t h e o i l .
I
1 .
lo) Ash content: Some a d d i t i v e s leave ash, which may be used t o i n d i c a t e the
amount o f a d d i t i v e s . The ash a l s o c o n s i s t s of wear p a r t i c l e s , sand and
rust.
* Evaluation o f a n a l y s i s ' r e s u l t s
Further t o values f o r t h e parameters i n v e s t i g a t e d , a n a l y s i s f o r used l u b r i c a -

t l n q o i l u s u a l l y a l s o w i l l c o n t a i n a b r e i f comnent t o t h e general c o n d i t i o n o f
i * the o i l , concluding whether t h e o i l i s s u i t a b l e f o r f u r t h e r s e r v i c e o r should
he exchanged.
The determination o f t h e general c o n d i t i o n and t h e s u i t a b i l i t y o f the o i l i s

bdsed on c e r t a i n l i m i t s f o r t h e i n d i v i d u a l parameters o r changes i n values
compared t o those f o r t h e o i l i n unused c o n d i t i o n .
The l i s t s t a t e s such g u i d i n g l i m i t a t i o n - v a l u e s f o r used l u b r i c a t i o n o i l o f the

- heavy duty detergent type f o r f o u r - s t r o k e medium-speed engines.
:he l i m i t a t i o n - v a l u e s a r e based on experience and i n f o r m a t i o n from o i l compa-
r - 111es.
l t should be noted t h a t t h e values a r e o n l y guiding, n o t d e f i n i t i v e .
V a r i a t i o n ~ m a yoccur, b o t h i n form o f more r e s t r i c t i v e and more t o l e r a n t de-
mands, a l l i n dependence o f t h e c h a r a c t e r i s t i c s o f t h e l u b r i c a n t o i l type i n
question.
(.onclusions on t h e c o n d i t i o n o f used l u b r i c a t i o n o i l should n o t be based alone

on values f o r t h e i n d i v i d u a l parameters, b u t m a i n l y on t h e coherence o f para-
meters.
I n the l i s t t h e l i m i t a t i o n - v a l u e s a r e s t a t e d as maximum r e s p e c t i v e l y minimum

allowable values, o r as a l l o w a b l e v a r i a t i o n from t y p i c a l value f o r t h e o i l t y -
pe i n unused c o n d i t i o n .
-
CHECK OF OIL CONOITION E d i t i o n 01H

Paae 15 (151
Guiding L i m i t a t i o n - v a l u e s f o r E v a l u a t i o n o f A n a l y s i s ' R e s u l t s
f o r used L u b r i c a t i n g O i l o f t h e Detergent, HO Type.
Max. Value
Parameter Min. Value
Max. V a r i a t i o n
S p e c i f i c G r a v i t y , Max. V a r i a t i o n
Flash P o i n t ( Open Cup ) Min. 1 8 0 ~ ~
V i s c o s i t y . Max. V a r i a t i o n
T o t a l A c i d Number ( TAN ) Max. 2
Strong A c i d Number ( SAN ) Max. 0,l
A l k a l i n i t y . T o t a l Base Number ( TEN )

f o r MOO-operation Min. 3
f o r HFO-operat i o n Min. 7
Water
Fresh Max. 0,2-0.5 %
Sal i n e Max. 0,l %
Conradson Carbon Max. 3 %
Noncoagul a t e d
Pentane I n s o l u b l e s Max. 5 X
Noncoagul a t e d
Benzene I n s o l u b l e s Max. 2 %
Ash Content, Max. V a r i a t i o n

' Working Card
Page 1 (3) Centrifugal Bypass Filter 515-15.00
Edilion 01 H
/
j
Safety precautions: Special tools:
0 Stopped engine Plate no Item no Note

Shut-off starting air
0 Shut-off cooling water
0 Shut-off fuel oil
0 Shut-off cooling oil
U Stopped lub. oil circul.
Description:
Gleaning procedure, cleaning inte~als.

Maintenance intervals and procedures. Hand tools:
Big adjustable spanner.

Tools for cleaning.
Starting position:
Isolate the filter for lub. oil inlet
Related procedure:
Manpower:
Wolking time : 1 hour

Capacity 1 man Replacement and wearing parts:
Plate no hem no QY
Data for pressure and tolerance (Page 500.35) 51515 398 1IFiher
Data for torque moment (Page 500.40) 51515 408 IlFiker
Declaration of weight (Page 500.45) 51515 421 IlFiher
--
96.03- ESOS
515-15.00 Centrifugal Bypass Filter Wcnking Card ,
Edilion 01H PPeeZ(3I
Cleaning Procedure, see Plate 51515 Note: Failure to do so could cause an outof-
balance condition which will accelerate bearing
and spindle wear,
1) Isolate the fiher by closing the valve for
lubricating oil inlet to the filter. 7) Clean nozzlewith brasswire. Examinetopand
bottom bearings in tube assembly. If damaged or
2) Slacken cover clamp ring (266). Unscrew co- worn - replacetube assemblycomplete. ExamineO-
ver fixing nut and lift off cover. ring (063) and renew if damaged.
3) Lift off rotor assembly having allowed oil to 8) Reassemble rotor complete and tighten top
drain from nozzles. The rotor should be removed nut.
and replaced on the spindle with extreme care in
order to ensure that the bearings are not damaged. 9) Examine spindle journals. If damaged or worn 7
- replace with body assembly complete.
4) Unscrew rotor cover nut (026) and separate
cover (038) from body. 10) Reassemblefilter complete checking that ro-
tor revokes freely. Then replace filter body cover.
Tighten cover nut and secure safety clamp. The
clamp ring should be securely fined at all times and
the filter should not be run without the clamp ring
Wed.
11) Open for lubricating oil.
12) With filter ~ n n i n g

check all joints for leakage.
Check for excessive vibration.
-
Maintenance Bearings and Spindle
All rotors are conectly balanced before leaving the

factory. An out-of-balancecondition can occur as a
I
result of an uneven build up of sludge in the rotor or
as a result of excessive bearing or spindle wear.
Dependent on the conditions, wear will eventually

take place on the spindle and bearings and these
should be replaced with factory fitted assemblies
Fig I CcenVifugal Bypass niter
only.
5) Remove stand tube (075) and clean.
6) Remove sludge from insidethe rotorby means

of a spatula and wipe clean. Ensure that all rotor
components are throughly cleaned and free from
deqosits of dirt before reassembling the rotor.
96 03 - ESOS
,-I
worlong Card 515-15.00
f Page3 ( 3 ) Centrifugal Bypass Filter Edlwn 01H
To Check Bearing Clearances The maximum clearances when new are 0,08 mm at
top and 0,06 mm at bottom bearing. If the clearance
This is most easily done by applying a dial gauge to exceeds 0,25 mm top or 0,2 mm bottom then check
the outside of the mtor opposite each bearing in turn the sizes of the individual components and replace
and measuring the total play thus: as necessary.
1 Apply dial gauge and measure play. Spindle top journal diameter 14,98 Minimum
Spindle bottom joumal diameter 21$3 Minimum
2) Tum rotor 90' and repeat measurement. Top bearing bore diameter 15.06 Maximum
Bottom bearing bore diameter 21,69 Maximum
I, . 3) Re-applydial gauge at 90" to previousposition
and repeat. Thespindleandbody assembly andthe rotor bearing
fl- lube assembly are factory assembled items and
4) Turn rotor 90" and repeat. should only be replaced with complete assemblies.
The highest reading is the play in the bearing.

C
!
-
96 03 ESOS
-
LUBRICATING O I L PUMP PLATE 31501-12
LUBRICATING OIL PUMP PLATE 31501-12
Cap n u t tlattemetri k
Gasket Pakning
Nut Metrik
S p r i n g housing Fjederhus
Pin Stift
Soc kc t Muffe
Cog wheel Konisk t a n d h j u l
Gasket Pakning
Cover Oaksel
Screw Skrue
Spring Fjeder
Cyl inder Cy 1 i nder
Piston Stempel
Pump housing Pumpehus
Key Feder
Bush Besning
Screw Skrue
End cover Endedaksel
Screw Skrue
Bush Basn ing
S h a f t w. gear wheel, Aksel m. t a n d h j u l ,
short kort
long lang
Self locking nut Selvldsende m e t r i k
Gear wheel Tandhjul
Key Feder
Gasket Pakning
Plug screw Propskrue
LUBRICATING O I L FILTER PLATE 31502-09H
-
LUBRICATING OIL FILTER PLATE 31502-09H
Item No.
F i l t e r top, complete F i l t e r t o p , komplet

Guide tube ( s a f e t y Styreror ( s i kkerhed-
f i1t e r ) filter)
Lub. o i l f i l t e r , compl Smereol i e f ilt e r , komplet
Spacer r i n g Afstandsring
F i l t e r element F i l terelement
Drain plug Aftapningsskrue
By-pass valve Overtryksventil
Cover DBksel
V e n t i n g screw
mm
page 112) Lubricating Oil Cooler 31 503-11 H
Generel
When ordering
plates, @easestale
the serial numbers
of the plates. The
serial numbers ol
the plates can-
lound in the top
nghlhandarnerof
the plates.
.
(See Description
315.10)
31 503-11H Lubricating Oil Cooler ~ !2 12)
P ; ,PI^,
Generel
-
ow.
WE Hor.gon screw
WE Washer
WE Washer
3lIE Pmuura plate
Gasket
DUE Guide bar
DUE Disunce piece
DIlE Frame plate
WE Garksl
DUE screw
DllE C+rnenl
3UE Guide bar

(lor dismantling)
IUE Screw
OWE
OWIC
--
Imm Nos. w e d w ~ m u e m y a v a w
OWJEngns
OVlCylmdn
zr panol a w m p u k1
L U B R I C A T I N G O I L THERMOSTATIC V A L V E P L A T E 31504H
LUBRICATING O I L THERMOSTATIC VALVE 1'1 A T t 311A)rlll

-
Body
Cover
Ring
Seat
Thermostats
O-ring
Stud b o l t , n u t
O-ring
PRELUBRICATING PUMP PLATE 3 1 5 2 0 - 0 1 H
-
PRELUBRICATlNG PUMP PLATE 3 1520-01H

-
0131 Set screw Sats krue

0220 Socket Muffe
0319 Screw Skrue
0408 F r o n t cover Fordeksel
0597 Joint Pakning
0686 Pump casing Pumpehus
.
0775
0864
Counter flange, compl
Joint
Modtryksflange , komplet
Pakning
-
0953 Joint Pakning
1021 Rear cover EndeMsel
1110' Idler rotor F r ilobsrotor
1209 Regulating screw Reguleringsskrue
1398 Retaining r i n g Ldsering
1487 Valve cover Ventildeltsel
1576 S e a l i n g washer Pakni ng
1665 O-ring O-ring
1754 Valve s p r i n g Ventil fjeder
1843 Valve p i s t o n Venti 1s tempel
1932. Power r o t o r Orivrotor
2000 S h a f t seal Aksel t a t n i n g
2199 Drip ring Drm
" 2288' O-ring O-ring
2377' Rotary seal r i n g Tatningsring
2466 S t a t i o n a r y seat S t a t i o n a r sa?de
-1
Plate 51515-01H
Page 1 (2) Centrifugal By-Pass Filter
I
-
94.23 ESOS
Plate
51515-01H Centrifugal By-Pass Filter page 2 (2)
nem nml
-
NO.
- -
No. nu
014 Rotor. eomplata incl. Rohx.Mmpk11M.lt.m 901 l/F

n m ~ m m . 0 7 5 . o26.m8.o63.o7~.io9.
lW.110.171.1D5and 110.171.195og 205 313 IIF
205
325 IIF
026 Cover nut Drekselmmtrik
038 Rotor c o w Rotordabel

337 bntrhwlby- Cenbi(ugal by-paa6
051 Body Sokkel I h , complete fitter. h p k d
063 Qrlng O-ring

E
YE
4 w.
'4 yl.
5 6 cyl.
7-8 cyl.
075 Stend tuba Standrer 349 VF

087 Pin Slin 350 VF kmw Skrve
098 Paper ln..ri PQrindsal6 362 IIF Imkal for mounting Konsol for momering
109 Rotor body Rolorsokkel 374 VF

110 Nozzle W e 388 IIF i.M Pakning
122 Plug (cut on valve) Prop (modlrybventll) 398 IIF p r o parts k k incl. -wedebat, iM.
Im087,218,291 end item 087,278,291 og
134 Spring (cut off valve) Feder (modtryksventil) Dl 301
146 Gaekat (cut Pakning (modtryks- 408 IIF p r a perm klt, lncl. Resewsdeksmt, inkl.
off vaka) ventil) mla,134,146md item122.134.146og
58 158
158 Shuttb (cut Ventilkegle (rnodbyks-
off valve) venlil) 421 IF Ip.n put. kit, Incl. ReservedeW, inkl.
lm063.146.129.230 ilem063.146.229.230
171 Bearing, complete Lejemontering.ko+t
incl. itm1658ndZQ5 inkl. item 1% og 205
195 Circlip w n g
205 Pin stin

229 Gasket Pakning
230 O-ring O-ring
242 Spindle Spindel
254 Body, CompIeta incl. Sokkel, komplet inkl.

n ~ n o s i , i a , i w i 4 6 , lt~m051.122.134.146.
158. a.230 and 242 158,229,230 og 242
266 Cover clamp ring Dmkselspmndering
278 Cover fixing nut Dmkselmabik
291 O-rlng O-ring
(D
When ordering ware pa*. sea also page 500.50. Ved bestilling af reservedele, se ogsA side 500.50. -
2
a.
Qty.lE
QtyJF
=
=
=
Only availabk u pert ot a w r a patin kit.
QtyJEngine
OlyJFiltar
AntaUE
AntaVF =
-. Kun lilgmngeli som en del af et resewedeW.
AntaVMolor
AntaUFmer
-
-
94.23 - ESOS
-7 \
-> ?
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System Z
m
Fuel and Fuel Treatment /

Driven Machinery
Tools
k' '
Engine Data
Operation of Engine
I
Trouble Tracing


I Exhaust Valves and Fuel lnjection Pumps
Turbocharger System
Fuel lnjection Pump
Fuel lnjection
a Camshaft and Camshaft Drive

, Starting System

p Fuel Oil System
" Fuel and Fuel Treatment
I
Driven Machinery
Tools
-
FUEL OIL SYSTEM 316.01
--
E d i t i o n 13H
DESCRIPTION 1987.03.02
The f u e l o i l system c o n s i s t s o f f u e l o i l p r i m a r y pump, f u e l o i l f i l t e r , f u e l

pump ( s e c t i o n 310) and f u e l v a l v e ( s e c t i o n 311).
FUEL OIL SURCHARGE PUMP PLATE 31601
The f u e l o i l surcharge pump, which i s of t h e gear pump type, i s mounted t o t h e

f r o n t end o f t h e engine frame and d r i v e n by t h e camshaft through a s p l i n e d
s h a f t coup1 i n g .
The pump housing i s equipped w i t h a s p r i n g l o a d e d a d j u s t a b l e by-pass valve.

which i n open p o s i t i o n connects o u t l e t and i n l e t chambers o f t h e pump.
The o u t l e t pressure o f t h e surcharge pump can be a d j u s t e d b y means o f an ad-

j u s t i n g screw i n t h e by-pass v a l v e assembly.
The surcharge pump i s s i t u a t e d i n t h e f u e l o i l i n l e t l i n e o f t h e engine.

A by-pass l i n e t o t h e surcharge pump w i t h a n o n - r e t u r n v a l v e a l l o w s f o r f u e l
o i l t o be s u p p l i e d t o t h e engine even i n s t a n d s t i l l by g r a v i t y feed o r by a
s e p a r a t e l y d r i v e n f u e l c i r c u l a t i n g pump.
FUEL OIL FILTER PLATE 31602
The f u e l o i l f i l t e r i s a duplex f i l t e r w i t h s l i t - t y p e f i l t e r elements. The

f i l t e r i s equipped w i t h a three-way cock f o r change o f b o t h i n l e t and o u t l e t
s i d e i n t o s i n g l e o r double o p e r a t i o n o f t h e f i l t e r s .
During normal o p e r a t i o n b o t h f i l t e r s s h o u l d be i n o p e r a t i o n , s i n g l e o p e r a t i o n
o n l y t o be used when d i s m a n t l i n g one o f t h e f i l t e r s f o r manual c l e a n i n g o r i n -
spection.
POSITION OF THREE-WAY COCK
-
r i l t---
e r right interrupted F i l t e r l e f t interrupted
This p o s i t i o n i s o n l y f o r This p o s i t i o n i s only f o r

c l e a n i n g o f the r i g h t f i l t e r , Both f i l t e r s i n cleaning o f the l e f t f i l t e r
n o t f o r continuous o p e r a t i o n . operation. n o t f o r continuous o p e r a t i o n .
t F M L OIL SYSTEM 316.02
- DESCRIPTION
E d i t i o n 13H
1987.03.02
Normally the f i l t e r s are cleaned during operation by t u r n i n g the handle on the

f i l t e r housing top a couple o f turns.
511111rltaneously w i t h t u r n i n g of the handle, the d r a i n cock i n bottom of the

t i l t e r housing shou1.d be opened i n order t o d r a i n o f f the d i r t being scraped
o f the f i l t e r element.
If no drainage occurs when the d r a i n cock i s opened. the f i l t e r housing should

I, - be dismantled f o r manual cleaning.
The f i l t e r element i t s e l f should never be dismantled, b u t has t o be replaced

1 f damage o r ma1 function i s experienced.
FUEL OIL SYSTEM 0316
E d i t i o n 01H
FUEL OIL QUALITY
Page 1 (14)
General Considerations
The q u a l i t y o f a f u e l o i l i s , i n a n a l y s i s data, s t a t e d i n p h y s i c a l and chemical

p r o p c r t i e s , which are d e c i s i v e f o r t h e s u i t a b i l i t y o f t h e f u e l o i l f o r d i f f e -
r e n t a p p l i c a t i o n s . For d i e s e l engine f u e l s the combustion q u a l i t y , the impuri-
t y content, and h a n d l i n g p r o p e r t i e s a r e the main q u a l i t y c r i t e r i a .
Since r e s i d u a l f u e l s a r e t r a d e d and designated according t o v i s c o s i t y , i t has

become conmon p r a c t i c e t o associate v i s c o s i t y w i t h q u a l i t y . This p r a c t i c e can.
e s p e c i a l l y w i t h modern r e s i d u a l f u e l s , be very misleading, as a f u e l o i l o f
low v i s c o s i t y o f t e n can be j u s t as bad, o r even worse, than another f u e l o i l
o f very h i g h v i s c o s i t y .
The q u a l i t y o f r e f i n e r y residues a r e dependent on t h e o r i g i n o f t h e crude o i l ,

the grade o f u t i l i z a t i o n when r e f i n i n g t h e crude o i l , and t h e r e f i n e r y tech-
nique used.
Some o f t h e residues used i n f u e l o i l p r o d u c t i o n a r e o f a v i s c o s i t y r e q u i r i n g

visbreaking, a process which w i l l reduce t h e v i s c o s i t y w i t h o u t improving the
quality a t a l l .
When producing r e s i d u a l f u e l s from visbreaked, cracked residues and from

" s t r a i g h t run" residues, t h e f i n a l adjustment o f v i s c o s i t y t o f u l f i l the r e -
quirements o f the d i f f e r e n t grades o f i n t e r m e d i a t e f u e l s i s done by adding gas
oil.
However. i t i s t o be noted t h a t considerable l o w e r i n g o f the v i s c o s i t y i s a-

chieved by adding a r e l a t i v e l y small amount o f gas o i l , which w i l l g i v e o n l y a
minor improvement o f t h e q u a l i t y of the blend. This means t h a t t h e q u a l i t y t o
a major e x t e n t i s dependent on residues p r e s e n t i n the blend.
As a consequence o f t h e p o s s i b l e v a r i a t i o n s i n q u a l i t y o f residues and the i n -

fluence o f adding gas o i l , t h e q u a l i t y o f blended f u e l s can be v a r y i n g even
f o r f u e l o i l s o f equal nominal v i s c o s i t y .
combustion Qua1it y
Combustion q u a l i t y i s t h e a b i l i t y o f t h e f u e l o i l t o i g n i t e and burn i n a pro-

per way. The i g n i t i o n qua1 it y , combustion i n t e n s i t y , lenght and completeness
o f comburtion a r e p r o p e r t i e s i n f l u e n c e d by t h e chemical composition and s t r u c -
ture o f t h e f u e l o i 1.
I g n i t i o n q u a l i t y r e l a t e s t o i g n i t i o n delay, i.e. the time elapsed between

s t a r t o f i n j e c t i o n and t h e s t a r t o f combustion.
I g n i t i o n q u a l i t y i s expressed by the cetane number. d i e s e l index o r cetane i n -

dex, i n I 1 cases the h i g h e r the value, t h e b e t t e r the i g n i t i o n q u a l i t y .
For d i e s e l o i l the i g n i t i o n q u a l i t y i s expressed by the cetane number, deter-
m i n ~ dby a s p e c i f i e d method i n a standard engine running under standard condi-
tions.
E d i t i o n 01H
FUEL OIL QUALITY Page 2 (14)
For r e s i d u a l fuels the i g n i t i o n q u a l i t y can be expressed by t h e d i e s e l index

o r cetan index, b o t h t o be c a l c u l a t e d from physical p r o p e r t i e s such as t h e
a n i l i n e p o i n t , s p e c i f i c g r a v i t y and m i d - d i s t i l l a t i o n temperature. The cetane
number, d i e s e l index o r cetane index of a c e r t a i n f u e l o i l w i l l show reason-
dble c o r r e l a t i o n s between the numerical values.
The combustion c o n d i t i o n o f t h e f u e l o i l s i s normally evaluated from Conradson

Carbon residue and the asphaltene contents.
lmpuri t y Content
Ihc i m p u r i t y content of d i e s e l engine f u e l s should be k e p t as low as possible.

and harmful and unwanted i m p u r i t i e s should, t o t h e g r e a t e s t p o s s i b l e extent,
be removed i n t h e pre-treatment system i n o r d e r t o minimize wear and c o r r o s i o n
o f engine components. I m p u r i t i e s d e r i v e from t h e crude o i l i t s e l f , from r e f i -
w r y processes and from h a n d l i n g and storage o f o i l s . Some i m p u r i t i e s such as
sulphur and vanadium a r e o i l s o l u b l e and t h e r e f o r e impossible t o remove i n a
1.onventiona1 mechanical f u e l o i l treatment system, w h i l e t h e amount o f water
dnd s o l i d i m p u r i t i e s can be reduced by c e n t r i f u g i n g and f i l t r a t i o n .
5 n d , r u s t , metal oxides and c a t a l y s t p a r t i c l e s can be found as s o l i d p a r t i c -

IPSi n f u e l o i l .
Fuel r e l a t e d wear and c o r r o s i o n i n d i e s e l engines takes t h e form o f mechanical

wear and chemically induced c o r r o s i o n , t h e l a t t e r i n the form o f h i g h and low
temperature corrosion.
The s o l i d i m p u r i t i e s and p a r t i c l e s produced d u r i n g combustion, c o l l e c t i v e l y

known as ash, cause mechanical wear o f engine components.
E s p e c i a l l y c a t a l y s t p a r t i c l e s , s i l i c o n e and aluminium oxides and s i l i c a t e s i n

the form o f sand are very abrasive. From vanadium and sodium, c o r r o s i v e ash i n
the form o f oxides, carbonates and sulphates a r e created d u r i n g combustion.
rhe sulphur content of a fuel o i l may l e a d tb low temperature c o r r o s i o n o f

(.ombustion chamber components and formation of deposits on these. The c o r r o -
s i v e e f f e c t i s due t o t h e formation of s u l p h u r i c acid.
Water i n the f u e l o i l may l e a d t o several d e t r i m e n t a l e f f e c t s t o t h e f u e l sys-

tem and t o t h e d i e s e l engine i n general by g i v i n g r i s e t o mechanical and c o r -
r o s i v e wear, as w e l l as f o u l i n g .
Hand1i n g P r o p e r t i e s
Handling o f t h e f u e l , i.e. storage, pumping and treatment, i s m a i n l y a f f e c t e d

hy physical p r o p e r t i e s such as v i s c o s i t y , density. f l a s h p o i n t and pour p o i n t ,
h u t o t h e r f u e l o i l p r o p e r t i e s such as s t a b i l i t y . e m u l s i f i c a t i o n tendency, v i s -
c o s i t y index and t h e n a t u r e and amount o f water and s o l i d i m p u r i t i e s w i l l a l s o
influence t h e hand1 i n g system.
The nominal v i s c o s i t y i s d e c i s i v e f o r t h e preheating temperature necessary t o

o b t a i n adequate v i s c o s i t y f o r pumping, s e t t l i n g , c e n t r i f u g i n g and i n j e c t i o n .
FUEL OIL SYSTEM D316
FUEL O I L QUALITY E d i t i o3 n( 101H

Page 4)
The d e n s i t y i n f l u e n c e s the g r a v i t a t i o n a l s e t t l i n g o f water and s o l i d contami-

nants i n s e t t l i n g tanks. S p e c i f i c g r a v i t y i s a l s o an i m p o r t a n t parameter i n
the c e n t r i f u g i n g process. The f l a s h p o i n t i s , f o r s a f e t y reasons. l i m i t e d t o a
minimum o f 600 C by c l a s s i f i c a t i o n s o c i e t i e s and o t h e r a u t h o r i t i e s . The f l a s h
p o i n t i s r e l a t e d t o t h e v o l a t i l i t y o f t h e amount and n a t u r e o f l i g h t e r f r a c -
t i o n s i n t h e f u e l o i l , and m i g h t thus be used t o e s t i m a t e t h e l i a b i l i t y o f
g a s i f i c a t i o n i n non-pressurized p a r t s of t h e f u e l system.
The pour p o i n t d e f i n e s t h e temperature a t which wax c r y s t a l l i z a t i o n w i l l take

p l a c e and p r e v e n t t h e f u e l o i l from f l o w i n g and from b e i n g pumped.
The pour p o i n t t h e r e f o r e must be taken i n t o account when d e c i d i n g t h e presence

and c a p a c i t y o f h e a t i n g c o i l s i n bunker tanks.
Qua1it y Fuel o i l
criteria characteristics Main e f f e c t s
Conradson carbon Ignition ability

Asphal tenes Combustion c o n d i t i o n s
F o u l i n g o f gasways
Sulphur C o r r o s i v e wear
Vanadium Formation o f d e p o s i t s on exhaust

Sod ium valves and turbochargers h i g h
temperature c o r r o s i o n .
lmpuri t y Disturbance o f combustion process

content Increased h e a t - l o a d o f combustion
Water chamber components, f o u l i n g o f gas-
ways, mechanical wear and c a v i t a -
t i o n o f f u e l i n j e c t i o n system.
Mechanical and c o r r o s i v e wear o f

Ash combustion chamber components f o r -
m a t i o n o f deposits.
Mechanical wear o f f u e l i n j e c t i o n
Catalyst fines system, c y l i n d e r l i n e r s and p i s t o n
rings.
Viscosity Temperatures pressures and capaci-

Hand1ing Density t i e s o f f u e l o i l systems f o r storage,
properties Pour p o i n t pumping and pre-treatment.
Flash p o i n t S a f e t y requirements
--
Fuel p r o p e r t i e s a f f e c t i n g d i e s e l engine and f u e l systems

,
1 1 1 1 1 OIL SYSTEM 0316
E d i t i o n 01H
ANALYSIS DATA Pace 4 ( 1 4 )
Comments on A n a l y s i s Data f o r Fuel O i l s
Carbon Residue
The carbon r e s i d u e 0 f . a f u e l o i l i n d i c a t e s it5 coke-forming tendency and can

be used t o determine t h e tendency o f f o r m i n g d e p o s i t s i n t h e combustion cham-
b e r and gasways; t h e h i g h e r t h e carbon r e s i d u e value, t h e h i g h e r t h e f o u l i n g
tendency.
Some changes i n t h e combustion process, r e q u i r i n g adjustment o f t h e maximum

pressure, may a l s o be a t t r i b u t e d t o a h i g h carbon r e s i d u e c o n t e n t . The value
i s measured by standardized c a r b o n i z i n g k s t s , such as t h e Conradson o r Rams-
bottom t e s t s , which g i v e s i m i l a r r e s u l t s .
The non-vaporized r e s i d u e from t h e c a r b o n i z i n g t e s t c o n s i s t s o f carbonaceous

m a t e r i a l and i n o r g a n i c i m p u r i t i e s and i s expressed i n w e i g h t percentage o f
t h e f u e l sample t e s t e d . Carbon r e s i d u e and asphaltene c o n t e n t g e n e r a l l y move
i n p a r a l l e l , b o t h r e l a t e d t o t h e carbon-to-hydrogen r a t i o w i t h i n c r e a s i n g va-
lues f o r higher r a t i o .
The carbon-to-hydrogen r a t i o and t h u s t h e carbon r e s i d u e t o o , i s dependent on

t h e source o f the crude o i l and t h e t y p e o f r e f i n e r y p r o c e s s i n g used.
The e f f e c t o f carbon r e s i d u e i s i m p o s s i b l e t o c o u n t e r a c t by pre-treament o f

t h e f u e l o i l , as c e n t r i f u g i n g o n l y i n f l u e n c e s s o l i d i n o r g a n i c contaminants and
hard a s p h a l t s , which a r e o n l y small amounts o f t h e w e i g h t percentage c a l l e d
carbon r e s i d u e .
Aspha 1tenes
Asphaltenes a r e d e f i n e d as t h e p a r t o f a f u e l o i l sample b e i n g i n s o l u b l e i n
heptane. The c o n t e n t o f asphaltenes i s expressed i n w e i g h t percentage o f t h e
fuel o i l sample t e s t e d .
Asphaltenes, which a r e aromatic, slow-burning, s e m i - s o l i d hydro carbon com-

pounds d i s p e r s e d i n t h e f u e l o i l , have a s i m i l a r e f f e c t on t h e combustion pro-
cess as t h e carbon residue, t h e main impact b e i n g f o u l i n g o f gasways.
The s t a b i l i t y o f t h e f u e l o i l i s r e l a t e d t o t h e c o n t e n t o f asphaltenes.
Asphaltenes a l s o i n f l u e n c e t h e l u b r i c a t i o n p r o p e r t i e s o f t h e f u e l o i l and, i n
extreme cases, h i g h asphaltene c o n t e n t may l e a d t o f u e l pump s t i c k i n g .
Fuel o i l s w i t h a h i g h c o n t e n t o f asphaltenes w i l l have a tendency t o form s l u d -

ge, e s p e c i a l l y i f t h e water c o n t e n t i s a l s o high. The asphaltenes c o n t e n t o f a
f u e l o i l i s i n f l u e n c e d by p r e - t r e a t m e n t , t h e h e a v i e s t s e m i - s o l i d asphaltenes
and asphaltenes bound t o w a t e r a s s l u d g e can be separated by c e n t r i f u g i n g .
D i e s e l Index
D i e s e l index i s a c a l c u l a t e d values f o r d e t e r m i n i n g t h e i g n i t i o n q u a l i t y o f a
f u e l o i l . The i g n i t i o n q u a l i t y i s r e l a t e d t o t h e hydrocarbon composition, para-
f f i n b e i n g o f h i g h q u a l i t y , n-heptanes o f moderate and aromatics o f low q u a l i t y .
,
E d i t i o n 01H
ANALYSIS DATA Page 5 ( 1 4 )
P r o p e r t i e s o f t h e a n i l i n e p o i n t and t h e s p e c i f i c g r a v i t y r e f l e c t , w i t h c e r t a i n
exceptions, t h e hydrocarbon c o m p o s i t i o n o f a f u e l o i l , and a r e t h e r e f o r e used
i n t h e f o l l o w i n g s i m p l e f o r m u l a as an e x p r e s s i o n o f i g n i t i o n q u a l i t y :
D i e s e l index = ( a n i l i n e p o i n t OF x AP-I g r a v i t y ) x 0.01.
The a n i l i n e p o i n t i s t h e l o w e s t temperature a t which equal volumes o f t h e f u e l

and a n i l i n e become j u s t m i s c i p l e . The t e s t depends on t h e f a c t t h a t aromatic
hydrocarbons m i x c o m p l e t e l y w i t h a n i l i n e a t c o m p a r e t i v e l y l o w temperatures,
whereas p a r a f f i n s r e q u i r e c o n s i d e r a b l e h i g h e r temperatures b e f o r e they a r e
completely m i s c i p l e .
Thus a h i g h a n i l i n e p o i n t i n d i c a t e s a h i g h l y p a r a f f i n i c f u e l , and consequently

a f u e l o i l o f good i g n i t i o n q u a l i t y . S i m i l a r i l y , a h i g h API g r a v i t y number de-
notes a low s p e c i f i c g r a v i t y and h i g h p a r a f f i n i c i t y , and a g a i n a good i g n i t i o n
qua1 it y .
The d i e s e l index p r o v i d e s a reasonable i d e a o f t h e i g n i t i o n q u a l i t y , b u t gene-

r a l l y g i v e s f i g u r e s s l i g h t l y above t h e cetane number.
Fuel o i l s w i t h poor i g n i t i o n q u a l i t y and l o w d i e s e l index m i g h t e s p e c i a l l y

cause problems i n t h e s t a r t i n g o f t h e d i e s e l engines and r u n n i n g a t low loads.
I n a d d i t i o n t o s t a r t i n g d i f f i c u l t i e s , a prolonged i g n i t i o n d e l a y may g i v e r i s e
t o a l t e r a t i o n s i n t h e maximum pressure, l e a d i n g t o i n c r e a s e d mechanical o r
thermal load.
Furthermore, f u e l o i l s w i t h poor i g n i t i o n q u a l i t y may cause r e t a r d e d combus-

t i o n and subsequent f o u l i n g o f gasways.
Sulphur
Sulphur i s p r e s e n t i n f u e l o i l m a i n l y i n o r g a n i c compounds, t h e amount p r e s e n t

being expressed as weight percentage of an o i l sample t e s t e d . I f f r e e sulphur
i s present, i t may cause c o r r o s i o n i n t h e f u e l system. The main problem caused
by s u l p h u r i s low temperature c o r r o s i o n . D u r i n g combustion, s u l p h u r oxides a r e
produced i n t h e form o f gasses. Since h u m i d i t y a l s o i s present, s u l p h u r i c a c i d
may be formed on components i n t h e combustion chamber and i n t h e gasways, whe-
r e t h e temperature i s below t h a t o f the dewpoint f o r s u l p h u r i c a c i d .
The d e t r i m e n t a l e f f e c t o f s u l p h u r i n f u e l o i l i s c o u n t e r a c t e d be m a i n t a i n i n g
adequate temperatures o f t h e combustion chamber components and b y u s i n g a l k a -
l i n e l u b r i c a t i n g o i l t o n e u t r a l i z e t h e s u l p h u r i c a c i d produced d u r i n g t h e com-
bustion.
'Vanadium and Sodium
Vanadium and sodium a r e c o n s t i t u e n t s o f t h e ash c o n t e n t . The amounts o f these

a r e measured by a n a l y s i n g t h e r e s i d u e from t h e combustion t e s t used f o r d e t e r -
m i n a t i o n o f t h e ash content.
i f l l l l OIL SYSTCM D316
ANA1.Y S IS DATA
E d i t i o n 01H
Page 6 (14)
The amount o f vanadium and sodium present i s expressed i n ppm, p a r t s p e r m i l -

l i o n by weight r e l a t e d t o t h e f u e l o i l sample b e i n g t e s t e d f o r ash content.
Vanadium d e r i v e s from t h e crude o i l i t s e l f and, being o i l s o l u b l e , i t cannot
be removed from t h e f u e l o i l by conventional pre-treament. Sodium d e r i v e s from
the crude o i l , and a l s o from contamination w i t h - - s a l t water d u r i n g storage and
t r a n s p o r t o f t h e f u e l o i l . Sodium i s water s o l u b l e and, r e g a r d l e s s o f d e r i v a -
t i o n , trends t o combine w i t h t h e water p r e s e n t i n the f u e l o i l .
Owing t o i t s w a t e r - s o l u b i l i t y , i t i s p o s s i b l e t o remove o r reduce t h e amount

o f sodium present i n t h e f u e l o i l . During combustion c o r r o s i v e ash i s formed
from vanadium and sodium.
E s p e c i a l l y i f t h e weight r a t i o o f sodium t d vanadium exceeds 1:3, ash w i t h

very low m e l t i n g p o i n t and s t i c t i o n temperature i s formed g i v i n g r i s e t o h i g h
temperature c o r r o s i o n o f exhaust valves and d e p o s i t f o r m a t i o n i n turbochargers.
I t i s p o s s i b l e t o reduce t h e tendency t o f o r m a t i o n o f d e t r i m e n t a l vanadium-

sodium ash by e f f e c t i v e c e n t r i f u g i n g , which w i l l remove sodium s a l t s t o g e t h e r
w i t h water. I f a v e r y low c o n t e n t o f sodium i s ensured, a r e l a t i v e h i g h vana-
dium content m i g h t be acceptable.
-
Water
The water c o n t e n t o f f u e l o i l i s measured by a standardized d i s t i l l a t i o n t e s t

and i s expressed as a volume percentage o f t h e sample tested. Water i n f u e l
o i l may l e a d t o several d e t r i m e n t a l e f f e c t s o f the f u e l o i l system, c o r r o s i o n
and c a v i t a t i o n o f f u e l pumps and f u e l valves, and cause f o u l i n g o f exhaust
system and turbochargers.
S a l t water, due t o i t s c o n t e n t o f sodium, c o n t r i b u t e s i n combination w i t h va-

nadium t o t h e f o r m a t i o n o f l o w - m e l t i n g c o r r o s i v e ash, which a t t a c k s exhaust
valves and turbochargers. Water, when i t d i s t u r b s t h e f u e l atomization, w i l l
lead t o poor combustion r e s u l t i n g i n h i g h e r heat loads o f t h e combustion cham-
b e r components.
I t i s p o s s i b l e t o reduce t h e water c o n t e n t o f a f u e l o i l p r i m a r i l y by c e n t r i -
fuging, and t h i s should be done t o t h e w i d e s t p o s s i b l e e x t e n t i n o r d e r t o a-
v o i d t h e d e t r i m e n t a l e f f e c t s o f water i n t h e f u e l o i l .
Ash c o n t e n t i s a measure o f i n o r g a n i c non-combustible m a t e r i a l present i n the

f u e l o i l . The ash c o n t e n t i s determined by a combustion t e s t , and i t i s ex-
pressed as a weight percentage r e s i d u e from complete combustion o f t h e o i l
sample tested.
Ash-forming m a t e r i a l s a r e present i n the f u e l o i l as n a t u r a l components o f

crude o i l and due t o e x t e r n a l contamination o f t h e f u e l o i l .
E d i t i o n O1H
ANALYSIS DATA
Page 7 (14)
Ash-forming m a t e r i a l s e x i s t b o t h as s o l i d contaminants and i n s o l u b l e com-

pounds. The s o l i d contaminants may l e a d t o a b r a s i v e wear i n t h e f u e l i n j e c t i o n
system. Ash formed d u r i n g combustion may l e a d t o a b r a s i v e as w e l l as c o r r o s i v e
wear o f combustion chamber components and g i v e r i s e t o formations o f detrimen-
t a l deposits. It i s therefore e s s e n t i a l , t o t h e greatest possible extent, t o
reduce t h e amount of ash-forming m a t e r i a l s by c e n t r i f u g i n g .
S o l i d contaminants such as sand, r u s t , c e r t a i n m e t a l oxides and c a t a l y s t f i n e s

can be removed by c e n t r i f u g i n g , and t h e same goes f o r w a t e r - s o l u b l e s a l t s such
as sodium.
Some o f the components i n c l u d e d i n t h e ash c o n t e n t have been found t o be par-

t i c u l a r l y harmful and a r e t h e r e f o r e s t a t e d i n d i v i d u a l l y i n t h e a n a l y s i s data.
S i l i c i u m and Aluminium Oxides
Residual f u e l s produced be r e f i n e r i e s u s i n g f l u i d c a t a l y t i c c r a c k i n g may be

contaminated by c a t a l y s t p a r t i c l e s i n form o f s i l i c i u m and aluminium oxides.
C a t a l y s t p a r t i c l e s , if any, a r e comprised by t h e v a l u e f o r ash content.
Separate values f o r t h e s i l i c i u m o x i d e s c o n t e n t and t h e aluminium oxides con-
t e n t a r e measured by a n a l y s i n g t h e ash c o n t e n t .
The amount o f s i l i c i u m and aluminium o x i d e s i s expressed i n ppm r e l a t e d t o the

weight o f t h e o r i g i n a l f u e l o i l sample b e i n g t e s t e d f o r ash content.
As c a t a l y s t p a r t i c l e s a r e v e r y h a r d and a b r a s i v e , they can cause extreme me-

c h a n i c a l wear o f t h e f u e l i n j e c t i o n system, c y l i n d e r l i n e r s and p i s t o n r i n g s .
C a t a l y s t p a r t i c l e s , b e i n g s o l i d and i n s o l u b l e , can be removed from t h e f u e l

o i l . The g u i d e - l i n e s f o r dimensioning t h e c e n t r i f u g e s i z e i s based on t h e f a c t
t h a t approx. 1/3 o f t h e c a t a l y s t p a r t i c l e s w i t h r e g a r d t o weight i s removed.
Viscosity
V i s c o s i t y i s a measure o f t h e i n t e r n a l f r i c t i o n o r r e s i s t a n c e o f an o i l t o
flow.
T r a d i t i o n a l l y ' t h e v i s c o s i t y of f u e l o i l s have been expressed i n seconds Red-

wood No. 1 ( s R l ) . '
I n 1977, however, t h i s d e s i g n a t i o n was o f f i c i a l l y superseded by t h e m e t r i c

u n i t o f Kinematic v i s c o s i t y , c e n t i s t o k e s ( c S t ) , and t h e temperature a t which
nominal v i s c o s i t y i s t o be r e l a t e d was a l s o changed.
. C o m e r c i a 1 d e s i g n a t i o n s o f r e s i d u a l f u e l s f o r marine use, s t i l l being r e l a t e d

t o nominal v i s c o s i t y , have thus changed from v i s c o s i t y expressed i n seconds
Redwood No. 1 a t 100° F t o v i s c o s i t y expressed i n c e n t i s t o k e s a t 500 C. The
r e l a t i o n b h i p between t h e two methods o f e x p r e s s i n g t h e nominal v i s c o s i t y i s
shown i n t a b l e .
CUCL OIL SYSTEM D316
E d i t i o n 01H
ANALYSIS DATA Page 8 (14)
Furthermore, the d e s i g n a t i o n heavy f u e l o i l (HFO), bunker C f u e l o i l and No. 6

f u e l o i l f o r t h e h e a v i e s t and cheapest grade o f r e s i d u a l f u e l o i l f o r marine
use, have been superseded by t h e comnon d e s i g n a t i o n marine f u e l o i l (MFO) or
i n t e r m e d i a t e f u e l o i l ( I F ) f o r a l l grades o f r e s i d u a l f u e l s f o l l o w e d by a num-
b e r i n d i c a t i n g t h e nominal v i s c o s i t y .
Old d e s i g n a t i o n New d e s i g n a t i o n
Sec. Redwood No. 1/100° F cSt/500 C
The use o f t h e S.I. system a l s o i n f l u e n c e s the nominal v i s c o s i t y d e s i g n a t i o n

f o r marine gas o i l (MGO) and marine d i e s e l o i l (MDO) , b o t h now t o be expressed
i n c e n t i s t o k e s a t 40° C.
V i s c o s i t y i s an i m p o r t a n t parameter i n connection w i t h pumping, pre-treatment

and i n j e c i i o n o f f u e l o i l , s i n c e t h e p o s s i b i l i t y and e f f i c i e n c y o f these p r o -
cesses t o a l a r g e e x t e n t i s dependent on adequate v i s c o s i t y .
Adjustment o f the v i s c o s i t y i n t o adequate values i s p o s s i b l e b y t a k i n g advan-

tage o f the interdependence between temperature and v i s c o s i t y index o f the
fuel o i l .
The nominal v i s c o s i t y o f a f u e l o i l i s t h e d e t e r m i n i n g f a c t o r f o r preheating

temperatures necessary t o o b t a i n adequate v i s c o s i t y f o r pumping, c e n t r i f u g i n g
and i n j e c t i o n o f t h e f u e l o i l , and thus a l s o i s t h e determining f a c t o r f o r the
c a p a c i t i e s o f the preheating equipment i n the f u e l o i l system.
Density
Density i s defined as the mass o f a u n i t volume and i t i s expressed i n g/cm3

a t a temperature o f 15O C.
E d i t i o n 01H
S p e c i f i c g r a v i t y i s t h e r a t i o o f t h e mass o f a g i v e n volume o f l i q u i d a t 600 F

( 1 5 . 6 ~C) and t h e mass of an equal volume o f w a t e r a t t h e same temperature.
For a g i v e n l i q u i d , t h e s p e c i f i c g r a v i t y w i l l g e n e r a l l y g i v e t h e same numeri-
c a l l y as t h e d e n s i t y .
A P I - g r a v i t y i s an a r b i t r a r y s c a l e c a l i b r a t e d i n degrees and r e l a t e d t o speci-

f i c g r a v i t y b y the f o l l o w i n g formula:
141.5
API-gravi t y (degrees =) + 131.5
S p e c i f i c g r a v i ty/600 F
As the formula i n d i c a t e s , t h e A P I - g r a v i t y i s i n i n v e r s e r a t i o t o d e n s i t y and

specific gravity.
D e n s i t y i s an i m p o r t a n t parameter i n t h e c e n t r i f u g i n g process, where separa-

t i n g water and w a t e r - d i s s o l v e d i m p u r i t i e s from t h e f u e l o i l i s based upon the
d i f f e r e n c e i n d e n s i t i e s . I f t h e d e n s i t y of t h e f u e l o i l approaches t h a t o f wa-
t e r , c e n t r i f u g i n g thus becomes l e s s e f f e c t i v e , n e c e s s i t a t i n g reduced f l o w r a t e
and t h e r e f o r e i n c r e a s e d c e n t r i f u g e c a p a c i t y .
ANALYSIS DATA FOR FUEL OILS
Carbon Residue % weight

Asphal tenes % weight
D i e s e l Index
Ash % weight
ENGINE Sulphur % weight
Rf LEVANT % volumen
Water
PROPERTIES
Vanadium PPm
Sod ium PP'"
S i l i c i u m Oxide PPm
Aluminium Oxide PPm
Viscosity sec. Redw.l/lOOO F

cSt/50° C
I'ISTALLATION
Oensi t y
RFLCVANT
PJWPERTIES Flash Point
Pour P o i n t
tWEL OIL SYSTEM 0316
E d i t i o n 01H
ANALYSIS DATA
Paqe 10 ( 1 4 )
The water separation a b i l i t y o f f u e l o i l i s increased by p r e h e a t i n g t h e f u e l

o i l p r i o r t o c e n t r i f u g i n g s i n c e t h e d e n s i t i e s o f f u e l o i l and water change
w i t h t h e temperature a t d i f f e r e n t r a t e s , thus g i v i n g p o s s i b i l i t i e s o f o b t a i n -
i n g optimal d i f f e r e n c e i n d e n s i t i e s .
To some extent, t h e q u a l i t y o f a f u e l o i l can be judged by t h e d e n s i t y , s i n c e

t h i s i s d i r e c t l y p r o p o r t i o n a l t o t h e carbon-to-hydrogen r a t i o , which again i s
i n d i r e c t r a t i o t o a r o m a t i v i t y , carbon r e s i d u e and asphaltene content, b u t i n
reverse r a t i o t o c a l o r i f i c value.
Pour P o i n t
The pour p o i n t i s t h e lowest temperature a t which an o i l w i l l f l o w o r can be

poured. The pour p o i n t i s measured under s p e c i f i e d t e s t c o n d i t i o n s . Fuel o i l
must be stored, handled and pumped a t temperatures above t h e pour p o i n t t o a-
v o i d wax c r y s t a l 1i z a t i o n , which may r e s u l t i n p r e c i p i t a t i o n i n storage tanks,
b l o c k i n g o f f i l t e r s and p i p e l i n e s and p r e v e n t i o n o f pumpability.
Normally t h e pour p o i n t o f r e s i d u a l f u e l o i l does n o t g i v e any problems s i n c e
t h e temperature needed t o reduce t h e v i s c o s i t y t o pumpable l e v e l s w i l l be ade-
q u a t e l y i n excess o f t h e pour p o i n t .
Flash P o i n t
The f l a s h p o i n t o f an o i l i s d e f i n e d as t h e temperature a t which i t g i v e s off

s u f f i c i e n t vapour t o c r e a t e on inflammable m i x t u r e w i t h a i r . This m i x t u r e w i l l
i g n i t e o r f l a s h under t h e i n f l u e n c e o f an open flame, b u t w i l l n o t support t h e
combustion i t s e l f . The f l a s h p o i n t o f f u e l o i l i s normally t e s t e d by t h e Pen-
sky-Martens closed-up method.
I n o r d e r t o p r o v i d e a s u f f i c i e n t margin o f s a f e t y from f i r e r i s k d u r i n g s t o r -
age, handling and t r a n s p o r t a t i o n , f u e l o i l s f o r shipboard use must meet t h e
c l a s s i f i c a t i o n s o c i e t i e s ' requirement of f l a s h p o i n t , l i m i t e d t o a minimum o f
600 C.
- - -
E d i t i o n 01H
FUEL OIL CLEANING Page 11 (14)
P u r i f i c a t i o n Recomnendations
Fuel o i l s a r e always contaminated and should t h e r e f o r e be thoroughly cleaned

f o r s o l i d as w e l l as l i q u i d contaminants b e f o r e use. The s o l i d contaminants i n
the fuel a r e mainly r u s t , sand, d u s t and r e f i n e r y c a t a l y s t s . L i q u i d contami-
nants are mainly water, i.e. e i t h e r f r e s h w a t e r o r s a l t water.
The i m p u r i t i e s can cause damage t o f u e l pumps and f u e l valves, can r e s u l t i n

increased c y l i n d e r l i n e r wear and d e t e r i o a t e t h e exhaust v a l v e seats.
Also increased f o u l i n g o f gas ways and turbocharger blades may r e s u l t from the
use o f inadequately cleaned f u e l o i l s .
E f f e c t i v e c l e a n i n g can o n l y be ensured b y means o f a c e n t r i f u g e . We recomnend

t h e c a p a c i t y o f t h e i n s t a l l e d c e n t r i f u g e s t o be a t l e a s t according t o t h e ma-
k e r ' s i n s t r u c t i o n s . To o b t a i n optimum c l e a n i n g i t i s o f t h e utmost importance
t o operate t h e c e n t r i f u g e w i t h as low a v i s c o s i t y o f t h e f u e l o i l as p o s s i b l e
and a l l o w the f u e l o i l t o remain i n t h e c e n t r i f u g e bowl as l o n g time as pos-
sible.
Low v i s c o s i t y i s obtained by o p e r a t i n g t h e c e n t r i f u g e preheater a t the maximum

temperature corresponding t o the f u e l v i s c o s i t y concerned.
~ -~
CLEANING OF H.F.O. BY CENTRIFUGING
S i n g l e c e n t r i f u g e as p u r i f i e r
Operating
Two c e n t r i f u g e s i n p a r a l l e l
options
I
Two c e n t r i f u o"e s i n s e r i e s
~ -
Optimum o p e r a t i n g c o n f i g u r a t i o n s
Water Content P a r a l l e l operation
Normal below 1% Purifier/Purifier
conditions or
D e n s i t y a t 150 C Series o p e r a t i o n
below 0.991 Purifier + Clarifier
Water Content
above 1%
P a r a l l e l operation
Density a t I S 0 C Purifier/Purifier
Extreme
conditions above 0.991
I I
High Content
Series o p e r a t i o n
Purifier + Clarifier
c a t a l y Osft f i n e s
Especial l y f o r f u e l s above 180 cSt/50° C (1500 sec.Rw/lOOO F) t h e highest pos-

s i b l e temperature 980 C should be maintained i n the c e n t r i f u g e o i l preheater.
FIJFL OIL SYSTEM D316
E d i t i o n 01H
IUEL OIL CLEANING Page 12 ( 1 4 )
The f u e l i s k e p t i n the c e n t r i f u g e as l o n g as p o s s i b l e b y a d j u s t i n g t h e f l o w
r a t e through t h e c e n t r i f u g e so t h a t i t corresponds t o t h e amount of f u e l r e -
q u i r e d by t h e engine w i t h o u t excessive r e - c i r c u l a t i n g . Consequently, t h e cen-
t r i f u g e should operate f o r 24 hours a day except d u r i n g necessary cleaning.
Taking t o d a y ' s f u e l q u a l i t i e s i n t o c o n s i d e r a t i o n t h e need f o r c l e a n i n g c e n t r i -

fuges ( " s h o o t i n g frequency") should n o t be underestimated. C o r r e c t c h o i c e and
adjustment of t h e r e g u l a t i n g screws and/or t h e g r a v i t y d i s c s a r e o f s p e c i a l
importance f o r e f f i c i e n t water removal. The c e n t r i f u g e manual s t a t e s t h e d i s c
o r screk adjustment which should be chosen on t h e b a s i s o f t h e s p e c i f i c g r a v i -
t y o f the fuel.
Normal p r a c t i c e i s t o have a t l e a s t two 2 e n t r i f u g e s a v a i l a b l e f o r fuel clean-

ing. Results from experimental work on c e n t r i f u g e s t r e a t i n g today's q u a l i t i e s
o f r e s i d u a l f u e l have shown t h a t t h e b e s t c l e a n i n g e f f e c t e s p e c i a l l y as r e -
gards removal of c a t a l y s t f i n e s i s achieved when the c e n t r i f u g e s a r e operated
i n s e r i e s , i n p u r i f i e r j c l a r i f i e r mode.
RATE O F FLOW
% RELAIEO l o RAIEO WCIW a CENIRIFUGE
1
Therefore - s e r i e s o p e r a t i o n o f
c e n t r i f u g e s ensuring a makimum o f
safety i s a f u l l y accepted a l t e r -
n a t i v e t o t h e p r e v i o u s l y recom-
mended para1 l e l o p e r a t i o n p r o v i -
ded t h e o p e r a t i n g c a p a s i t y o f
each i n d i v i d u a l c e n t r i f u g e can
handle t h e t o t a l amount o f f u e l
r e q u i r e d by t h e engine, w i t h o u t
exceeding t h e f l o w r a t e recommen-
ded by t h e c e n t r i f u g e maker f o r
OC SEPARATION TEMPERATURE
t h e o p e r a t i n g mode i n question.
I f the i n s t a l l e d c e n t r i f u g e ca-
p a c i t y i s on t h e low s i d e c o r r e s -
ponding t o t h e s p e c i f i c v i s c o s i t y
o f t h e used f u e l o i l , and i f more
than one c e n t r i f u g e i s a v a i l a b l e ,
p a r a l l e l operation i n order t o
o b t a i n an even lower f l o w r a t e
may be considered. However, i n
view o f t h e above r e s u l t s and re-'
commendations s e r i o u s considera-
t i o n s should be g i v e n t o i n s t a l -
l i n g new equipment i n correspon-
dance w i t h today's f u e l q u a l i t i e s
and f l o w recomnendations.
,
E d i t i o n 01H
FUEL OIL CLEANING
Page 13 ( 1 4 )
For t h e d e t e r m i n a t i o n o f c e n t r i f u g i n g c a p a c i t y , we g e n e r a l l y a d v i s e t o f o l l o w
t h e recomnendations o f t h e c e n t r i f u g e maker, b u t t h e curves can be used as a
guidance.
A homogenizer may be i n s t a l l e d i n the f u e l o i l system as a supplement t o the

c e n t r i f u g e s t o homogenize p o s s i b l e water and sludge s t i l l present i n t h e f u e l
a f t e r centrifuging.
FUEL OIL CONDITIONING
Fuel o i l temperature and primary pump pressure have t o be a d j u s t e d according

t o the a c t u a l f u e l o i l q u a l i t y used i n o r d e r t o ensure c o r r e c t atomization, t o
prevent o v e r l o a d i n g o f t h e f u e l o i l system, and t o p r e v e n t g a s i f i c a t i o n .
The f u e l o i l p r e h e a t i n g i s t o be a d j u s t e d i n accordance w i t h t h e v i s c o s i t y o f
the o i l and the f u e l i n j e c t i o n pressure. I f t h e p r e h e a t i n g i s c o n t r o l l e d by
thermostats, these a r e t o be a d j u s t e d a c c o r d i n g t o t h e graph below, which i n -
d i c a t e s t h e p r e h e a t i n g temperature as a f u n c t i o n o f t h e f u e l o i l v i s c o s i t y i n
cSt1500 C.
The v i s c o s i t y should be a t t h e range 12-18 cSt.
F U E L O I L PREHEATING TEMPERATURE, 4-STROKE ENGINES
The cross-hatched area i n d i c a t e s the recommended v i s c o s i t y (12-18 c S t ) a t i n -

j e c t i o n pr.essure.
Exan(p1e: Fuel o i l 180 cSt/500 C (1500 sR1/lOOO F) should be heated t o

110-125° C, r e s u l t i n g i n a v i s c o s i t y i n t h e range 18-12 cSt a t i n l e t
engine.
- FUEL OIL CONOITIONING

E d i t i o n O1H
Paae 14 (14)
The primary pump pressure has t o be increased i n accordance w i t h t h e prehea-

t i n g temperature i n o r d e r t o p r e v e n t gas f o r m a t i o n and a consequent uneven
puml1 f i11 ing:
F U F L 011. P R I M A R Y P U M P PRESSURE.
Thc hatched area i n d i c a t e s the recomnended primary pump pressure as a f u n c t i o n

o f the f u e l o i l v i s c o s i t y .
Example: When r u n n i n g on I F 0 180 t h e f u e l o i l i s heated t o a temperature o f

110-1250 C. A t t h i s temperature range t h e p r i m i n g pump pressure '
should be 4-5 bar.

FUEL OIL FILTER PLATE 31602-09H
POSITION OF THREE MAY COCK
F i l t e r a t l e f t i n operation F i l t e r a t r i g h t i n operation
This p o s i t i o n i n use when This p o s i t i o n i n use when

f i l t e r a t r i g h t has t o be 00th f i l t e r s i n f i l t e r a t l e f t has t o be
opcned f o r maintenance. operation. opened f o r maintenance.
llem No.
Fuel o i l f i l t e r . Briendsel sol i e f i1 t e r .

complete kompl e t
F i 1 t e r element F i l terindsats
Gasket Pakning
Drain cock, complete Aftapningshane, komplet
Union Forskruning
Pipe Rer
I
WbY
P q d 112) I Fuel Oil Leakage Alarm 31605-01H
mak
31605-01H Fuel Oil Leakage Alarm P.ro. 2 (2)
Flange
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Cooling Water System r-
Treatment of Cooling Water Fi
/
Driven Machinery
Tools
Engine Data
Operation of Engine
Trouble Tracing

' Piston and Connecting Rod

Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Fuel arad Fuel Treatment
: Cooling Water System
' Treatment of Cooling Water
Driven Machinery
* Tools
COOLING WATER SYSTEM 317.01
E d i t i o n 10H
The cooling water system consists of two separate systems.
Thc low temperature c i r c u i t for c o o l i n g the charging a i r and the l u b r i c a t i n g

o i l . and the a1 ternator i f the l a t t e r i s watercooled.
The high temperature c i r c u i t ( j a c k e t water) i s used f o r c o o l i n g o f the c y l i n -

der u n i t s .
The low temperature system i s normally cooled by sea water o r raw water, but
i s often cooled by means o f a central f r e s h c o o l i n g water system.
The high temperature system i s always cooled by f r e s h water.
80th systems are c i r c u l a t e d by engine-driven, o r e l e c t r i c driven centrifugal

P'J"'PS-
The heat picked up by the f r e s h water i s d i r e c t e d t o the f r e s h water cooler,
i n which the heat i s transferred t o and removed by sea water.
~ n order t o maintain constant fresh water temperature a thermostatic valve i s

i n s t a l l e d a t cooling water o u t l e t from engine.
This automatic 3-way valve, a c t i n g as a d i v e r t i n g valve, i s maintaining con-

s t a n t temperature o f the cooling water o u t l e t from engine by allowing p a r t of
the water flow t o by-pass the fresh water cooler.
I n case o f damage t o the fresh water c o o l i n g system the engine can be cooled
w i t h sea water; i f so, the engine load must be reduced t o approx. 70 per cent
of the normal, and the c o o l i n g water o u t l e t temperature must n o t exceed 450 C
t o avoid deposits o f s a l t i n c y l i n d e r jackets and c y l i n d e r heads.
Cooling Water Pumps Plate 31701 and 31702
The engine can be equipped w i t h b u i l t - o n f r e s h water pumps.
The pumps are o f the c e n t r i f u g a l type and mounted on the f r o n t end cover o f
the enqine and driven through a toothed gearing.
The pump bearings are l u b r i c a t e d automatically w i t h o i l from the l u b r i c a t i n g

o i l system o f the engine.
. I f a pump leaks and the s h a f t sealing r i n g s are worn, i t i s recomnended t o re-

place the s h a f t seal (see i n s t r u c t i o n section 301, data 317).
TREATMENT OF COOLING WATER E d i t i o n 09H
P r o t e c t i o n a g a i n s t Corrosion i n Freshwater Cooling System
I n order t o reduce t h e r i s k of s e r v i c e d i f f i c u l t i e s o r i g i n a t i n g i n t h e c o o l i n g
water. such as c o r r o s i o n o r t h e formation o f deposits which can r e s u l t i n , i n -
s u f f i c i e n t heat t r a n s f e r , i t i s necessary t o t r e a t t h e c o o l i n g water. We r e -
c ~ m i e n dt h a t t h i s treatment i s c a r r i e d o u t according t o t h e f o l l o w i n g proce-
du I-e:
1. Clean thc c o o l i n g water system.
2. F i l l up w i t h deionized o r d i s t i l l e d c o o l i n g water ( f o r example from the

freshwater generator) w i t h c o r r o s i o n i n h i b i t o r added.
3. Carry o u t r e g u l a r checks o f t h e c o o l i n g water system and t h e c o n d i t i o n

o f the c o o l i n g water.
Observance o f these precautions, and c o r r e c t v e n t i n g o f t h e system, w i l l r e -

dt~ces e r v i c e d i f f i c u l t i e s caused by t h e c o o l i n g water t o a minimum.
1. Cleaning o f t h e Cooling Water System
Before s t a r t i n g t h e i n h i b i t i o n process, any e x i s t i n g deposits o f l i m e

o r r u s t , o r any o i l sludge, should be removed i n o r d e r t o improve t h e
heat t r a n s f e r and t o ensure u n i f o r m p r o t e c t i o n o f t h e s u r f a c e by means
o f the i n h i b i t o r .
The c l e a n i n g should comprise degreasing t o remove o i l sludge, and des-

c a l i n g w i t h a c i d afterwards t o remove r u s t and l i m e deposits.
Ready-mixed c l e a n i n g agents. s p e c i a l l y made f o r c l e a n i n g t h e c o o l i n g

water system, can be obtained from companies s p e c i a l i z i n g i n c o o l i n g
water treatment. These companies o f f e r assistance and c o n t r o l o f the
treatment i n a l l major p o r t s . A number of these companies a r e mention-
ed i n t h e enclosed l i s t . We p o i n t o u t t h a t t h e d i r e c t i o n s g i v e n by them
should be c l o s e l y followed. It i s of p a r t i c u l a r importance t o f l u s h t h e
system completely a f t e r cleaning.
Cleaning agents e m u l s i f i e d i n water as w e l l as s l i g h t l y a l k a l i n e c l e a -

n i n g agents can be used f o r t h e degreasing process, whereas ready-mixed
c l e a n i n g agents which i n v o l v e t h e r i s k o f f i r e must o b v i o u s l y n o t be
used.
. For descaling w i t h acid. e s p e c i a l l y products based on amino-sulphonic

acid. c i t r i c acid, and t a r t a r i c a c i d a r e recomnendable, as these acids
a r e u s u a l l y o b t a i n a b l e as s o l i d substances, e a s i l y s o l u b l e i n water.
and do n o t e m i t poisonous vapours.
The cleaning agents should n o t be d i r e c t l y admixed, b u t should be d i s -

solved i n water and then added t o the c o o l i n g water system.
Normally, cleaning can be executed without any dismantling o f the en-

gine. We p o i n t o u t t h a t the water should be c i r c u l a t e d i n the engine t o
achieve the best possible r e s u l t .
As cleaning can cause leaks t o become apparent i n poorly assembled

j o i n t s o r p a r t l y d e f e c t i v e gaskets, inspection should be c a r r i e d o u t
during the cleaning process. The a c i d content o f the system o i l should
also be checked imnediately a f t e r cleaning, and 24 hours afterwards.
2. Cooling Water - Inhibitors
The f i l l i n g - u p w i t h c o o l i n g water and the admixture o f the i n h i b i t o r i s

t o be c a r r i e d o u t d i r e c t l y a f t e r the cleaning i n order t o prevent f o r -
mation o f r u s t on the cleaned surfaces.
2.1. Raw Water
The formation o f l i m e stone on c y l i n d e r l i n e r s and i n c y l i n d e r heads

may reduce the heat t r a n s f e r , which w i l l r e s u l t i n unacceptably h i g h
temperatures i n the material.
Therefore, i t i s recommended t h a t deionized o r d i s t i l l e d water ( f o r ex-

ample from the freshwater generator) i s used as cooling water.
However, on account o f i t s l a c k of hardness, t h i s water w i l l be r e l a t i -
v e l y corrosive, and corrosion i n h i b i t o r should therefore always be ad-
ded.
If deionized o r d i s t i l l e d water cannot be obtained, normal d r i n k i n g wa-

t e r can be used i n exceptional cases. I f so, the t o t a l hardness o f the
water must not exceed 90 dH (German hardness degrees).
Furthermore, i t should be checked t h a t the pH value o f the water l i e s
hetween 5-8 a t 20° C.
The chloride, c h l o r i n e , sulphate, and s i l i c a t e contents are also t o be

checked. These contents should n o t exceed the f o l l o w i n g values:
Chloride 50 P P ~ (50 mg/l it r e )

Chlorine 10 - (10 mg/l i t r e )
Sulphate 100 - (100 mgll it r e )
Silicate 150 - (150 mg/litre)
There should be no sulpide and amnonia content. Rain water must n o t be

used, as i t may be h e a v i l y contaminated.
COOLING WATER SYSTEM
IREATMENT OF COOLING WATER E d i t i o n 09H
I t should be noted t h a t s o f t e n i n g o f the water does n o t reduce i t s s u l -

phate and c h l o r i d e contents.
2.2. Corrosion I n h i b i t o r s
l o p r o t e c t freshwater c o o l i n q svstens i n marine d i e s e l enoines a q a i n s t

corrosion, various types o f i n h i b i t o r s a r e a v a i l a b l e .
Generally, o n l y n i t r i t e - b o r a t e based i n h i b i t o r s a r e recomnended.
A number o f t h e products marketed by m a j o r companies a r e s p e c i f i e d on

the enclosed l i s t , together w i t h t h e necessary dosages and admixing
procedures. We recornend t h a t these d i r e c t i o n s a r e s t r i c t l y observed.
Treatment o f t h e c o o l i n g water w i t h i n h i b i t i n g o i l s i s n o t recommended,

as such treatment i n v o l v e s t h e r i s k of o i l adhering t o t h e heat trans-
m i t t i n g surfaces.
Chromate i n h i b i t o r s must n o t be used i n p l a n t s connected t o a fresh-

water genera t o r .
Evaporated c o o l i n g water i s t o be replaced w i t h n o n i n h i b i t e d water,

whereas a l o s s of water through leakage must be replaced w i t h i n h i b i t e d
water.
When overhauling i n d i v i d u a l c y l i n d e r s , a new dosage o f i n h i b i t o r must,

i f necessary, be added i n m e d i a t e l y a f t e r completing t h e job.
3. Checking o f the Cooling Water System

and the Cooling Water d u r i n g Service
I f t h e c o o l i n g water i s contaminated d u r i n g s e r v i c e , sludge o r deposits
may form. The c o n d i t i o n of t h e c o o l i n g water system should t h e r e f o r e be
r e g u l a r l y checked, e s p e c i a l l y if deionized o r d i s t i l l e d water i s n o t
used. I f deposits are found i n t h e c o o l i n g spaces, these spaces or, i f
necessary, the e n t i r e system should be cleaned.
According t o experience, a z i n c galvanized c o a t i n g i n t h e freshwater

c o o l i n g system i s o f t e n very s u s c e p t i b l e t o c o r r o s i o n , which r e s u l t s i n
heavy formation o f sludge, even i f the c o o l i n g water i s c o r r e c t l y i n h i -
b i t e d . The i n i t i a l d e s c a l i n g w i t h a c i d w i l l , t o a g r e a t extent, remove
t h e galvanized coating. Generally, t h e r e f o r e , we advise against the use
o f galvanized p i p i n g i n t h e freshwater c o o l i n g system.
The q u a l i t y o f the c o o l i n g water i s t o be checked r e g u l a r l y , i f pos-

s i b l e , once a week. The i n h i b i t o r concentration, t h e pH value, which
should be 7-10 measured a t 200 C, and c h l o r i d e concentration, which i s
normally n o t t o exceed 50 ppm (50 m g f l i t r e ) , should be determined.
-
For t h i s purpose t h e i n h i b i t o r manufacturers n o r m a l l y supnly simple

test kits.
The c o n c e n t r a t i o n o f i n h i b i t o r must under no circumstances be allowed

t o f a l l below t h a t recomnended b y t h e producer, as t h i s would increase
the r i s k o f corrosion.
The water sample f o r these t e s t s i s t o be taken from t h e c i r c u l a t i n g

system, and n o t from t h e expansion tank o r t h e p i p e l e a d i n g t o i t .
A c l e a r r e c o r d of a l l measuring r e s u l t s should be kept, s o t h a t t h e ac-

t u a l c o n d i t i o n and t r e n d of t h e system may be c u r r e n t l y a s c e r t a i n e d and
evaluated.
A sudden o r gradual i n c r e a s e i n t h e c h l o r i d e c o n t e n t o f t h e c o o l i n g
water may be i n d i c a t i v e o f s a l t w a t e r leakages. Such leakages a r e t o be
t r a c e d and r e p a i r e d a t t h e f i r s t o p p o r t u n i t y . A c h l o r i d e c o n t e n t i n the
c o o l i n g water h i g h e r t h a n t h e 50 ppm s p e c i f i e d m i g h t , i n e x c e p t i o n a l
cases, be t o l e r a t e d . However, i n t h a t case t h e upper l i m i t s p e c i f i e d by
the i n d i v i d u a l i n h i b i t o r s u p p l i e r must n o t be exceeded.
A sudden o r gradual decrease i n pH value, o r an i n c r e a s e o f the sulpha-

t e content, may i n d i c a t e exhaust gas leakage. The pH v a l u e can be i n -
creased by adding i n h i b i t o r ; however, if major q u a n t i t i e s a r e neces-
sary, t h e water s h o u l d be r e p l a c e d .
Every t h i r d month a c o o l i n g w a t e r sample should be s e n t ashore f o r l a -

b o r a t o r y a n a l y s i s , i n p a r t i c u l a r t o a s c e r t a i n t h e contents o f i n h i b i -
t o r , sulphate, and i r o n , as w e l l as t h e t o t a l s a l i n i t y o f the water.
CLEANING AND INHIBITING PROCEDURE

--
The engine must n o t be r u n n i n g d u r i n g t h e c l e a n i n g procedure, as t h i s may i n -
v o l v e t h e r i s k o f o v e r h e a t i n g when d r a i n i n g .
Degreasing
Use c l e a n t a p water f o r filling-up. The c o o l i n g water i n t h e system can be

used, i f i t does n o t c o n t a i n i n h i b i t o r s .
.Heat t h e water t o 600 C and c i r c u l a t e t h e w a t e r c o n t i n u o u s l y .
D r a i n t o lowest water l e v e l i n expansion tank.
Add t h e m o u n t o f degreasing chemi.ca1 s p e c i f i e d by t h e s u p p l i e r , p r e f e r a b l y

from the s u c t i o n s i d e o f t h e f r e s h w a t e r pump.
<
Drain t o lowest water l e v e l i n t h e expansion tank d i r e c t l y afterwards.
C i r c u l a t e t h e c l e a n i n g chemical f o r t h e p e r i o d s p e c i f i e d by t h e s u p p l i e r .
.The
. c o o l i n g water system must n o t be k e p t under pressure. Check, and r e p a i r
any leaks.
l l r a i n t h e system and f i l l up completely w i t h c l e a n t a p water, i n o r d e r t o

f l u s h o u t any o i l o r grease from t h e tank.
C i r c u l a t e the water f o r 2 hours, and d r a i n again.
I k s c a l i n g w i t h Acid S o l u t i o n
F i l l up w i t h c l e a n t a p water and heat t o 70-750 C.
Dissolve t h e necessary dosage o f a c i d compound i n a c l e a n i r o n drum w i t h h o t

water.
Be c a r e f u l - use p r o t e c t i v e spectacles and gloves.

For engines which have been t r e a t e d before t h e t r i a l t r i p , t h e lowest concen-
t r a t i o n recomnended by t h e s u p p l i e r w i l l n o r m a l l y be s u f f i c i e n t .
For untreated engines, a h i g h e r c o n c e n t r a t i o n - depending on t h e c o n d i t i o n o f

t h e c o o l i n g system - w i l l normally be necessary.
F i l l t h e drum h a l f up w i t h water and s l o w l y add t h e a c i d compound, w h i l e s t i r -

r i n g vigorously. Then f i l l t h e drum up completely w i t h h o t water w h i l e con-
t.inuing t o s t i r (e.g. using a steam hose).
Drain some water from t h e system and add t h e a c i d s o l u t i o n v i a t h e expansion

tank.
The c o o l i n g water system must n o t be p u t under pressure.
Keep t h e temperature o f t h e water between 70° C and 75O C and c i r c u l a t e i t

constantly. The d u r a t i o n o f t h e treatment w i l l depend on t h e degree o f f o u l -
ing. Normally, t h e s h o r t e s t time recommended by t h e s u p p l i e r w i l l be s u f f i -
c i e n t f o r engines which a r e t r e a t e d b e f o r e t h e t r i a l t r i p . F o r untreated en-
gines, a longer time must be reckoned w i t h . Check every hour, f o r example w i t h
pH-paper, t h a t t h e a c i d i n t h e s o l u t i o n has n o t been used up. A number o f des-
c a l i n g preparations c o n t a i n c o l o u r i n d i c a t o r s which show t h e s t a t e o f t h e a c i d
s o l u t i o n . I f t h e a c i d content i s exhausted, a new a c i d s o l u t i o n can be added,
i n which case, the weakest recomnended c o n c e n t r a t i o n should be used.
The s o l u b i l i t y o f acids i n water i s o f t e n l i m i t e d . Therefore i f , i n excep-

t i o n a l cases, a l a r g e amount i s required, d e s c a l i n g can be c a r r i e d o u t i n two
stages w i t h a new s o l u t i o n o f a c i d compound and c l e a n water. Normally t h e sup-
p l i e r w i l l s p e c i f y t h e maximum s o l u b i l i t y .
-
A f t e r completing the descaling, d r a i n the system and f l u s h w i t h water. Acid

residues can be n e u t r a l i z e d w i t h clean tap water containing 10 kg soda per ton
o f water. C i r c u l a t e the m i x t u r e f o r 30 minutes, then d r a i n and f l u s h the sy-
stem.
The c o o l i n g water system must n o t be put tinder pressure.

.-
Continue t o f l u s h u n t i l the water used i s n e u t r a l ( p a~p p r o ~ . 7 ) .
Adding o f I n h i b i t o r s .
F i l l up the c o o l i n g water system w i t h water from the evaporator t o the lowest

water l e v e l i n the expansion tank.
Weight out the q u a n t i t y o f i n h i b i t o r s s p e c i f i e d by the s u p p l i e r and dissolve

i n a clean i r o n drum w i t h h o t water from the evaporator.
Add the s o l u t i o n v i a the expansion tank t o the system. Then f i l l up t o normal

water l e v e l w i t h water from t h e evaporator.
Allow the engine t o r u n f o r n o t l e s s than 24 hours t o ensure t h a t a stable

p r o t e c t i o n of the c o o l i n g surfaces i s formed.
Subsequently, t e s t the c o o l i n g water w i t h a t e s t k i t ( a v a i l a b l e from the i n -

h i b i t o r s u p p l i e r ) t o ensure t h a t an adequate i n h i b i t o r concentration has been
obtained.
This should be check every week.
The a c i d content o f the system o i l i s t o be checked d i r e c t l y a f t e r the des-

c a l i n g w i t h acid, and again 24 hours afterwards.
--
NITRITE.BOkATE CORROSION INHIBITORS E d i t i o n 09H
Maker's minimum
Name o f Del iv e r y Recomnended
Firm
Inhibitor Form Dosage, kg/ t o n
C o o l i n g water
A t l a s Products & A t l ~ sC 11 Liquid 12
Services L t d . A t l a s C 12 Liquid 23
IKrith, Kent, England A t l a s C 14 Powder 2.5
I ) I A Prosim Rll I 1 m Powder

Vilry-sur-Scine. France
DRFW Chemical Corp. Ameroid

New York, U.S.A. DEWT-NC Powder
Gamlen Chemical Company, Gamcor NB Powder

Ilxbridge, England
llouseman Hegro C o o l t r e a t 101 Powder

Uurnham, Slough, England
Magnes Mari tec Boroni t e Powder

lnternational Inc.
Idyewater, New Jersey
1J.S.A.
Nalfloc Limited N a l f l e e t 9-121 Powder

Nortwich. Cheshire,
Ingland
The P e r o l i n Company, I n c . Formet 326 Powder

Wilton, Connecticut,
U.S.A.
Aochem ships Eq. A/S Rocor NB Powder

Oslo, Norway
"VECOM" B.V. Vecom D9Y Powder

Maassluis, H o l l a n d
I h e l i s t i s t o be used as a guide and must S u i t a b l e cleaners can

n o t be considered complete. We undertake n o r m a l l y be s u p p l i e d
no r e s p o n s i b i l i t y f o r d i f f i c u l t i e s t h a t b y these f i r m s .
might be caused by these o r o t h e r w a t e r
treathents.
Ihc f i r m s a r e l i s t e d i n a l p h a b e t i c a l o r d e r .
FRESHWATER PUMP PLATE 31701-01H1
0147 Plug screw Props k r u e

0236 Gasket Pakning
0325 Pump housing ( f r e s h - Pumpehus ( f e r s k -
water) vand)
0414 Key Feder
0503 Nut Mstrik
d 6 9 2 Impeller Lsbehjul
0781 Screw Skrue
-870 Rotating sealing Roterende pakdase
4 9 6 9 Sealing r i n g Tztningsring
Bearing housing Lejehus ( f e r s k -
(freshwater) vand)
Shaft Aksel
Circlip Lasering
Key Feder
Gear wheel Tandhjul
Lock p l a t e Sikring
Nut Mstri k
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery 2
(3
Tools
.k .
?E' . n g i n e Data
Operation of Engine
\
Trouble Tracing


I, .

Turbocharger System
b
Fuel lnjection Pump
Fuel lnjection
-
%
I
' Camshaft and Camshaft Drive

, Starting System

-
Fuel Oil System
Fuel agd Fuel Treatment
s%
m Driven Machinery
-
Tools
DRIVEN MACHINERY 318.01
DESCRIPTION Edition 05
The engine can be turned by means o f s t a r t i n g a i r . Open t h e i n d i c a t o r valves

on t h e c y l i n d e r s , depress t h e s t a r t i n g b u t t o n of t h e p i s t o n valve, and cau-
t i o u s l y open t h e shut-off valve on t h e s t a r t i n g a i r r e c e i v e r , so t h a t t h e
engine t u r n s slowly.
The engine can a l s o be turned with a b a r r i n g rod used a lever i n t h e holes
i n t h e flywheel.
3 9%
C
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
,k* -
iL.
Engine Data
b
Operation of Engine
Trouble Tracing

' Operating Gear for Inlet Valves,

b , Turbocharger System
Fuel lnjection Pump
Fuel lnjection
I Control and Safety Systems

I Starting System

-
I Fuel Oil System

1/ E:
Driven Machinery
Tools
TOOLS 319.51
TIGHTENING-UP INSTRUCTIONS E d i t i o n 06
HYDRAULIC TIGHTENING
Plate 31951
Nu15 on studs provided w i t h threaded ends f o r a h y d r a u l i c tensioning t o o l may

be loosened and tightened only w i t h the special t o o l s supplied. P l a t e 31951
i l l u s t r a t e the design and use o f a h y d r a u l i c t o o l .
The hydraulic t o o l s c o n s i s t of a jack w i t h i n t e r n a l thread t o s u i t the draw

thread on the stud o r b o l t , and a spacer r i n g (base) which i s t o be placed
under the jack and around the n u t t h a t i s t o be loosened o r tightened. The
jack i s connected t o a high-pressure pump. which i s set t o d e l i v e r hydraulic
o i l a t the pressure indicated on the j a c k and i n the data sheets f o r the en-
gine plant. The stud o r b o l t concerned i s thereby lengthened t o the o i l pres
sure applied and the p i s t o n area, and the n u t can be loosened o r tightened,
respectively, w i t h the a i d o f a t o m y bar.
The jacks must never be overloaded o r exposed t o blows o r impacts. They are
marked w i t h a "Max. l i f t " , which must n o t be exceeded.
i n the hydraulic t o o l s which a r e so designed t h a t the pressure i s r e l i e v e d a t

the bottom o f the pressure chamber i n the event t h a t the "Max. l i f t " l i m i t i s
exceeded, the o i l w i l l be' pressed o u t i n t o the space between the stud and the
spacer r i n g .
When the pressure i s r e l i e v e d i n t h i s way, the lowermost sealing r i n g w i l l i n
most cases be damaged. Therefore inspect and, i f necessary, replace t h i s sea-
l i n g ring.
The o i l which i s used must be pure hydraulic o i l o r t u r b i n e o i l . O i l s such as,

f o r instance, l u b r i c a t i n g o i l (system o i l ) o r c y l i n d e r l u b r i c a t i n g o i l must
NOT be used as these o i l s are normally a l k a l i n e which can damage the suppor-
t i n g rings.
NOTE: WHEN USING HYDRAULIC TOOLS EYE PROTECTORS SHOULD BE USED.
a. Dismounting o f nuts.
1. Carefully clean the draw thread, the n u t and the surrounding parts.
Grease the draw thread w i t h copaslip, molycote o r w i t h a graphite and o i l
mixture.
.2. Position the base around the n u t i n such a p o s i t i o n t h a t the tomny bar can
be used through the s l o t o f the base f o r unscrewing the nut, and so that
:.he .ni 11i n g f o r the f e e l e r blade i s turned towards the contact face f o r
the :rt.
TOOLS
Screw the jack on t o the draw thread and a d j u s t so, t h a t t h e clearances (S)
between the p i s t o n and the c y l i n d e r , t o provide f o r c o n t r a c t i o n o f the
holtfstud, i s approximately o n e - t h i r d o f the "Max. l i f t " stamped on the
tool .
Check t h a t the c y l i n d e r i s t i g h t against the base and t h a t the base i s g u i -
ded i n the recess o f the c y l i n d e r .
Connect high-pressure pump t o the quick coupling on the jack, loosen the
venting screw, and f i l l up w i t h o i l u n t i l i t flows out of the venting screw
without a i r bubbles, whereafter the venting screw should be closed
Now r a i s e the o i l pressure t o the pressure stated on the jack. I f the nut
cannot be loosened w i t h the pressure, increase the pressure slowly while
continuing t o see whether the n u t has loosened by means o f the tomny bar.
however, the pressure must n o t exceed the stated pressure by more than 10%.
If the nut i s s t i l l not loose, t e s t w i t h a 0.05 mn f e e l e r blade whether the
nut i s clear o f the support. I f the n u t i s c l e a r but cannot be loosened.
reduce the pressure u n t i l the blade can j u s t be i n s e r t e d under the nut.
whereafter t r y t o loosen the n u t by knocking the tomny bar. I f the nut i s
not c l e a r o f the support, i t must be presumed t h a t the n u t has been t j g h t e -
ned w i t h a wrong pump pressure, so the pump pressure must again be increas-
ed u n t i l the nut can be loosened.
Examine the b o l t and nut f o r deformities and check the manometers o f the
pump.
Uy means o f the tommy bar, screw the n u t upwards and check t h a t i t does not
go against the c y l i n d e r of the jack.
Relieve the o i l pressure from the system.
Remove the connection t o the pump and dismount the h y d r a u l i c jack.
Tightening o f nuts
Carefully clean the draw thread, the n u t and the surrounding parts.
mixture.
Screw the nut on the thread and t i g h t e n l i g h t l y w i t h the tomny bar, check
w i t h 0.05 mn f e e l e r blade t h a t i t l i e s t r u e around the whole circumference.
Place the base around the n u t i n such a p o s i t i o n t h a t the tomny bar can be
used through the s l o t of the spacer r i n q when t i g h t e n i n g the n u t and so
t h a t the m i l l i n g f o r the f e e l e r blade i s turned towards the contact face
f o r the nut.
Press the p i s t o n and the c y l i n d e r f i r m l y together. Screw the hydraulic jack

on t o the draw thread. Make sure t h a t the c y l i n d e r o f the jack bears f i r m l v
against the spacer r i n g and t h a t the p a r t s are guided c o r r e c t l y together.
r
TOOLS 319.53
The h i g h - p r e s s u r e pump i s t o be connected t o t h e q u i c k c o u p l i n g on t h e

jack, t h e v e n t i n g screw loosened and t h e pump f i l l e d w i t h o i l u n t i l i t
flows o u t , w i t h o u t a i r bubbles from t h e v e n t i n g screw, w h e r e a f t e r t h e ven-
t i n g screw i s t o be c l o s e d .
Now r a i s e t h e o i l pressure i n t h e j a c k t o t h e s t a t e d pressure, w i t h maxi-

mum d e v i a t i o n + 21
0
T i g h t e n t h e n u t l i g h t l y w i t h t h e tomny b a r through t h e s l o t i n t h e base

and check t h a t i t l i e s t r u e a g a i n s t t h e c o n t a c t f a c e by means o f t h e 0.05
mm f e e l e r blade.
The o i l pressure i n t h e system can now be r e l i e v e d , t h e connection t o t h e

pump removed and t h e j a c k dismounted.
A f t e r t i g h t e n i n g new s t u d s o r b o l t s f o r t h e f i r s t time, do n o t remove t h e

j a c k b u t loosen t h e n u t as s t a t e d under "dismounting o f n u t s " items 5 t o 7.
Then t i g h t e n t h e n u t a g a i n as s t a t e d i n items 6 t o 8. T h i s i s done t o r e -
duce t h e e f f e c t s f r o m permanent deformations, i f any, on t h e c o n t a c t faces
and i n t h e studs ( b o l t s ) from t h e f i r s t t i g h t e n i n g .
Maintenance
The h y d r a u l i c t o o l s r e q u i r e no maintenance except exchange o f s e a l i n g r i n n s

on r a r e occasions. Each r i n g groove i s p r o v i d e d w i t h an o - r i n g and a sup-
p o r t i n g r i n g . When exchanging r i n g s , i t i s i m p o r t a n t t o f i t them so t h a t
t h e s u p p o r t i n g r i n g s a r e f u r t h e s t away from t h e p r e s s u r e chamber as shown.
Before assembling p i s t o n and c y l i n d e r again, check t h a t t h e s l i d i n g faces
a r e c l e a n and w i t h o u t scores. The presence o f metal p a r t i c l e s would r u i n
t h e s e a l i n g r i n g s . When assembling p i s t o n and c y l i n d e r , use t h e t o o l
31951/0140. The o i l which i s used must be pure h y d r a u l i c o i l o r t u r b i n e
o i l . O i l such as, f o r instance, l u b r i c a t i n g o i l (system o i l ) o r c y l i n d e r
l u b r i c a t i n g o i l must NOT be used as these o i l s a r e n o r m a l l y a l k a l i n e which
can damage t h e s u p p o r t i n g r i n g s .
T i q h t e n i n g w i t h t o r q u e spanner
Before t h e n u t s a r e screwed on, t h e threads and t h e c o n t a c t faces should

be greased w i t h a m i x t u r e o f g r a p h i t e and o i l i n t h e p r o p o r t i o n 1 : l o r
w i t h "Molykote" grease, t h e t i g h t e n i n g torques b e i n g based on a c o e f f i -
c i e n t o f f r i c t i o n i n t h e threads.
The n u t s should f i t e a s i l y on t h e thread, and i t should be checked t h a t

they bear on t h e e n t i r e c o n t a c t face.
I n t h e case o f new n u t s and studs, t i g h t e n and loosen t h e n u t s 2 o r 3 t i -

mes so t h a t t h e t h r e a d may assume i t s d i f i n i t e shape, thus o b v a i t i n g t h e
r i s k loose nuts.
TOOLS 319.54
- IIGHTENING-UP INSTRUCTIONS E d i t i o n 06
Nuts secured w i t h a s p l i t p i n are tightened t o the s t a t e d torque and then

t o the next s p l i t - p i n hole.
The following i n s t r u c t i o n s apply t o the use and maintenance o f torque

spanners:
Rahsol torque spanner
The handle o f the torque spanner i s provided w i t h a scale i n d i c a t i n g the

torque a t which the spanner can be set.
For s e t t i n g the spanner a t the torque required, there i s a b a l l on a smal

a n a t the end o f the handle.
When p u l l i n g the b a l l w i t h the a n outwards, a small crank handle i s f o r -

med.
A spring-loaded s l i d e i n the handle i s provided w i t h a mark which, when
turning the crank handle, can be s e t a t the required torque on the scale.
The torque spanner functions as follows:
The above-mentioned s ~ r i n qacts an a awl system i n the handle. and when

using the spanner, t h i s pawl system w i l l be- released when the i r e - s e t t o r -
que has been reached, a t which moment a small j e r k i s f e l t i n the spanner
and a small c l i c k i s heard.
The torque spanner must n o t be used f o r torque higher than those stamped
on i t , and i t must n o t be damaged by hammering on i t o r the l i k e .
TOOLS 319.55
APPLICATION AN0 OESIGNATION OF TOOLS E d i t i o n OlH

Paae 1 ( 5 )
The contents o f t h i s l i s t o f t o o l s are a sumnary o f STANDARD TOOLS f o r normal

maintenance, EXTRA TOOLS f o r reconditioning. TOOLS f o r LOW DISMANTLING HEIGH.
and HAND TOOLS which can be supplied from HYUNDAI HEAVY INDUSTRIES CO., LTD
ENGINE & MACHINERY O I m I O N . Thus, t h e l i s t comprises the t o t a l e x t e n t of
t o o l s a v a i l a b l e f o r t h i s engine type.
For each s p e c i f i c p l a n t , t h e amount o f t o o l s d e l i v e r e d depends i n t h i s respect

on c o n t r a c t u a l s p e c i f i c a t i o n s .
The t o o l s l i s t e d are assembled i n s e c t i o n s corresponding t o the s p l i t - u p o f

the i n s t r u c t i o n book and t o t h e s e c t i o n t o which t h e t o o l s apply.
Iiowever, some t o o l s , such as hand t o o l s , torque spanners, h y d r a u l i c t o o l s etc.,

may a l s o be used i n o t h e r a p p l i c a t i o n s . Information about e x a c t use o f the
t o o l s appears from t h e r e l e v a n t s e c t i o n s i n t h e i n s t r u c t i o n book.
Not o n l y are special t o o l s which might be p a r t o f t h e HYUNDAI HEAVY INDUSTRIES

CO.LTD ENGINE & MACHINERY DIVISION, supply mentioned o r i l l u s t r a t e d i n
d e s c r i p t i o n s o f overhaul procedures, b u t a l s o c m o n hand t o o l s and machining
t o o l s which a r e u s u a l l y a v a i l a b l e on board ships.
I n the f o l l o w i n g , the t o o l s a r e marked according t o the group t o which they be-

1ong .
STANDARD TOOLS a r e marked : S
EXTRA TOOLS a r e marked : E
TOOLS FOR LOW DISMANTLING and HAND TOOLS a p p l y t o separate paragraphs (319.56
and 319.57) i n the l i s t .
TOOLS 319.55
E d i t i o n 01H
APPLICATION AND DESIGNATION OF TOOLS Page 2 ( 5 )
5 : Standard Tools
No. Plate Item
E : E x t r a Tools off No. No.
-
Section 3 0 5
Au to1 og 1
H y d r a u l i c t o o l f o r main b e a r i n g
studs, complete 1
Lever 2
Dismantling t o o l f o r bearing s h e l l s 1
Supporting t o o l 2
Wire f o r b e a r i n g cap 2
Turning r o d 1
D i s t r i b u t i n g piece 1

Section 3 0 6
S D i s t r i b u t i n g piece 1
S Hose 4
S Hose 1
S H y d r a u l i c j a c k , complete 1
S O i l pump 1
S Support 1
S L i f t i n g b r a c k e t f o r c y l i n d e r head 1
. S D i s m a n t l i n g t o o l f o r valves, complete 1
S Wrench f o r r i n g n u t , f u e l v a l v e l i n e r 1
S G r i n d i n g mandrel f o r f u e l v a l v e l i n e r 1
TOOLS 3.19.55
E d i t i o n OlH
5 : Standard Tools
No. Plate 1 tem
E G r i n d i n g machine f o r valve seats
E Dismantling t o o l f o r valve seat r i n g s
E Disc
E Mounting t o o l f o r v a l v e s e a t r i n g s
S Handle
S Grinding d i s c
E Grindstone
E Honing brush
E Waste t r a y . complete
S Grinding t o o l
S L i f t i n g t o o l f o r c y l i n d e r l i n e r . complete
E Work t a b l e f o r c y l i n d e r head
Piston a n d Connecting Rod

Section 307
S I n t e r n a l 1 i m i t gauge, complete
5 Guide r i n g f o r p i s t o n
S Retaining t o o l f o r c y l i n d e r l i n e r
S P i s t o n r i n g opener
S Seegers forceps
. S Guide p i n
E E x t r a c t o r t o o l , complete
S Eye screw
TOOLS 319.55
s : Standard Tools
No. Plate 1 tem
E : Extra Tools off No. No.
-
S Shackle 1 30761 1231
O p e r a t i n g G e a r f o r I n l e t Valves,
Exhaust V a l v e s a n d F u e l I n j e c t i o n Pumps
Section 308
S Wrench f o r t h r u s t piece i n f u e l
pump r o l l e r guide 1 3085 1 0 152
E G r i n d i n g machine 1 30851 024 1
S Feeler gauge f o r i n l e t valve 2 30851 0330
S Feeler gauge f o r exhaust valve 2 30851 0429
Turbocharger System
Section 309
E Cleaning v e s s e l , complete 1 30951 0834
S Spanner 1 3090% 20'10
Fuel Injection Pumps

Section 310
S Special spanner f o r f a s t e n i n g f o r
f u e l pump 1 31051 0290
Fuel lnjection
Section 3 1 1
S Extractor f o r f u e l valve 1 31151 0148
E G r i n d i n g r i n g f o r v a l v c scat 1 31 151 0237
. S Testpump,complete 1 31152 0117
S Cleaning needles i n packing tube, compl. 1 31152 0751

,-
TOOLS 319.55
E d i t i o n 01H
APPLICATION AN0 DESIGNATION OF TOOLS Pane 5 ( 5 )
S : Standard Tools
Yo. Plate Itern
E : E x t r a Tools ~ f f No. No.
-

Section 3 12
S P i n gauge 1
S P i n gauge 1

Section 313
S Spanner f o r a d j u s t i n g t h e
overspeed t r i p 1

Specification and Treatment of Lub. Oil
Section 3 15
E R o l l e r mandrel 1
Tools
Section 3 19
S Max pressure i n d i c a t o r 1
S Torque spanner 1
S Torque spanner 1
S Compression t o o l 1
. !j Magnifier 1
.-
TOOLS 319.56
Edition OlH
SPECIAL TOOLS FOR LOW DISMANTLING HEIGH Paae 1 ( 1 )
Cylinder H e a d and Cylinder Liner

S e c t i o n 306
For l i f t o f c y l i n d e r l i n e r :
No. Plate Item
off No. No.
-
L i f t i n g t o o l , complete 1 30662 0182
Piston and Connecting R o d

Section 307
For l i f t o f p i s t o n and connecting rod:
C o l l a r f o r connecting rod, complete 30 76 1 1329
Shackle f o r p u l l l i f t 30761 1507
P u l l l i f t , complete 30 76 1 0162
TOOLS 319.57
E d i t i o n O1H
HAND TOOLS ( E X T R A T O O L S )
Page 1 ( 2 )
Tools lo. '1 a t e Item

Section 3 19 l-
ff No. No.
-
Set o f open end spanner. comprising: 1
Spanner 1 2310
Spanner 1 2312
Spanner 1 2313
Spanner 1 2314
Spanner 1 2317
Spanner 1 2319
Spanner 1 2322
Spanner 1 2324
Spanner 1 2327
Spanner 1 2330
Spanner 1 2332
Spanner 1 2336
Spanner 1 2341
Spanner 1 2346
Spanner 1 2350
Set o f socket spanners, small s e t .

comprising: 1 0100
Ratchet
S l i d e T-handle
Universal j o i n t
Extension
Extension
Socket
Socket
Socket
Socket
Socket
Socket for internal hexagon 5 mn

Set o f socket spanner. l a r g e s e t .

comprising: 1 0 150
Ratchet 20 mn
S l i d e T-handle 20 mn
Con t .
TOOLS 319.57
E d i t i o n 01H
HAND TOOLS ( E X T R A T O O L S ) Page 2 ( 2 )
No. Plate l tern

off No. No.
Universal j o i n t 20 mn
-
Extension 20.0200
Ex t e n s i o n 20.0400
Socket 24 mn
Socket 27 mn
Socket 30 mn
Socket 32 mn
Socket 36 mn
Socket 41 mn
Socket f o r i n t e r n a l hexagon 14 mn
Sct o f socket wrenches f o r i n t e r n a l hexagon,

comprising: 1 0160
Socket wrench 7 nm
Socket wrench 12 mn
Socket wrench 14 mn
Socket wrench 17 mn
Socket wrench 19 mm
Set o f socket wrenches f o r i n t e r n a l hexagon.

comprising: 1 0161
Socket wrench
Socket wrench
Socket wrench
Socket wrench
Socket wrench
Socket wrench
Socket wrench
Socket wrench
Socket wrench
P l i e r f o r l o c k r i n g , angle 1 0110
P l i e r f o r lock r i n g . s t r a i g h t 1 0119
P l i e r f o r lock r i n g , s t r a i g h t 1 0120
\
- Wollung C a d 319-1
PW 112) Max. Pressure Indicator E~1m0111
General
I
Salely precaulions: Speclal l o o k :
O Stopped englne Ptale rm llcn~

no Nolr?
0 Shut-offstaflq alr
fl Shut-offcoolmg water
0 Shul off fuel 011
Shut-offcool~ngod
0 Stopped lub 011c~rcul
I Descriplion:
Operation.
Overhaul intervals tiand loots:
D~srnantlmg, overhaul and assembly
Allen key, 3 and 6 rnm
Starling posilion:
I Related procedure:
Man power: Replacement and wearing parts:
Work~ngtime . xxx Hours Plate no tlem no Oly pr cyl

Capacity : xxx man
I Data:
See plate 31956 01 H
Data lor pressure and tolerance

Data for torque mmenl
Oeclaratmn UI weight
1 EdbmOlH
319-1 1 Max. Pressure Indicator
WorLlng C r d
Paom 2 121
General
Operating:
1) Open the indicalor valve and blow through

sholtly.
2) Connecl lhe max. pressure indicator lo the

indicalor valve, and open lhc valve.
3) Afler 3-5 seconds seconds read the max

pressure on the gauge.
The measuring period should not exceed 30 se-

conds.
4) Close the indicalor valve and open the valve

screw (5). lig. 1
5) Disconnccl the nlax pressure ind~calorand

I Hou6mg 2 Allen saw
close the valve screw.
3 Scalmg 4 Screw
5 Valve screw
6) Carry on measuring lhe remaining cyl~nders
Overhaul Inlervals:
1 ) Aller 200 measuring periods dismounl and 4 ) Aller separaling ol [lie upper and lower pa0
clean !he non-relurn valve. II the pressure drop lake 011 !he non.relurn valve assembly.
wilhin 60 seconds is higher lhan 5 bar (lesl pressure
100 bar) we recommend lo relap the non-relurn 5) Lap lhe valve and the valve seal
valve
6) Renew the sealtng nng (3) and screw (2), il
2) Aller 1.000 measuring periods or after 12 necessary.
monlh use check the pressure gauge.
7 ) When mounling lhe upper and lower pad
please lake care lo use original screws only.
Attenlion: For lesling the pressure drop and the
pressuregaugeuseonly exhausl gasor nitrogengas 8) Coallhescrew (2) wilhmolykoleandtighlento
and never oil.' In caseof usingoil c a h n willdeposil 10 Nm.
inside the measuring inslrumenl.
9) Aller assembly the inslrumenl can be used
wilhout any new calibralion.
Dismantling and Assembly.
1) Dismount the valve screw (5). fig. 1 Check o l the pressure gauge:
2) Turn the screw (4) inlo the instrument lo 10) Testing of the instrument should only be made
ens@ dismounting of Ihe housing (I). by experts, so we recommend to send the instru-
ment to HYUNDAI HEAVY INDUSTRIES CO. LTD.
3) Loosenthe screw (2) (4 pieces) lor separating ENGINE & MACHINERY DIVISION for calibration.
upper and lower part.
-
TIGHTENING-UP INSTRUCTIONS PLATE 31951 -03
Ouick coupling
Pulling thread
Venting screw
Piston
Cylinder
Sealing rings
Base
Tommy bar
Nut
Stud or bolt
0140 Compression tool Samnenpresnings-

verktej
TOOLS ( E X T R A TOOLS) PLATE 31953-05H
Combined box and open-ended spanner

Tolns 'LATE 31953-O5H
Item No.
Spanner Negle
Spanner Negle
Spanner Negle
Spanner Negle
Spanner Negl e
Spanner Negle
Spanner Negle
Spanner Negle
Spanner Negle
Spanner Neg 1 e
Spanner Negle
Spanner Negle
Spanner Negle
Spanner Negle
Spanner Negle
TOOLS (EXTRA TOOLS) PLATE 31954-03H
TOOLS PLATE 31954-03H
item No.
Socket spanner. Topnagleset, l i l l e

small s e t
Socket spanner. Topnegleset, s t o r t
large set
Socket wrench s e t f o r Unbraconeglesaet,
i n t e r n a l hexagon. komplet
complete
Socket wrench s e t f o r Unbraconaglesaet
i n t e r n a l hexagon
,
Tool s PLATE 31555-08li

Tools PLATE 31955-03H
P I h lor lock rlna
P l h tor ID& rho

PU.r lor lDcr r k g
Torqw m p m r
!a%120Nrn.
15-wb.n
PU.r tor lock rlng
,-
PW
pq.1(2)
Max Pressure Indicator 31956-01H
General
P(lb
Max. Pressure Indicator P ~ Oz (2)
Non return valve.

complde incl. scab
mnd housing screws
Conmting nut
*Kt. we*= 101
-
TOOLS PANEL (EXTRA TOOLS) PLATE 3 1 9 6 0 - 0 l H
TOOLS PANEL (EXTRA TOOLS) PLATE 31960-01H
Item No.
L i f t i n g straps f o r Mire f o r l e j e o v e r f a l d
main bearing
Torque spanner Momentnegle
P i n wrench - h i g h pres- Negle f o r h e j t r y k s r e r
sure f u e l pipe
T - handle Hdndtag
P i n spanner Tapnegle
Ring inpact spanner Slagnegle
Spanner f o r s t a r t i n g Negle f o r s t a r t e l u f -
a i r pipe rer
Seegers forceps Tang f o r s i k r i n g s r i n g
Piston r i n g opener Stempelringstibner
Turning r o d Ternestang
Eyebolt f o r p i s t o n B j e b o l t f o r steinpel
Levers f o r main Vzgtstang f o r hoved-
bearing caps lejeoverfald
Extractor f o r f u e l Trekverktej f o r br.
va 1ve ventil
Tools f o r lub. o i l Valsedorn f o r smere-
cooler 01 i e k e l e r
Holding n u t Holder
Guide tube Styrerer
Tool panel Varktejspanel
'I

-
---
TOOLS PANEL (EXTRA TOOLS) PLATE 31961-0th
Benaevnelse
--. ..-.
Waste t r a y f o r honing Tragt f o r honing

Mounting d r i f t - Monteringsvwktoj -
valve seat rings v e n t i 1saderinge
Extractor - valve Aftrekker - ventil-
seat r i n g scmder ing
Grinding tool f o r Slibevarktnj for h r .
seat f o r fuel valve v e n t i 1sade
Tool panel Vacrktajspanel
Grinds tone S l ibesten
-
Tools PANEL (EXTRA TOOLS) PLATE 31962-01H
A)FYUNDPI -a
Item No.
01 Wrench Negle
02 Socket spanner Topnegl e
04 Check p i n Kontrolpind
05 Retaining t o o l - Modkold - c y l i n d c r -
cylinder l i n e r forinq
07 Guide r i n g f o r p i s t o n S t y r e r i n g f o r stcmpel
08 P i n gauge f o r crank- Sparrndl for. krumtap
shaft
09 P i n gauge f o r cam- Spzrmdl f o r s t y r e -
shaft aksel
10 L i f t i n g tool f o r Lsfteverktej for
c y l i n d e r 1i n e r cylinderforing
11 Grinding handle f o r Slibevzrktej for
12 Mounting t o o l f o r Monteringsverktej f o r
valves ventiler
13 Guide f o r main bearing Styr f o r lejeoverfald
17 Tool panel Vdrktsjspanel
18 Grinding r i n g f o r Slibering f o r brwd-
f u e l valve ventil
19 Feeler gauge Sager
Instructions for plants based on engine type 23
The i n s t r u c t i o n s e a r n t h e purpose t o provide general information f o r

operation and maintenance t o d e s c r i b e t h e design and t o be used f o r
r e f e r e n c e when o r d e r i n g s p a r e p a r t s .
R e l i a b i l i t y and o p e r a t i o n economy of t h e p l a n t w i l l t o a g r e a t e x t e n t
depend on c o r r e c t o p e r a t i o n and proper maintenance.
Therefore i t i s e s s e n t i a l t h a t t h e engine room personnel i n a d d i t i o n t o
b a s i c knowledge of d i e s e l engine machinery i n s t a l l a t i o n s i s f u l l y acquain-
t e d with t h e c o n t e n t s of t h e i n s t r u c t i o n s .
The i n s t r u c t i o n s c o n s i s t of 2 volumes d e s i g n a t e d P a r t I r e s p e c t i v e l y
P a r t 11.
P a r t I i s t h e b a s i c i n s t r u c t i o n manual f o r t h e p a r t i c u l a r engine supplied

-plant-adapted information such a s p r i n c i p l e media-system drawings.
The basic i n s t r u c t i o n manual i s subdivided i n s e c t i o n s . In t h e s e c t i o n s

301-304 a r e s t a t e d v a r i o u s data f o r engine performance, operation and
maintenance.
The s e c t i o n s 305-318 deal with media systems and main components assem-
blies.
Each of t h e s e c t i o n s comprises a general d e s c r i p t i o n , overhauling proce-
d u r e s , component i l l u s t r a t i o n s and p a r t s l i s t s .
When designations with a " D M a r e used in drawings o r t e x t they r e f e r t o

s e c t i o n and item No. i n main s e c t i o n 301 DATA. Example 0 305-1 r e f e r s
t o s e c t i o n 305, item 1 , i n main s e c t i o n 301 DATA.
-
Section 319 d e a l s with t o o l s .
In d e s c r i p t i o n s of overhaul procedures a r e mentioned o r i l l u s t r a t e d not
only s p e c i a l t o o l s d a t a which might be p a r t of our d e l i v e r y , b u t a l s o
common hand t o o l s and machining t o o l s , which u s u a l l y a r e a v a i l a b l e on
board s h i p s .
The amount of t o o l s , d e l i v e r e d according t o c o n t r a c t f o r each s p e c i f i c
p l a n t appears from t h e plant-adapted l i s t of t o o l s .
. P a r t I1 comprises d e t a i l e d information of a u x i l i a r y and a n c i l l a r y equip-

m e n t o m s u b s u p p l i e r s , comprising components such a s turbocharger, engine
iovernor and f i n a l plan drawings i n c l . t e s t bed r e p o r t s .
Instructions for Plants based on Engine Type 23
The instructions earn the purpose to provide general information for operation and maintenance.
to describe the design and to be used for reference when ordering spare parts.
Reliability andoperation economy of the plant will toa great extent depend oncorrect operation and
proper maintenance.
Therefore it is essential that the engine room personnel in addition to basic knowledge of diesel
engine machinery installations is fully acquainted with the contents of the instructions.
The instructions consist of 2 volumes designated Part I respectively Part II
The fie4five sections (301 - 304) of the book sewe as a guide on the operation of the engine, and
the next fourteen sections (305 - 318) contain technical descriptions, spare parts illustrations with
pertaining parts lists as well as ovehauling procedures.
The engine is divided into a number of main components/assemblies, each of which is described
in a section of this book (section 305-319). Each of these sections starts with a short technical
description,followed by ovehauling procedures,later spare parts illustrations and spare parts lists
are to be found.
Indescriptionsof overhaul procedures are mentionedor illustratednot only special tools data which
might be part of our delivery, but alsocommon hand tools and machining tools, which usually are
available on board ships.
The amount of tools, delivered according to contact for each specific plant appeals from the plant-
adapted list of tools.
CROSS SECTION VIEWED FROM FRONT PLATE 3 0 0 0 0 - 0 7 H
- DEFINITIONS FOR IN-LINE ENGINES 1985.12.05
DESIGNATION OF CYLINDERS, ENGINE SIDES AND

DIRECTION OF ROTATION
* 4 Flywheel end
Front end
I
E x h a u s t s i d e / Right side
Control side / Camshaft side / L e f t side
L e f t side Right side
Anti-clockwise C l o c k w i s e Rotation
Rotation (Standard)
u
Engine viewed from F l y w h e e l End
7
3
' Engine Data

4
-Si
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel Injection Pump
Fuel lnjection

Starting System

Specification
--
and Treatment of Lubricating Oil
-
Fuel Oil System

Driven Machinery
Tools
k Engine Data
3
Operation of Engine
Trouble Tracing

a
' Turbocharger System
Fuel lnjection Pump
Guel lnjection

Starting System

Fuel Oil System
Fuel 2nd Fuel Treatment
1 .
Driven Machinery
I:'
I* Tools
ENGINE DATA D30 1
Edition 06H
DIESEL ENGINE - MAIN DATA Data 1 I l i
Cycle 4-stroke
Configuration In-line
Cyl. Nos. available 54-74
Power range 525-1280 kW (715-1740 BHP)
Speed 72017501900 rpm
Bore 225 mm
Stroke 300 mm
Strokelbore ratio 1.33:l
Piston area per cyl. 398 crn2
Swept volume per cyl. 11.9 1tr.
Compression ratio 131
Max. combustion pressure 130 bar
Turbocharging principle Ccnstaflt pressure system and intercooling
Fuel quality acceptance HFO up to 7W cSU5O' C (BSMA 1W-M9)
7
Flexible power lay-out Available in MCR and ECR version
Power!ay-out tACR version ECR version UCR venton
Speed v 7 a 7% 720 750
Mean plslon speed msec 7.2 7.5 7.2 7.5
Mean eflsctve pressure / bar 1 18.2 1 18.1 1 14.7 1 14.7
Mar. mmbusuan pressure

I
medoad raung (10%) allowable in 1 hour for ever/ 12 hours
150 115 120 1 76

BHPIcvl. 205 160 165 239
ENGINE DATA
Edition 07H
STARTING OF ENGINE Data 1 ( 1 )
S t a r t i n g a i r p r e s s u r e , normal ............. 25 - 30 b a r
S t a r t i n g a i r p r e s s u r e , minimum ............ 7 bar
S t a r t i n g a i r pressure a t engine i n l e t , normal . 7 - 9 bar

-
OPERATING DATA 0303
E d i t i o n 21H
MARINE GENSETS Data 1 ( 2 )
Normal V :at Full load Alarm Set point Autostop o l engine

-
ubricating Oil System
&np. before m d e r SAE 30 TI 20 60-70' C TAH 20 90-C
waet engine) SAE 40 TI 20 65-75' C TAH 20 IM" C
'em . aner m d e r SAE 30 TI 22 45-600 C TAH 22 75' C TSH 22
&engine) SAE 40 TI 22 50~65'C TAH 22 85' C TSH 22
'ressure a l l n fliler (mlet eng) PI 22 3-4 bar PAL 22 3 bar PSL 22
ilevated pressure i. when
enhfllg.4 hler msdied Pi 22 4-5 bar PAL 22 4 bar PSL 22
'reswre drop across filter )AH 21-22 0.5-1 bar 'DAH 21-22 1.5bar
'relubticatin PI 25 0 54.8 bar LAL 25 I Cwel switch
'ressure ink? R=ger PI 23 1 . 3 - 1 7 bar
ub. 04, level in base hame \L 28RAH 213 lorubigh level

'emp. main beatings TE 29 75~85'C TAH 29 95' C
:uel Oil System

>ressurealter filter MW PI 40 2-3 bar PAL 40 15bar
HFO PI 40 (A) PAL 40 4 bar
%el MI leaking otl LAH 42 leakage
h l i n g Water System
'(as LTclrurit. inlet engine PI 01 1-2.5bar PAL 01 0 4 bar + ( 8 )
'r-. HT-~irar~t.
Inlet engine PI 10 1-30bar PAL 10 0 4 bar + (8)
remp HT-draril. mlct engine TI 10 6075' C
remp. HT4rarn. outlet cy. units TI 11 70-85' C
lemp. HTurwit, ouUel e n g m TAH 12 90' C TSH 12
remp raise aaoss cg, units Max. 10'C
Exhaust Gas and Charge Air

Fxh. gas temp. belore TC TI 62 425-475' C TAH 62 W C
:xh. gas temp. outlet cvl. TI 60 TDAH 60 average !
ixh. gastemp. aner TC TI 61 275-350' C TAH61 W'C
2h. air press. alter moicr PI 31 2-2.5 bar
:h. ah temp. aner mole, TI 31 35-55' C TAH31 65' C (C)
:h w temp an. cooler V2m2A TI 51 55-75' C TAH 31 85' C
Campressed Air Syslem

Press. inlet englne 2m2A PI 70 7-9 bar PAL 70 7 bar
Press. inlet e n g m 2300 PI 70 7-9 bar PAL 70 7 bar
Speed Control System

GenSets lot 60 Hz SI 90 720 rpm SAH 81 820 rpm SSH 51
Gens& for 50 H z 855 rpm S H 81
-SI 90 750 rpm SAH 81
-
S p e c i f i c p l a n t s w i l l n o t c o m p r i s e a l a r m equipment and a u t o s t o p f o r a l l p a r a m -
t e r s 1 i s t e d above.
F o r s p e c i f i c p l a n t s , see s e c t i o n 313.
F o r remarks t o some p a r a m e t e r s , see o v e r l e a f .

OPERATING DATA D303
Edition 2111
MARINE GENSETS Data 2 (2)
Remarks t o individual Parameters
A. Fuel Oil Pressure, HFO-operation.
When operating on HFO, the system pressure must be s u f f i c i e n t t o depress any

tendency t o g a s i f i c a t i o n of the hot f u e l .
The system pressure has t o be adjusted according t o the fuel o i l preheating

temperature.
B. Cooling Water Pressure, Alarm Set Points.
As the system pressure in case of pump f a i l u r e will depend on the height of

the expansion tank above the engine, the alarm s e t point has t o be adjusted to
0,4 bar plus the s t a t i c pressure.
C. Charge Air Temperature, Alarm Set Point. ( O P T I O N )
For ICS-engines the alarm s e t point has t o be adjusted t o 70'~.

- ENGINE DATA 0305
~~ ~- ~ ~ ~~~
-
E d i t i o n 15H
BEDPLATE, FRAME, MAIN BEARINGS, CRANKSHAFT, ETC. Data 1 ( 4 )
Index
C l e a r a n c e i n m a i n b e a r i n g (new) 0.20 - 0.30 rrvn - 1

Tightening o f n u t s f o r main b e a r i n g cover 700 b a r - 2
T i g h t e n i n g o f s i d e screws f o r m a i n b e a r i n g c o v e r 300 Nm - 2b
T i g h t e n i n g o f n u t s f o r g e a r wheel
on c r a n k s h a f t , a f t . 40 Nm - 3
T i g h t e n i n g o f screw f o r c o u n t e r w e i g h t 250 Nm. - 4
MEASUREMENT OF CRANKTHROW OEFLECTIONS BY MEANS OF DIAL INDICATOR (AUTOLOG)
Crankthrow d e f l e c t i o n = D i f f e r e n c e i n d i a l i n d i c a t o r readings
i n two d i a m e t r i c a l l y opposite crankthrow
positions,
i.e. two p o s i t i o n s displaced 180'
Vertical deflection = Difference i n top-bottom readings

H o r i z o n t a l d e f l e c t i o n = D i f f e r e n c e i n s i d e - s i d e readings
I VERTICAL AND HORIZONTAL DEFLECTIONS OF CRANKTHROWS

Unless otherwise s t a t e d the values r e f e r t o c o l d engine
For new o r realigned aggregate Aim for

+- 31100 m
Acceptable
+- 51100 mm
For aggregate i n s e r v i c e realignment +-
i s recommended i f d e f l e c t i o n s exceed 81100 nm~
I (. VERTICAL DEFLECTION OF CRANKTHROW AT FLYWHEEL
I Unless otherwise s t a t e d the values r e f e r t o c o l d engine
I R i g i d coupling between
d i e s e l engine and d r i v e n machine
I F l e x i b l e coupling between
d i e s e l engine and driven machine
For new o r For new o r

realigned r e a l igned
aggregate 0 t o + 3/100 mm aggregate A i m for - 61100 rnn
Acceptable - 81100 mm
For aggregate i n
service realignment For aggregate i n
recommended i f deflec- Service realignment
t i o n measured on recomnended
w a r m engine exceeds - 81100mm if d e f l e c t i o n exceeds - 12/100 mm
- .-
ENGINE DATA D305
t d i t i o n 1211
CHECKING OF MAIN BEARINGS (AUTOLOG) Data 2 ( 1 )
ALIGNMENT OF MAIN BEARINGS
The lower main b e a r i n g s h e l l s s h o u l d be so p o s i t i o n e d t h a t they keep t h e main

b e a r i n g j o u r n a l s o f t h e c r a n k s h a f t c e n t e r e d i n a s t r a i g h t (ashore: h o r i z o n t . a l )
l i n e . D e v i a t i o n s from t h i s c e n t r e l i n e cause t h e c r a n k s h a f t t o bend and i n -
crease t h e load on some main b e a r i n g s .
I f two adjacent main b e a r i n g s a r e p l a c e d t o o low, t h e c r a n k s h a f t c e n t r e l i n e

w i l l i n t h i s p l d c e be lowered t o f o r m an a r c , c a u s i n q t h e i n t e r m e d i a t e crank
throw t o bend i n such a way t h a t T " c l o s e s " when t u r n e d i n t o bottom p o s i t i o n
and "opens" i n t o p p o s i t i o n . As t h e magnitude o f such a x i a l l e n g h t e n i n g and
s h o r t e n i n g d u r i n g t h e t u r n i n g o f t h e throw i n c r e a s e s i n p r o p o r t i o n t o t h e d i f -
ference i n t h e h e i g h t of t h e b e a r i n g , i t i s measured as a check on t h e a l i g n -
ment and c o n d i t i o n o f t h e b e a r i n g .
As t h e c r a n k s h a f t o f medium-speed engines a r e v e r y s t i f f , any g r e a t d e v i a t i o n s

i n t h e alignment w i l l r e s u l t i n c l e a r a n c e a t t h e bottom s h e l l t h e bearings.
The cause o f i n c o r r e c t main b e a r i n g p o s i t i o n may be wear o f t h e b e a r i n g s o r
misalignment of t h e engine.
EFFECT THE DEFLECTION MEASUREMENT
P r i o r t o t h e d e f l e c t i o n measurement i t i s necessary t o check by means o f a

f e e l e r gauge t h a t the c r a n k s h a f t beds down on t h e lower s h e l l s o f a l l main
bearings. I f clearance i s observed a t t h e lower s h e l l o f one o r more main b[,a
r i n g s , t h e cause must be found and t h e f a u l t r e c t i f i e d .
The d e f l e c t i o n measurement i s e f f e c t e d by p l a c i n g a s p r i n g - l o a d e d d i a l qauqe

i n the c e n t r e punch marks p r o v i d e d f o r t h i s purpose; see t h e i l l ~ ~ s t r a t i o n . -
ENGINE DATA D305
-
E d i t i o n 1214
CHECKING OF M A I N BEARINGS (AUTOLOG) Data 3 (4)
"Closing" o f t h e throw i n t o p dead c e n t r e i s regarded as n e g a t i v e (compression

o f t h e gauge). I n t h e example above, t h e d e f l e c t i o n r e a d i n g i s t h e r e f o r e p o s i -
t i v e . As, d u r i n g t h e t u r n i n g o f t h e throw, t h e gauge and t h e c o n n e c t i n g r o d
w i l l meet near t h e bottom p o s i t i o n o f t h e throw, t h e measurement f o r t h e b o t -
torn p o s i t i o n i s t o be r e p l a c e d by t h e average o f t h e nearby p o s i t i o n s on e i t -
her side.
The d i a l gauge i s s e t t o zero i n t h e near-bottom p o s i t i o n (X i n f i g . 7 ) , and

d u r i n g t h e t u r n i n g t h e throw i s stopped i n t h e p o s i t i o n s h o r i z o n t a l - t o p -
7
h o r i z o n t a l - near-bottom (P-T-S-Y i n f i g . 7 ) f o r r e a d i n g o f t h e gauge.
CHECKING THE DEFLECTION MEASUREMENT
The readings a r e e n t e r e d i n t h e t a b l e f i g . 1. As "bottom" r e a d i n g i s used t h e

mean value o f t h e two "near-bottom" r e a d i n g s X and Y, f i g . 2. The t o t a l de-
f l e c t i o n ("Opening - C l o s i n g " ) of t h e throw d u r i n g t h e t u r n i n g f r o m bottom t o
t o p p o s i t i o n i s e n t e r e d i n t h e t a b l e f i g . 3. These f i g u r e s a r e due t o v e r t i c a l
n ~ i s a l i g n m e n to f t h e main bearings. S i m i l a r l y , h o r i z o n t a l misalignment proce-
dures t h e f i g u r e s i n t h e t a b l e f i g . 4. Besides m i s a l i g n m e n t o f t h e main bea-
r i n g s , t h e readings can be i n f l u e n c e d by o v a l i t y o r e c c e n t r i c i t y o f t h e j o u r -
nals.
When t a k i n g d e f l e c t i o n readings on engines equipped w i t h t u r n i n g gear, t h e

t u r n i n g gear should a t each stoppage be t u r n e d a l i t t l e backwards t o ease o f f
t h e t a n g e n t i a l pressure on t h e t e e t h of t h e t u r n i n g wheel. Other wise, t h i s
t a n g e n t i a l pressure may f a l s i f y t h e r e a d i n g s e s p e c i a l l y f o r t h e a f t m o s t crank
throws.
ENGINE DATA D305
E d i t i o n 1211
CHECKING OF MAIN BEAR1NGS (AUTOLOG)
Data 4 ( 4 )
D e f l e c t i o n of crankshaft
Cyl. No.:
Crank p o s i t i o n 1 2 3 4 5 6
Near bottom X 0 0 0 0 0 0
Camshaft s i d e P 2 0 2 1 -1 2
Fig. 1 Top T 3 - 2 4 5 - 2 3
Rear s i d e S 3 - 2 2 0 0 1
Near bottom ( s t a r b o a r d ) Y 2 -1 0 1 0 2
Fig. 2 Bottom 4 (X+Y) = B 1 0 0 0 0 1

J
Fig. 3
I D e f l e c t i o n from
v e r t i c a l misalignment
Top-Bottom o r T - B = V 2 -2 4 5 -2 2-
O e f l e c t i o n from
h o r i z o n t a l mi s a l ignment
Fig. camshaft s i d e - r e a r s i d e
o r P - S = H -1 2 0 1 -1 1
.
I
T + B = C 4 -2 4 5 -2 2
Check on
Fig.''5 gauge readings
P + S = 0 5 -2 4 1 -1 3
C and D should be n e a r l y t h e same. Readings f o r c y l . 4 t o

be repeated.
(camsh.
side)
..
Fig. 6 Fig. 7
"Closing" o f t h e c r a n k t h r o w L o o k i n q a f t . S t a r t i n ~ o s i t i o nX
i s considered n e q a t i v e Turn c & n t e r c l o c k w i se.
-
ENGINE DATA 0306
CYLINDER UNIT E d i t i o n 09H
Index
New c y l i n d e r l i n e r , i n s i d e diameter .......... 225.000-225.046 mn - 1

Worn c y l i n d e r l i n e r should be r e p l a c e d a t ............. 225.60 m. - 2
Tightening o f c y l i n d e r head n u t s ......................... 700 bar - 4
Max. o u t e r diameter of v a l v e seat ................... 70 2 0.2 nm - 5
Max. i n n e r diameter o f v a l v e s e a t ......................... 64 mm - G
Max. h e i g h t o f s p i n d l e above c y l i n d e r head.............. 84.5 mn - 7
Min. h e i g h t o f v a l v e head, i n l e t 881000-6 ................ 5.0 m - 8
Min. h e i g h t of v a l v e head. exhaust 881001-8 .............. 5.0 mm - 8
Valve seat r i n g t o be scrapped when R = 0
T i g h t e n i n g torque, r i n g n u t f o r f u e l v a l v e 1 i n e r ......... 150 Nm - 9

T i g h t e n i n g torque, screw f o r c o o l i n g j a c k e t ............... 22 Nm -10
Valve seat r i n g , exhaust
0.1 Valve s p i n d l e
0 (exhdust and i n l e t )
Valve seat r i n g , i n l e t
/~~
90.28
,--
ENGINE DATA 0307
E d i t i o n 20H
PISTON AND CONNECTING ROO Data 1 ( 3 )
Nq,te: A l l p i s t o n r i n g s must be changed a t normal p i s t o n overhaul, see s e c t i o n 307

H I = Upper piston H z = Middle piston H 2 = Lower piston
H, = Scraper
ring. marked ring, marked ring. marked
ring
with ident. No. with ident. No. with ident. No.
'top 1600386-7
"top 1600384-3" "top 1600380-6' "top 1600385-5' or "0120'
or "0945" or "0947'
V e r t i c a l clearance, new r i n g s i n new o r renewed r i n g grooves.

ENGINE DATA 0307
PISTON AND CONNECTING ROD E d i t i o n 20H

Data 2 ( 3 )
Minimum r i n g gap
Piston r i n g s
O i l scraper r i n g s
Ring grooves must be renewed when t e s t - t o o l can be pressed more than 2 mm

i n t o the groove.
ENGINE DATA 0307
E d i t i o n 2011
PISTON AND CONNECTING ROD Data 3 ( 3 )
Index
Weight o f
p i s t o n and connecting r o d assembly .................. 75 kg - 1
Clearance i n big-end bearing ............... 0.15 - 0.20 mn - 2
Clearance between
connecting rod bush and p i s t o n p i n ......... 0.15 - 0.20 mn - 3
TIGHTENING OF CONNECTING ROD SCREWS
Colour code on the

big-end t o i n d i c a t e
c o r r e c t assembling
II I
components.
TIGHTENING ORDER FOR

CONNECTING ROD SCREWS
TIGHTENING PROCEDURE
1 s t step .................................... torque 120 Nm
2nd step ............................. repeat torque 120 Nm
3rd step ....................... 600 t u r n i n g angle

-
4 t h step ........................ t u r n i n g check w i t h 250 Nm
-
Note:
*
P r i o r t o assembly l u b r i c a t e threads and contact faces o f the screws w i t h
Copasl i p o r s i m i l a r .
A f t e r t i g h t e n i n g a s c e r t a i n t h a t the big-end bearing moves e a s i l y on the

r~ journal.
ENGINE DATA D308
E d i t i o n 14H
CYLINDER U N I T
D a t a 1 (1)
Index
(cold engine)
..........................................................................................
Inlet valve clearance 0.5 m m -1
Exhaust valve dearanw ........................................................... ........................ 0.9 mm -2
Tightening Torques:
(Plate 30801)
........-....-.................................................
P
Nut for bracket &r ann, hem NO. 0791 40 Nm -3

(Plate 30802)
Screws for valve gear housing. Item No. 1650 .......-.........-.-.................................... 60 ~m -4
-
83.39 ESOU
ENGINE DATA D309
E d i t i o n 10H
TURBOCHARGER Data 1 (1)
Make : SSANGYONG-MAN
Serial Nos. : See name plate o n T/C

ENGINE DATA D310
E d i t i o n 10H
FUEL INJECTION PUMP Data 1 (3)
1ndex
Maximum c ~ b u S t i 0 npressure a t f u l l l o a d ......... 130 bar - 1
Max. d i f f e r e n c e .................................. 3 bar ' - 2
Max. difference between c y l i n d e r s ................. 3 bar - 3
A change o f the height o f the t h r u s t piece spacer
r i n g o f 1/10 mn w i l l change the max. pressure by .. 1 bar - 4
10 t u r n i n g o f camshaft gear wheel changes
maximum pressure by approx. ....................... 3 bar - 5
Tightening Torques:
(Plate 31001)
Connection piece, screw 2885 .................. 25 - 30 Nm

Barrel, screw 0916 ............................ 55 - 65 Nm
Plug screw 0372 ............................. 100 - 120 Nm
Cap screw 2974 .................................... 100 Nm

(Plate 30802)
Mounting f u e l pump, screw 1927 .................... 150 Nm

,--
Measurement X" between thrust piece and roller
. .... . . . . .. . . . . . . .. .... .... . . .. + 2 . 5 mn
gutde housing 5.5 - I . s
ENGINE DATA 0310
FUEL INJECTION PUMP E d i t i o n 09111

I f experienced t o d i f f e r from t e s t b e d records, t h e maximum combustion in-essure

can be a d j u s t e d by a l t e r a t i o n o f the f u e l i n j e c t i o n t i m i n g . For each i n d i v i d u a l
c y l i n d e r u n i t t h e i n j e c t i o n t i m i n g i s a l t e r e d by adjustment o f the f u e l pump
lead.
Increase o f the l e a d w i l l advance t h e f u e l i n j e c t i o n and increase the n~axin~um

combustion pressure.
Reduction o f the l e a d w i l l d e l a y t h e f u e l i n j e c t i o n and reduce the maximum c o w

b u s t i o n pressure.
P r i o r t o any attempt t o a d j u s t t h e maximum combustion pressure by a l t e r a t i o n

o f the f u e l i n j e c t i o n t i m i n g , i t should be a s c e r t a i n e d t h a t t h e f u e l i n j e c t i o n
valve, t h e engine p i s t o n , t h e i n l e t and exhaust valves, and t h e turbocharger
w i t h charge a i r c o o l e r a r e working c o r r e c t l y and t h e compression pressure
checked t o be normal.
The f u e l pump lead can be a d j u s t e d by a l t e r i n g t h e number and/or thickness of

the washers s i t u a t e d under t h e t h r u s t p i e c e i n t h e t h r u s t p i n o f t h e r o l l e r
guide.
The r e l a t i o n s h i p between t h e h e i g h t of t h e washer packaqe. t h e maximum combu-

s t i o n pressure and o t h e r r e l a v a n t parameters i s shown in
the scheme.
ACTION RESULTS
Total Lead
height Distance of Injection Maximum
of fuel timing combust i o n
washer " x" pressure
Pump
package
INCRE&EO 1 Reduced I Increased f Advanced f Increased
REWCEO Increased f Reduced 1 Delayed 1 Reduced I

P r a c t i c a l l y the f u e l pump l e a d i s expressed by t h e d i s t a n c e " X u measured be-
tween t h e upper edge o f t h e r o l l e r guide housing and t h e t o p o f the t h r u s t
piece, when t h e r o l l e r i s r e s t i n g on t h e c i r c u l a r p a r t o f t h e f u e l cam.
The "Xn-measurement should be checked and c o r r e c t e d , i f r e q u i r e d , whenever a

f u e l pump, r o l l e r guide, r o l l e r guide housing o r camshaft s e c t i o n i s replaced.
The distance " X ' must be k e p t w i t h i n t h e t o l e r a n c e l i m i t s t a t e d on the data

sheep.
The t h r u s t p i e c e i s mounted t o t h e t h r u s t p i n w i t h a l i g h t press f i t . The

t h r u s t piece i s dismounted by t h e use o f t h e s p e c i a l e x t r a c t o r and remounted
by g e n t l e use o f a hamner w i t h s o f t l i n i n g s .
ENGINE DATA
FUEL INJECTION PUMP E d i t i o n 09H1

The d i s t a n c e " X u i s
measured between t h e
upper edge o f t h e
r o l l e r guide housing
and t h e t o p o f t h e
t h r u s t piece, when
the r o l l e r i s r e s t i n g
on t h e c i r c u l a r p a r t
o f t h e f u e l cam.
The t h r u s t p i e c e i s
mounted t o t h e t h r u s t
p i n w i t h a l i g h t press
fit. The t h r u s t p i e c e
.is dismounted by t h e
use o f t h e s p e c i a l
e x t r a c t o r and remoun-
t e d by g e n t l e use o f
a bench hammer w i t h
,' soft linings.
ENGINE DATA 031 1
E d i t i o n 14H
FUEL INJECTION VALVE
Data 1 ( 1 )
Index
Fuel v a l v e opening pressure t o be s e t t o ....... 320 b a r - 1
Tightening Torques:
( P l a t e 31101)
Union n u t f o r nozzle, i t e m No. 0509 ......... 100- 120 Nm
Nut f o r a d j u s t i n g screw, i t e m No. 0965 .......... 100 Nm

Cap nut, i t e m No. 1122 .......................... 70 Nm
Nuts f o r f u e l v a l v e studs, i t e m No. 0230 ........ 30 Nm

k
DATA D312
- E d i t i o n 19H
CAMSHAFT Data 1 ( 1 )
Index
P i n gauge f o r camshaft. check measurement ............. 182 mn - 1
P i n gauge f o r c r a n k s h a f t , c y l . 1 t o p dead c e n t r e ,
check measurement ...................................433.3 mn - 2
T i g h t e n i n g o f b o l t s f o r assembly o f gear wheel and
camshaft ............................................ 40 m - 3
T i g h t e n i n g o f b o l t s on s h a f t end f o r i n t e r m e d i a t e
wheel .............................................. 250 Nm - 4
T i g h t e n i n g o f b o l t s f o r assembly o f i n t e r m e d i a t e
wheels .............................................. 40 Nm - 5
Fuel cam l e a d (see a c t u a l v a l u e , t e s t sheet)
I g n i t i o n order:
!
ENGINE DATA 0313
- E d i t i o n 07H
SPEED CONTROL SYSTEM Data 1 ( 1 )
Index
The engine i s equipped w i t h a hydraulic Governor
of Woodward make:
For Generating Sets : Type UGBO
For instructions, see the separate Woodward manual.
Adjust the overspeed t r i p t o stop the engine a t the f o l l o w i n g

revolution numbers:
Generating Plants: 720 rpm 60 Hz: - 1

Overspeed t r i p : 820/825 - 2
ENGINE DATA D315
E d i t i o n 07H
LUBRICATING OIL SYSTEM Data 1 ( 1 )
1 Tv~e
L23/30 1 5 cyl. 1 6 cvl. ( 7 cvl. 1 8 cyl. I
Max. L~ter 373 441 509 577
Max. ~mp.gallon 82 97 112 127
Mm. lhter 291 344 397 450
Mln. imp. gallon 64 75.5 87.5 99
L~ter/cmx ) 14.2 16.8 19.4 22.0
. - Gall./~rch. 9.2 10.8 12.5 14.2

<
ENGINE DATA 031 7
E d i t i o n 01H
FRESH WATER PUMP Data 1 ( 2 )
F a u l t Location:
The pump does n o t work a f t e r s t a r t .
Causes: Pump draws i n a i r a t s u c t i o n s i d e - check packings and pipes f o r

tightness.
Pump n o t primed.
A i r cannot escape on d e l i v e r y side.
Leaking s h a f t seal.
Pump c a p a c i t y drops a f t e r normal operation.
Causes: Suction s t r a i n e r o r s u c t i o n v a l v e clogged.

A i r leakage a t s h a f t seal.
Fouled i m p e l l e r .
Pump does n o t g i v e maximum d e l i v e r y .
Causes: Suction v a l v e n o t f u l l y open.

D e f e c t i v e seals.
Worn i m p e l l e r and worn wear r i n g s .
Note: Running t r o u b l e s w i t h t h e pumps, a p a r t from mechanical f a u l t s , arc

most o f t e n due t o leaks i n t h e s u c t i o n l i n e . I t i s e s s e n t i a l , t h e r c -
f o r e , t h a t a l l packings and gaskets a r e i n o r d e r and t h a t they arc
renewed when necessary. Even a t i n y h o l e i n the s u c t i o n l i n e w i l l
reduce t h e pump capacity.
When overhauling water pumps t h e x-

r a d i a l clearance " X u should be
checked.
On a new pump " X u i s 0.38-0.50 mnl.
When t h e clearance " X " exceeds 1 mn

the i m p e l l e r and/or d i f f u s o r / h o u s i n g
should be replaced.
s
ENGINE DATA D317
FRESH WATER PUMP (EXCHANGE OF SHAFT SEAL) Edition 0 1 ~

Data 2 ( 2 )
-
NOTE:
The s h a f t seal i s a p r e c i s i o n made p r o d u c t .

Handle w i t h care.
Do -
n o t s c r a t c h t h e seal faces.
1. Thoroughly c l e a n t h e s h a f t surface and a l l t h e surfaces o f t h e sea1 c a v i t y
2. With t h e ceramic s e a t f i t t e d i n t o t h e rubber seat cup the ''lubricate

o u t e r diameter o f t h e cup and push t h e seat assembly i n t o the seal c a v i t y .
3. " ~ u b r i c a t e the s h a f t and t h e i n s i d e diameter o f t h e rubber f r i c t i o n r i n q

o f the r o t a t i n g s e a l assembly. Put t h e r o t a t i n g assembly onto the s h a f t
w i t h t h e carbon f a c e towards t h e ceramic face. S l i d e the assembly a l o n g
the s h a f t u n t i l t h e s e a l i n g faces meet.
4. Ensure t h a t t h e s e a l s p r i n g i s c o r r e c t l y l o c a t e d and r e f i t I m p e l l e r Kev,

I m p e l l e r , I m p e l l e r Washer and I m p e l l e r Nut.
.x) I f p o s s i b l e , use t h e l i q u i d t o be pumped. L i q u i d detergent o r vegetable

o i l may a l s o be used.
CAUTION: NEVER r u n t h e s e a l d r y - f i l l pump w i t h l i q u i d b e f o r e o p e r a t i n g .

Data for Torque moment D319
Edllmn I7H
1
Tightening
Section I Description I ( Thread I Torque
Nm
I Pry,"r~re Lubricant
Main bearing stud (in frame) Stud M 48 Copasl~p

Nut lor main bearing stud Nut M 45 x 3 Copashp
Main bearing side screw Screw M 24 Copasl~p
Counterweight on crankshalt Screw M 26 x 1.5 Copashp
Vibrationsdamper on crankshalt Nut M 27 Copashp
Frame Ibedplate Nut M 24 Copasl~p
Flywheel mounting (fitted bol) Nut M18x1.5 Copaslip
Gear rim on flywheel Screw Copasl~p
Cylinder cover stud (in frame) Stud M 48 Copaslip

Nut for cylinder cover stud Nut M 45 Copaslip
Cooling jacket cylinder cover Screw Copashp
Fuel valve liner (ring nut) Nut M 60 x 4 Copaslip
I Connecting rod (see section 307)

I I I
Housing lor valve gear Screw M 12 Copashp
Valve gear bracket rocker arm Nut M 12 Copaslip
Fuel-pump distr. piece Screw M8 Copasl~p

Fuel-pump top flange (barrel) Screw M 10 Copaslip
Fuel-pump cavitation plugs Plug M 20 x 1.5 Copaslip
Fuel-pump mounting Screw M 16 Copashp
Fuel-valve (nozzle nut)

Fuel-valvemounting
Nut
Nut
M26x1.5
M 16
1 Copasl~p
Copashp
Fuel-valve (cap nut) Nut Copasl~p
Fuel-valveadjusting (lock nut) Nut Copasl~p
H~gh pressure pipe Nut M18x1.5 Copaslip
Camshall assembly
Gear wheel on crankshalt
lntermediate wheel shall
Nut
Nut
Nut
/ M 1M0 Ix21 . 0
M 20 x 1.5
1 Copasl~p
Copaslip
Copashp
Intermediate wheel gear Nut M 12 Copashp
Gear wheel on camshalt Screw M 12 Copaslip
I Gear wheel on Lub. o i l pump

I Nut I I Copashp
Conicals elements mounting

Upper mounting Screw M 24 Copaslip
Lower mounting Nut M 24 Copashp
-
~esupcpn Data for Pressure and Tolerance D 319
P W ((0 EdWm I011
Description mm.Ibar
Clearance in main bearing 0 20 - 0.30 mm.

Clearance in guide bearing (axial) -
0.15 0.44 mm
Maximum clearance in guide bearing (axial) 0.8 mm.
Clearance between, main bearing cap and frame.
belore tightening of bracing screw (side screw)
Checking of main bearing (Autolog) (see page 0305)
Clearance between crankshalt and sealing ring, upper and bwer pad
Maximum ovalness lor cylinder liner

New cylinder liner, inside diameter -
25.000 225.046 mm
Cylinder liner maximum inside diameter 225.60 mm.
Outer diameler ol valve seat 70 f 0.2 mm.
Seal width (sealing surface alter grinding)
Maximum height of spindle above cylinder head
*
3.5 0.2 mm.
84.50 mm.
Minimum height of valve head, inlet valve and exhaust valve 5.0 mm.
Maximum inner diameler, valve guide 14.25 mm.
P~stonring and piston ring grooves (see page 0307)

Clearance in big-end bealing 0.15 - 0.20 mm.
Clearance between connecting rod bush and piston pin 0.15 - 0.20 mm.
Maximum ovalness in big-end bore (without bearing) 0.08 mm.
Valve clearance, inlet valve (cold engine 15 - 55 "C)

Valve clearance, exhaust valve (cold engine 15 - 55 "C)
Maximum clearance between rocker arm and rccker arm shalt
Maximum combustion pressure at full load 130 bar

Maximum dillerence + 3 bar
Maximum dillerence between cylinders 3 bar
A change o l height of the thrust piece spacer ring of 0.10 mm.will change
the maxlmum pressure by 1 bar
1" lurning ol camshalt gear wheel changes maximum pressure by approx 3 bar
1 2 . 5 mn
Measurement "X" between thrust piece and roller guide housing 5.5 - 1 . 5 nm
Opening pressure ol luel valve 320 bar
Clearance between loorhs on ~nlermed~ale

wheel
Clearance between pick-up and gear wheel

Clearance between cam and pck-up. lor jet system (see page 313.15)
- 35
Engine Data
Operation of Engine #
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
Trouble Tracing
I

C
1 Turbocharger System
1 , Fuel lnjection Pump
I Fuel Injection

'
I Starting System
-
Fuel Oil System
Fuel a'nd Fuel Treatment
/ Driven Machinery
-
STANDARD CHECKS E d i t i o n 15H
Generally, t h e o r d i n a r y o p e r a t i o n o f t h e machinery r e q u i r e s o n l y p e r i o d i c a l
checking o f t h e o p e r a t i o n a l d a t a o f t h e engine - pressures and temperatures -
and these data should be recorded, so as t o be a b l e t o observe s l o w l y p r o -
g r e s s i n g changes i n t h e s e r v i c e c o n d i t i o n o f t h e engine. Programmed overhauls
may be planned t o s u i t t h e r u n n i n g schedule o f t h e p l a n t f o r example accor-
d i n g t o t h e d i r e c t i o n s f o r "Overhaul I n t e r v a l s " i n c l u d e d i n t h i s s e c t i o n . The
f o l l o w i n g i n s t r u c t i o n s a r e based on a number o f s t a n d a r d checks which should
be made before s t a r t i n g on t h e v a r i o u s o p e r a t i o n s , consequently, t h e i n d i v i -
dual p o i n t s t o be checked a r e s t a t e d f i r s t .
Check 1. Check t h e l u b r i c a t i n g o i l s u p p l y t o b e a r i n g s and p i s t o n s by pum-

p i n g through t h e system by means o f t h e hand pump o f t h e engine
o r t h e p r e l u b r i c a t i n g pump. Make s u r e t h a t o i l f l o w s o u t o f a l l
bearings.
Check 2. A f t e r b e i n g emptied t h e l u b r i c a t i n g o i l sump s h o u l d be c a r e f u l l y

cleaned, and i t s h o u l d be checked t h a t t h e r e a r e no pieces o f me-
t a l , o r t h e l i k e , i n t h e o i l pan, as t h i s would i n d i c a t e i r r e g u -
l a r i t i e s i n b e a r i n g s o r g e a r wheels. Measure b e a r i n g clearances
by means o f a f e e l e r .
Check 3. Check t h e w o r k i n g s u r f a c e o f t h e c y l i n d e r l i n e r s f o r m i c r o s e i -
zures o r abnormal wear grooves.
Check 4. Check t h e alignment o f t h e c r a n k s h a f t as p r e s c r i b e d ( s e c t i o n 305 C )
Check 5. Clean a l l f i l t e r s and check t h a t t h e f i l t e r elements a r e n o t da-

maged.
Check 6. Check connecting r o d b o l t s , v a r i o u s b o l t s between frame and bed-

p l a t e , as w e l l as holding-down b o l t s f o r c o r r e c t t i g h t n e s s .
Check 7. Check t h e o i l l e v e l i n engine b e d p l a t e and i n turbochargers.
Check 8. Turn t h e engine a t l e a s t two t u r n s by means o f t h e t u r n i n g r o d ,

w h i l e t h e i n d i c a t o r v a l v e s a r e open. Check t h a t water o r f u e l o i l
does n o t f l o w o u t o f t h e i n d i c a t o r valves.
Check 9. L u b r i c a t e t h e j o i n t s o f t h e r e g u l a t i n g gear. Check t h e o i l l e v e l

i n t h e governor and check, t h a t t h e r e g u l a t i n g gear moves e a s i l y
a l l through t h e r e g u l a t i n g range.
Check 10. Feel-over programme:
a. Main bearings, crank p i n bearings, guide b e a r i n g and a l t e r n a -

t o r bearings.
b. P i s t o n p i n s and w o r k i n g s u r f a c e o f c y l i n d e r l i n e r s
T c. Camshaft bearings, gear wheels and r o l l e r guides.
STANOARO CHECKS E d i t i o n 15H
d. Lub. o i l pump and f u e l o i l p r i m a r y pump.
e. Governor d r i v e .
f. Turbocharger bearings.
Check 1 1 . Check t h e governor as f o l l o w s :

S t a r t up t h e engine and r u n i t a t t h e synchronous number o f r e v o l u -
tions.
Speed s e t t i n g : Check b e f o r e c u t t i n g i n t h e generator on t h e

switchboard t h a t t h e servomotor a d j u s t s t h e rpm a t a s u i t a b l e
quickness a f t e r a c t u a t i o n o f t h e s y n c h r o n i z e r knob on t h e
switchboard.
The range from -5% + 5% from synchronous rpm should be tested.
A d j u s t i n g speed: Cut i n t h e g e n e r a t o r on t h e switchboard and

s e t t h e l o a d a t about 40%. When t h e o i l temperature i n governor
and engine has reached i t s normal value, i n c r e a s e t h e l o a d i n -
stantaneously ( s t a r t o f l a r g e pump o r compressor) t o about 80%.
During t h i s procedure t h e frequency must n o t f a l l by more than
about8%,and a c o n s t a n t rpm must be reached w i t h i n about 3 sec.
( t h i s rpm, however, i s s l i g h t l y l o w e r than p r e v i o u s one due t o
t h e speed droop o f t h e governor). I f t h e engine i s o p e r a t i n g i n
p a r a l l e l w i t h o t h e r engines, even d i s t r i b u t i o n o f l o a d must ha-
ve been o b t a i n e d w i t h i n about 3 seconds. I f t h e governor r e a c t s
t o o s l o w l y , make t h e compensating adjustment as described i n
woodward's i n s t r u c t i o n book (Compensating a d j u s t m e n t ) .
Note: I t i s assumed t h a t t h e o p e r a t i n g c o n d i t i o n o f the engine

and turbocharger i s i n o r d e r so t h a t t h e t r a c i n g o f any f a u l t s
can be c o n f i n e d t o t h e governor alone.
Hunting: Run t h e engine w i t h o u t l o a d a t synchronous rpm. When

t h e governor o i l i s warm, t h e r e g u l a t i n g l e v e r must n o t take
any major p e r i o d i c a l movements, and n e i t h e r must t h e r e be any
v a r i a t i o n up and down i n t h e engine speed. I f t h a t i s t h e case,
t h e compensating adjustment has t o be repeated according t o t h e
Woodward i n s t r u c t i o n book.
Speed droop: I f t h e r e i s an u n s a t i s f a c t o r y d i s t r i b u t i o n of
l o a d between two o r more engines, t h e d i s t r i b u t i o n can be i m -
proved by i n c r e a s i n g t h e speed droop s e t t i n g o f the engine
which, d u r i n g l o a d i n c r e a s e , absorbs t h e g r e a t e r p a r t o f t h i s
increase ( o r by r e d u c i n g t h a t o f t h e o t h e r s ) . Normally t h e s e t -
t i n g should n o t be increased beyond 70 on t h e d i a l , and s a t i s -
f a c t o r y p a r a l l e l r u n n i n g w i l l g e n e r a l l y be o b t a i n a b l e a t s e t -
t i n g s between 40 and 60.
STANDARD CHECKS Edition' 15H
- -
Check 12. Check pressure and temperatures according t o Data 303.
1. Seawater temperature:
As low as possible without the formation of condensed water
in the charging a i r receiver.
2. Exhaust temperature:
Depends on the load.
Normal values indicated i n testbed t a b l e .
Check 13. The alarm and monitoring system can be checked a s follows:
1. Alarms:
Pressure switches with t e s t valve can be d i r e c t l y tested.
Pressure switches without a t e s t valve can be checked by a l t e -
r i n g the s e t t i n g u n t i l an alarm i s given. When readjusting the
s e t t i n g t o t h e normal value, t h e alarm should stop.
Thermostates can generally be t e s t e d i n a s i m i l a r way.
2. Shutdown:
Test the system as described f o r alarms.
3. Overspeed:
Run the engine without load, and increase the rpm by means of
the synchronizer control of the governor, u n t i l the overspeed
t r i p functions. The s e t t i n g should be synchronous speed + 1 2
t o 13%.
Check 14. The governor must be a b l e t o move the fuel pump gear t o 0-position.
Preparation of engine f o r normal s t a r t o r stand-by

1. Carry out Check No. 7.
2. T u r n on cooling water, fuel o i l and s t a r t i n g a i r t o the engine.
3. If the engine has been out of operation f o r some length of t i -
me, i t should be turned a t l e a s t two turns with the indicator
valves open. Under these circumstances i t i s advisable a l s o t o
prime the l u b r i c a t i n g o i l system with the hand pump ( p r e l u b r i -
cating pump).
Start 1. Depress the s t a r t i n g button.

*-
2. Let go of t h e button when t h e engine f i r e s .
3. Carry out Check No. 12. ( I n t h e case of automatized p l a n t , the
principal functions a r e automatically monitored).
T
- -
OPtRATION OF ENGINE 302.04
SIANDARO CHECKS E d i t i o n 1511
-
5101, 1. The engine i s normally stopped by s e t t i n g the "Load-Limit"
knob a t 0.
2. I f the engine i s t o remain stopped f o r a p e r i o d o f somc length.

Cooling water, f u e l o i l and s t a r t i n g a i r should be turpcd o f f .
7
OVERHAULS E d i t i o n 15H
E x t e n s i v e r e p a i r j o b s s h o u l d be planned on t h e b a s i s o f t h e p e r i o d i c a l obser-
v a t i o n s o f t h e o p e r a t i n g c o n d i t i o n o f t h e engine and, s i m i l a r l y , t h e e x t e n t
o f t h e work can be determined on t h e b a s i s o f t h e i n f o r n ~ a t i o no b t a i n e d by c a r -
r y i n g o u t Check 1. 2. 3, 4. 5 and 6 b e f o r e s t a r t i n g r e p a i r s .
A f t e r c a r r y i n g o u t r e p a i r s , t h e i n s i d e o f t h e engine s h o u l d be very c a r e f u l l y
cleaned, and, if necessary, o i l p i p e s and d u c t s s h o u l d be f l u s h e d through. and
t h e i n s i d e i f t h e crankcase be washed.
Before s t a r t i n g t h e engine f o r t h e f i r s t time, r e p e a t Check 1, and c a r r y o u t

Check 7, 8, 9 and 14.
S t a r t i n g and r u n n i n g up t h e engine.
1. Set t h e "Load-Limit" knob o f t h e governor a t 0.
2. Turn on c o o l i n g w a t e r and s t a r t i n g a i r , and c l o s e t h e i n d i c a t o r valves.
3. Run t h e engine on s t a r t i n g a i r u n t i l t h e o i l pressure gauge s t a r t s i n d i -

c a t i n g an o i l pressure.
4. Reduce t h e s p e e d s e t t i n g o f t h e governor t o s l i g h t l y above minimum, u s i n g

t h e s y n c h r o n i z e r c o n t r o l knob, and s e t t h e " L o a d - L i m i t " knob a t about 5.
5. Turn on f u e l o i l .
6. S t a r t t h e engine and check t h a t lub. o i l pressure, f u e l o i l pressure,

and c o o l i n g w a t e r p r e s s u r e a r e normal ( c f . Check 12).
7. Run t h e engine w i t h o u t l o a d a t about 300 r / m i n f o r 5 minutes, stop the

engine and f e e l o v e r as o u t l i n e d i n Check 10.
8. S t a r t t h e engine, and r u n up o v e r a p e r i o d o f some 30 minutes t o synchro-

nous rpm. Then r e p e a t Check 10.
9. Run up t h e engine and l o a d i t g r a d u a l l y u n t i l about 25% over a p e r i o d o f

one hour, then c a r r y o u t Check 11. 12, 13 and 10.
10. Run up t h e engine and l o a d i t g r a d u a l l y so as t o o b t a i n 100% over a pe-

r i o d o f about 10 hours.
Provided new c y l i n d e r l i n e r s o r p i s t o n s have n o t been f i t t e d , the run-

ning-up p e r i o d may be reduced t o about 5 hours. While i n c r e a s i n g the load
o f t h e engine, t a k e r e a d i n g s o f pressures and temperatures, and compare
t h e values recorded w i t h those s t a t e d i n t h e t e s t b e d t a b l e .
11. Stop t h e engine, r e p e a t Check 3. 5, 6 ( c o n n e c t i n g r o d b o l t s ) , 7 and 10,

f o l l o w i n g which t h e engine i s ready f o r o p e r a t i o n .
OPERATION OF ENGINE 302 .06
OPERATION. SERVICE AND MAINTENANCE

~
Operation on heavy f u e l o i l w i l l i n v o l v e v a r i o u s drawbacks t o t h e engine com-

pared t o o p e r a t i o n on marine d i e s e l o i l / m a r i n e gas o i l .
These drawbacks a r e caused by t h e i n f e r i o r combustion p r o p e r t i e s o f t h e f u e l

o i l as w e l l as i t s c o n t e n t o f unwanted i m p u r i t i e s and chemical compositions.
When knowing about these drawbacks and a p p r e c i a t i n g t h e i r n e g a t i v e e f f e c t on

the engine, t h i s e f f e c t can, t o a c o n s i d e r a b l e e x t e n t , be c o u n t e r a c t e d and i n
many cases e l i m i n a t e d so t h a t s a t i s f a c t o r y o p e r a t i o n a l r e s u l t s can be achieved
w i t h o u t a p p r e c i a b l e i n c r e a s e i n s e r v i c e and maintenance.
Drawbacks when o p e r a t i n g on Heavy Fuel
O p e r a t i o ~ lon heavy f u e l i n v o l v e s a r i s k o f h e a v i e r f o u l i n g o f t h e combustion

spaces and gasways o f t h e engine. Furthermore, t h e r e i s a r i s k o f h e a v i e r ab-
r a s i v e wear o f c y l i n d e r s , p i s t o n s and p i s t o n r i n g s as w e l l as v a l v e seats,
f-mcand f u e l v a l v e nozzles. C o r r o s i v e wear m i g h t o c c u r t o a g r e a t e r o r
smaller exten: as c o l d c o r r o s i o n on account o f tTie s u l p h u r c o n t e n t o f t h e f u e l
o i l , and as h i g h temperature c o r r o s i o n on t h e exhaust v a l v e s , m a i n l y o r i g i n a -
t i n g from t h e e x i s t i n g chemical compositions of vanadium and sodium which have
a corrosive effect.
. Ihe e x t e n t o f the mechanical drawbacks w i l l m a i n l y depend on t h e f o l l o w i n g

f~ctors:
a) The chemical composition o f t h e f u e l o i l .
b) The e f f i c i e n c y o f c l e a n i n g and adequate p r e p a r a t i o n o f t h e f u e l p r i o r t o

use i n t h e engine.
C ) The engine type and t h e a c t u a l maintenance c o n d i t i o n and l o a d c o n d i t i o n .
The o p e r a t i o n a l r e s u l t s o f t h e i n d i v i d u a l engine t y p e w i l l , as e x p l a i n e d abo-

ve, depend on t h e combination of f u e l o i l q u a l i t y , f u e l o i l treatment, and the
o p e r a t i o n and maintenance o f t h e engine.
Operation
P a r t Load Operation
' H i g h - e f f i c i e n t turbocharging, o p t i m i z e d f u e l i n j e c t i o n and v a l v e t i m i n g w i l l

ensure complete combustion over t h e e n t i r e common l o a d range, and t h e tendency
o f e x h u s t gas blowback a t p a r t s loads i s minimized as w e l l . Adequate tempera-
t u r e l e v e l i n t h e combustion chamber t o ensure c o r r e c t i g n i t i o n and complete
combustion i s o b t a i n e d by m a i n t a i n i n g c o n s t a n t temperature o f t h e medias s u r -
rounding t h e combustion chamber, p r i m a r i l y i n t h e c o o l i n g w a t e r system and t h e
lub. o i l system. ( p i s t o n c o o l i n g media) b u t a l s o i n t h e f u e l i n j e c t i o n -ystem
and t h e system f o r temperature c o n t r o l o f t h e i n j e c t i o n v a l v e nozzles.
-
HEAVY FUEL O I L Edition 15H
As long a s adequate combustion chamber temperatures a r e maintained, preheating

of the charge-air should be avoided, a s the r e s u l t i n g decrease of a i r density
will create-bad soot values (smoke emission).
P a n - L o a d 00.r.lion
In case of long-term HFO operation a t extreme Effect
low load there i s a r i s k of contamination of Combustion chamber temp.
combustion chamber, exhaust pipe and turbochar- Completeness of combustion.
ger due t o a higher production of carbon depo- F w l i n g o l engine.
Smoke emission.
sits.
Operational conditions
In general we recomnend not t o r u n t h e engines GenSets RPM constant.
GenSets normal load-range
a t loads below 20% MCR f o r longer periods than 6085 % of MCR.
20 hours. During such a long period of low load Seldom lower than 30 % MCR.
increased fouling of t h e gasways i s unavoidable. Counter-mover
Maintain consrant temp.:
However in our experience t h e carbon d e p o s i t s Cooling water system.
will be burnt o f f a f t e r 3-4 hours operation a t Fuel oil system.
Nozzle cooling system.
a load exceeding 60% MCR.
If the engine is operated for more lhar
If special conditions should demand long-term M hours at load lower than20 % o l
low load operation exceeding above mentioned MCR: 3 4 hours' operation at load
conditions i t could be necessary t o e s t a b l i s h exceeding W % MCR is necessary to
special arrangements f o r adjustment of the char- burn the combustion chamber ckan.
ge a i r temperature in order t o reduce an e x t r e -
me f i r i n g lag caused by a s u b s t a n t i a l l y cooled-
down combustion chamber.
S t a r t & S t o p o n H.F.O.
S t a r t and Stop on HFO Start

1. Circulate jacket waccr of temp.
50.60° C at least 2 hours bcforc stan
S t a r t and stop of the engine should take place of engine.
on HFO in order t o prevent any incompatibility 2. Circulate heated fuel ail in engine
problems by change-over t o MOO. MOO should on- fuel system at least I hour before
Stan o l engine.
l y be used i n connection with maintenance work 3. Circulate heated oil in fuel n o z ~ l e
on'the engine o r longer periods of engine cooling system at least 15 mi".
standstill. belore stan of enqine.
Stop
Before s t a r t i n g on HFO t h e engine must be pro- Maintain circulation in e n g m fuel
perly preheated, which includes: system at adequate temp. (above p w r
poinll.
Change t o M.O.O. only if engine is
Cooling water of 50-60' i s c i r c u l a t e d through stopped for ove,haul. or in conuectlon
the frame and cylinder head f o r a t l e a s t 2 with laying-up or docking of vessel.
hours before s t a r t .
Preheated fuel of c o r r e c t working temperature (depending on the nominal visco-
. s i t y ) i s c i r c u l a t e d through the fuel pumps f o r one hour before s t a r t . Circula-

tion of the preheated o i l through the nozzles should take place 15 minutes be-
fore s t a r t .
Stopping the engine i s no problem, but i t should be ensured t h a t the tempera-
- t u r e of fuel pipes i s not reduced t o a level below the pourpoint of the f u e l ,

otherwise reestablishing of t h e c i r c u l a t i o n might cause problems.
OPERATlON OF ENGINE 302.08
Enqine Room V e n t i l a t i o n
Good v e n t i l a t i o n o f t h e engine room and a s u i t a b l e l o c a t i o n o f t h e f r e s h a i r

~ n t a k eon t h e deck i s always i n ~ p o r t a n t . Seawater i n t h e i n t a k e m i g h t r e s u l t i n
c o r r o s i v e a t t a c k s and i n f l u e n c e t h e overhaul i n t e r v a l s o f t h e exhaust v a l v e s .
Ihe f r e s h a i r supply ( v e n t i l a t i o n ) t o t h e engine room i s t o correspond t o
dpprox. 1.5 times t h e a i r consumption o f t h e engines and p o s s i b l e b o i l e r s i n
operation. Sub-pressure i n t h e engine room w i l l r e s u l t i n increased exhaust
temperature l e v e l . The exhaust system, i n c l u d i n g s i l e n c e r s , i s t o be so execu-
ted t h a t t h e f l o w r e s i s t a n c e o f t h e exhaust gas i s reduced as much as p o s s i b l e .
The exhaust back-pressure measured a f t e r t h e t u r b o c h a r g e r s a t f u l l l o a d should

n o t exceed 250-300 tmn water gauge. An i n c r e a s e o f t h e exhaust backpressure w i l l
a l s o i n v o l v e an increased exhaust v a l v e temperature l e v e l .
Md intendnce and M o n i t o r i n g
[ l u r i n g the o p e r a t i o n , small a l t e r a t i o n s o f t h e c o n d i t i o n c o n t i n u o u s l y take

place i;itk,e engine as a r e s u l t o f t h e combustion, i n c l u d i n g f o u l i n g s o f t h e
airways and gasways, f o r m a t i o n o f d e p o s i t s , wear, c o r r o s i o n e t c . I f continuous-
l y recorded, these a l t e r a t i o n s o f t h e c o n d i t i o n can g i v e v a l u a b l e i n f o r m a t i o n
dbout the o p e r a t i o n a l and maintenance c o n d i t i o n o f t h e engine. Continual obser-
vations can c o n t r i b u t e t o forming a p r e c i s e and v a l u a b l e b a s i s f o r e v a l u a t i o n
l o l a y down t h e optimal o p e r a t i o n a l and maintenance p r o g r a m e s f o r the
' ~ n d i v i d u a lp l a n t .
We recommend t o take weekly r e c o r d s o f t h e most i m p o r t a n t performance data o f

the engine p l a n t , as s p e c i f i e d i n t h e t a b l e , on p l a t e 30202. A t t h e r e c o r d i n g ,
t.he observations a r e t o be c o n t i n u a l l y compared i n o r d e r t o a s c e r t a i n a l t e r a -
t i o n s a t an e a r l y stage and b e f o r e these e x e r t an e s s e n t i a l i n f l u e n c e on the
o p e r a t i o n o f t h e p l a n t . As a r e f e r e n c e c o n d i t i o n f o r t h e performance data, the
tcstbed measurements o f t h e engine o r p o s s i b l y t h e measurements taken d u r i n g
the t r i a l t r i p a t t h e d e l i v e r y of t h e s h i p can be used. I f c o n s i d e r a b l e d e v i a -
t i o n s from t h e normal c o n d i t i o n a r e observed, i t w i l l i n t h e g r e a t m a j o r i t y o f
cases be p o s s i b l e t o diagnose t h e cause o f such d e v i a t i o n s by means o f a t o t a l
e v a l u a t i o n and a s e t o f measurements, a f t e r which p o s s i b l e adjustments/over-
hauls can be decided and planned.
For example, f o u l i n g o f t h e a i r s i d e o f t h e a i r c o o l e r w i l l m a n i f e s t i t s e l f i n
an i n c r e a s i n g pressure drop, lower c h a r g i n g a i r p r e s s u r e and an increased
exhaust temperature l e v e l ( w i t h c o n s e q u e n t i a l i n f l u e n c e on t h e overhaul i n t e r -
- v a l s f o r the exhaust v a l v e s ) .
F o u l i n g o f t h e t u r b i n e s i d e o f t h e turbocharger w i l l , i n i t s f i r s t phase, mani-
f e s t i t s e l f i n i n c r e a s i n g t u r b o c h a r g e r r e v o l u t i o n s on account o f increased gas
v e l o c i t y through t h e narrowed n o z z l e r i n g area. I n t h e l o n g e r run, t h e c h a r g i n g
a i r q u a n t i t y w i l l decrease on account o f t h e g r e a t e r f l o w r e s i s t a n c e through
t.he nozzle r i n g , r e s u l t i n g i n h i g h e r w a l l temperatures i n t h e combustion
chamber.
-
An increased c h a r g i n g a i r temperature i n v o l v e s a correspondbng i n c r e a s e o f the

exhaust temperature l e v e l i n a r ~ t i o f about 1:1.5, i . e . 1 C h i g h e r c h a r g i n g
a i r temperature causes about 1.5 C h i g h e r exhaust temperature.
Reduction o f t h e c h a r g i n g a i r p r e s s u r e r e s u l t s i n a corresponding r e d u c t i o n o f
the compression p r e s s u r e and max. combustion pressure. When c h e c k i n g t h e max.
pressure adjustment of t h e engine, i t i s t h e r e f o r e t o be ensured t h a t t h e e x i s -
t i n g scavenging a i r p r e s s u r e i s c o r r e c t .
The i n j e c t e d amount o f f u e l i s e q u i v a l e n t t o t h e s u p p l i e d energy and i s thus an

expression o f t h e l o a d and mean p r e s s u r e o f t h e engine. The f u e l pump index can
t h e r e f o r e be assumed t o be p r o p o r t i o n a l t o t h e mean pressure. Consequently, i t
can be assumed t h a t t h e connected v a l u e s o f t h e f u e l pump index and t h e engine
revolutions a r e p r o p o r t i o n a l t o t h e load.
A t o p e r a t i o n on heavy f u e l , t h e s p e c i f i c f u e l o i l consumption w i l l on t h e whole

remain u n a l t e r e d , when c o n s i d e r i n g t h e d i f f e r e n c e i n c a l o r i m e t r i c combustion
value. However, t h e combination of t h e s p e c i f i c g r a v i t y o f t h e f u e l o i l and i t s
c a l o r i f i c v a l u e w i l l i n v o l v e a v o l u m e t r i c a l t e r a t i o n o f the consumption o f
3-6%. Due t o t h i s , t h e f u e l pump i n d e x s h o u l d be reduced b y 3-6% a t o p e r a t i o n
on r e s i d u a l f u e l as compared t o marine d i e s e l o i l / m a r i n e gas o i l . When a d j u s t -
i n g t h e o v e r l o a d p r o t e c t i o n o f t h e engine, r e g a r d should be p a i d t o t h i s .
Abrasive p a r t i c l e s i n t h e f u e l o i l r e s u l t i n wear o f f u e l pumps and f u e l valve

nozzles. E f f e c t i v e t r e a t m e n t of t h e f u e l o i l i n t h e p u r i f i e r can l i m i t t h e con
t e n t o f a b r a s i v e p a r t i c l e s t o a minimum. Worn f u e l pumps w i l l r e s u l t i n an i n -
crease o f t h e i n d e x on account o f an i n c r e a s e d l o s s i n t h e pumps due t o
leakage.
When e v a l u a t i n g o p e r a t i o n a l r e s u l t s , a d i s t i n c t i o n i s t o be made between a l t e -

r a t i o n s which a f f e c t t h e whole engine ( a l l c y l i n d e r u n i t s ) and a l t e r a t i o n s
which'occur i n o n l y one o r a few c y l i n d e r s . D e v i a t i o n s o c c u r i n g f o r a few cy-
l i n d e r s a r e as a r u l e caused by m a l f u n c t i o n i n g o f i n d i v i d u a l components, f o r
example a f u e l v a l v e w i t h a t o o low opening pressure, blocked n o z z l e h o l e s ,
wear, o r o t h e r d e f e c t s , an i n l e t o r exhaust v a l v e w i t h wrongly a d j u s t e d c l e a r -
ance. b u r n t v a l v e seat, e t c .
The o p e r a t i o n a l o b s e r v a t i o n s supplemented by t h e d a i l y r o u t i n e m o n i t o r i n g con-

t r i b u t e t o e n s u r i n g t h a t f a u l t y adjustments and o t h e r d e v i a t i o n s i n the p e r f o r -
mance o f i n d i v i d u a l components a r e observed i n time t o a v o i d o p e r a t i o n a l d i s -
turbances and so t h a t normal r o u t i n e o v e r h a u l s can be c a r r i e d o u t as scheduled.
I f abnormal o r incomprehensible d e v i a t i o n s i n t h e o p e r a t i o n a r e recorded,

,expert a s s i s t a n c e f o r e v a l u a t i o n hereof should be obtained.
Through c o n t i n u a l assessment o f t h e o p e r a t i o n , t h e engine room s t a f f w i l l ob-

t a i n v a l u a b l e experience and r o u t i n e f o r t h e b e n e f i t o f t h e o p e r a t i o n a l r e l i a -
b i l i t y o f t h e p l a n t and t h e o p e r a t i o n a l r e s u l t . P r e v e n t i v e m o n i t o r i n g o f the
T
engine minimizes t h e r i s k o f u n i n t e n t i o n a l stoppages and c o n t r i b u t e s t o o p t i r n ~
z i n g t h e maintenance c o n d i t i o n and r e d u c i n g t h e spare p a r t s consumption.
HEAVY FUEL OIL E d i t i o n 151i
Turbochargers
Service experience has shown t h a t t h e t u r b i n e s i d e i s exposed t o increased fou-

l i n g a t o p e r a t i o n on heavy f u e l .
The r a t e o f f o u l i n g and t h e r e b y t h e i n f l u e n c e on t h e o p e r a t i o n o f t h e engine i s

g r e a t e s t f o r small t u r b o c h a r g e r s where t h e f l o w openings between t h e guide
vanes o f the n o z z l e r i n g a r e r e l a t i v e l y s m a l l . Deposits e s p e c i a l l y occur on the
guide vanes o f t h e n o z z l e r i n g and on t h e r o t o r blades. I n t h e l o n g e r run, fou-
l i n g w i l l reduce t h e e f f i c i e n c y o f t h e t u r b o c h a r g e r and t h e r e b y a l s o t h e quan-
t i t y o f a i r s u p p l i e d f o r t h e combustion o f t h e engine. A reduced q u a n t i t y o f
d i r w i l l r e s u l t i n h i g h e r w a l l temperatures i n t h e combustion spaces o f t h e en-
gine. Tests and s e r v i c e experience have shown t h a t c l e a n i n g o f t h e turbocharger
d u r i n g o p e r a t i o n of t h e engine can be e f f e c t i v e l y c a r r i e d o u t by i n j e c t i o n o f
water i n t o t h e t u r b i n e . The water washing system f o r t h e t u r b i n e i s used as a
standard f o r a l l o u r engine types a t o p e r a t i o n on heavy f u e l s . On t h e compres-
sor s i d e o f t h e turbocharger, w a t e r washing i s used as a standard b o t h f o r ope-
r a t i o n on marine d i e s e l o i l and heavy f u e l .
l o r the s i n d l l c r engines, we g e n e r a l l y recommend t o c a r r y o u t t u r b i n e washing

d a i l y . The need f o r t h i s w i l l depend on t h e f u e l q u a l i t y and t h e o p e r a t i o n a l
c o n d i t i o n s and i s t h e r e f o r e t o be scheduled f o r each p l a n t .
Lubricating O i l Fi 1ters
The r a t e o f l u b r i c a t i n g o i l c o n t a m i n a t i o n w i l l i n c r e a s e w i t h heavy f u e l opera-

t i o n . I n o r d e r t o a v o i d r e d u c i n g t h e i n t e r v a l s between replacement o f l u b r i c a -
t i n g o i l f i l t e r c a r t r i d g e s , s u f f i c i e n t and e f f e c t i v e p u r i f i c a t i o n o f the l u b r i -
cating o i l i s therefore essential.
rue1 I n j e c t i o n Valves
Assuming t h a t t h e ' f u e l o i l i s e f f e c t i v e l y p u r i f i e d and t h a t t h e engine i s w e l l -

maintained, t h e o p e r a t i o n a l c o n d i t i o n s f o r t h e f u e l valves and t h e overhaul i n -
t e r v a l s w i l l n o t n o r m a l l y be e s s e n t i a l a l t e r e d a t o p e r a t i o n on heavy f u e l .
I f , f o r one reason o r another, t h e s u r f a c e temperature o f t h e f u e l v a l v e nozzle

i s lower than t h e condensation temperature o f s u l p h u r i c a c i d , s u l p h u r i c a c i d
condensate can form and c o r r o s i o n t a k e p l a c e ( c o l d c o r r o s i o n ) . The f o r m a t i o n o f
s u l p h u r i c a c i d f u r t h e r depends on t h e s u l p h u r c o n t e n t i n t h e f u e l o i l . Normally
theofuel nozzle temperature w i l l be h i g h e r t h a n t h e temperature o f approx.
180 C a t which c o l d c o r r o s i o n s t a r t s t o o c c u r . A t low l o a d where the f u e l nozz-
l e temperature decreases, i t may a t continuous o p e r a t i o n be advantageous t o r e -
duce the f u e l nozzle c o o l i n g t o a v o i d c o r r o s i o n .
.,
Abrasive p a r t i c l e s i n t h e f u e l o i l i n v o l v e s a h e a v i e r wear oY the f u e l v a l v e
needle, s e a t , and f u e l n o z z l e h o l e s . Therefore, a b r a s i v e p a r t i c l e s a r e t o the
widest p o s s i b l e e x t e n t t o be removed a t the p u r i f i c a t i o n .
-
Exhaust Valves
I n r e g a r d t o medium-speed engines, t h e s e r v i c e l i f e o f t h e exhaust v a l v e s a t

o p e r a t i o n on heavy f u e l has always been a s u b j e c t f o r d i s c u s s i o n . To i l l u s t r a -
t e how t h e overhaul i n t e r v a l s o f t h e v a l v e s depends on t h e q u a l i t y o f t h e f u e l
o i l , we have. based on s e r v i c e experience, prepared t h e graphs on p l a t e 30203.
The graphs show v a r i a t i o n and spreading o f t h e overhaul i n t e r v a l s .
However, v a r i a t i o n s o u t s i d e t h e hatched areas may occur on account o f extremely

unfavourable f u e l p r o p e r t i e s and d e v i a t i o n s from t h e normal c o n d i t i o n s f o r opr-
r a t i o n and maintenance. E s p e c i a l l y under u n f a v o u r a b l e c o n d i t i o n s , f u e l q u a l i -
t i e s w i t h a h i g h vanadium and sodium c o n t e n t w i l l promote b u r n i n g o f t h e valve
seats. Combinations o f vanadium and sodium oxides w i t h a c o r r o s i v e e f f e c t w i l l
be formed d u r i n g t h e combustion; these adhesive ashes may, e s p e c i a l l y i n the
case o f increased v a l v e temperatures, form d e p o s i t s on t h e seats. Local p e e l i n g
o f f o f the d e p o s i t s d u r i n g o p e r a t i o n w i l l i n i t i a t e b u r n i n g - t h r o u g h o f t h e v a l v e
seats. An i n c r e a s i n g sodium c o n t e n t w i l l reduce t h e m e l t i n g p o i n t and thereby
t h e adhesion temperature f o r t h e ashes, which w i l l i n v o l v e a g r e a t e r r i s k o f
deposits. This c o n d i t i o n w i l l be e s p e c i a l l y unfavourable when t h e w e i g h t r a t i o
Na increases 113.
-
Va
The exhallst v a l v e temperature depends on t h e a c t u a l maintenance c o n d i t i o n and

the l o a d o f t h e engine. A t c o r r e c t maintenance t h e v a l v e temperature i s kept ~t
a s a t i s f a c t o r y low l e v e l a t a l l l o a d s . The a i r s u p p l y t o t h e engine ( t u r b o c h a r -
g e r / a i r c o o l e r ) and t h e maximum pressure adjustment a r e key parameters i n t h l s
connection.
The use o f nimonic exhaust v a l v e s p i n d l e s and v a l v e seat r i n g s o f h i g h hardness

provides t h e b e s t p o s s i b l e m a t e r i a l p r o p e r t i e s i n r e s p e c t o f c o r r o s i o n r e s i s -
tance and seat hardness a t h i g h temperatures.
I t i s i m p o r t a n t f o r the f u n c t i o n i n g o f t h e valves t h a t t h e v a l v e seats are

overhauled c o r r e c t l y i n accordance w i t h o u r i n s t r u c t i o n s .
The use o f r o t o c a p ensures a u n i f o r m d i s t r i b u t i o n o f temperature on t h e valve5
A i r I n l e t Valves
The o p e r a t i o n a l c o n d i t i o n s o f t h e a i r i n l e t valves a r e n o t e s s e n t i a l a l t e r e d
when u s i n g heavy f u e l .
Fuel Pumps
.
I
Assuming e f f e c t i v e p u r i f i c a t i o n o f t h e f u e l o i l , t h e o p e r a t i o n o f t h e f u e l
pumps w i l l n o t be e s s e n t i a l l y a f f e c t e d .
OPERATION OF ENGINE
HEAVY FUEL O I L E d i t i o n 1511
l h e occurence o f i n c r e a s i n g a b r a s i v e wear o f p l u n g e r and b a r r e l can be a conse-

quence o f i n s u f f i c i e n t p u r i f i c a t i o n o f t h e f u e l o i l , e s p e c i a l l y i f u s i u g a f u r l
which c o n t a i n s r e s i d u e s from c a t a l y t i c c r a c k i n g . Water i n t h e f u e l o i l i n v o l -
ves an increased r i s k o f c a v i t a t i o n i n c o n n e c t i o n w i t h pressure impulses occur-
i n g a t t h e c u t t i n g - o f f o f t h e f u e l pump. A f u e l w i t h a h i g h a s p h a l t c o n t e n t has
d e t e r i o r a t e d l u b r i c a t i n g p r o p e r t i e s and can i n extreme cases r e s u l t i n s t i c k i n g
o f the f u e l pump p l u n g e r s .
Cylinder Condition
A t operation w i t h i n t h e s p e c i f i e d f u e l q u a l i t y t h e c y l i n d e r c o n d i t i o n w i l l not
be a1 t e r e d t o any c o n s i d e r a b l e e x t e n t and t h e wear r a t e s f o r c y l i n d e r l i n e r s ,
p i s t o n s , and p i s t o n r i n g s w i l l n o t n o r m a l l y be a p p r e c i a b l y changed. However,
a l s o i n t h i s case, e f f e c t i v e p u r i f i c a t i o n and c o r r e c t c h o i s e o f l u b r i c a t i n g o i l
must be ensured.
Overhaul I n t e r v a l s
Ihe t a b l e on p l a t e 3 0 2 0 2 , i n d i c a t e recommended i n t e r v a l s f o r overhaul and main-

tenance o f t h e most i m p o r t a n t components o f t h e engine. The overhaul i n t e r v a l s
dre based on o p e r a t i o n on "nominal" f u e l q u a l i t y a t normal s e r v i c e o u t p u t . For
p r o p u l s i o n engines. normal s e r v i c e o u t p u t i s assumed t o be approx. 90-100% o f
MCH and f o r engines f o r g e n e r a t i n g purposes 7 0 - 8 0 % o f MCR.
OPERATION Of- t N G l N f 30701
EXPECTED OPTIMAL OVtRHAUL INTCRVALS AND L X P t C l L O 5 L R V I C E L I F E

FOR M A I N COMPONENTS OF L 2 3 / 3 0 L N G I N E OPERATION UP TO I F 7 0 0 t d ~ t ~ o0911
n
C q d e a w d Dllbne side ..........................................................

a
Wet deaning of Unbirm slde ..........................................................
Wafer wahlng of capessot ude ..............................................
Air filler deaning B ' d on observabms
In.paetlon C M a1mounMg rcrevs. -ng ra- md pps
Une mnnacoMs lu bghl hl by tapping. r+(en U reoeuy ........
Compnuor clssnlnp In dlsnunIk4 condiUm: mnpreswr
hner components hMI dlltuwx. mmpessa nimd ........................
Sllmcw c(unlnp In d1.nunW.d eondltlm:dencar 811 -
Fundm dm& 01 m p w d Md -6 devices.

Ch& #.at m u d rod 01 each hdindual h A pymp can
go lo -slop. powwn
CWmng and adjustment ol v W dearanca ..................................
Ovahaul h mnnec(m wilb ed~austv a h e l ......................

W iof inslde danmm h onnudm rinvPhn arrtyrl ....
ckemaul md aqusbnuw d w.3dng -9

Rebphrenhg200hDusabrne*raovmhad
Ch& 01compessedair s y s m
R d l 01 air *hncator : Based m obutrvatma.
Inspeclionacmd~ng D dasr-lm surwf. m m a l y .Is 24.000

~nning hours or 4 yeam ol serv*e ..................................................
Rebghleninp 01 m n hem csp.200 hours dlsr new a aremul
and mty ..........................................................................................
lor mnmlweighb. 200 ban a h new a
........................................................................
Crankshall de- and m n bearing dearawe reading Should

be anled out in mnecdon with rebghledng ol main bmmg and
holdmgdom bdk ..........................................................................
Rebghleni and dw&ng ol bearmg dear- 200 houa a h

ncw c+ ov%aaul and every ...........................................................
lmpecoon in mnnecbon wth pslon annhaul ..................................
Ovwhaul. repk-mment ol mmpesM dngs and 6usper

measuring 01 ring grmves. impemon01 b i q 4 C b r q
)mpecDon ol cylmder Lner mndlbon ..........................................
3'
Inspecaon. measuing and rmndlaning 01 wring wrtra
m d 4 m In mnecDon wlth prtan overhaul .................................
Omiwl and remndldoning 01 wrtace behveen l t w md h a m and
deanlng of wrl- in coohng waler spaca .....................................
Fuel plmp barreVplunpor assembly (Irehad bazsd on opera-

obsewaoom ............................................................................
Overhaul ...............................................................
A rampie 01 vlron, (lud musl be W n and andysed in between
R + x e m m t based on observabns 01 -re drop ...................
Aedaanntnt based on observab~na..............................................

53
Engine Data
Operation of Engine
Engine Performance and Condition 4

Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
,
Engine Data
1%I 8
Operation of Engine
I Trouble Tracing
I
(
C
k Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Fuel Snd Fuel Treatment
Driven Machinery
I.? Tools
<-
ENGINE PERFORMANCE AND CONDITION 303.01
E d i t i o n 05
To ensure t h e g r e a t e s t p o s s i b l e r e l i a b i l i t y o f o p e r a t i o n . t h e c o n d i t i o n o f the
engine should be c o n t i n u a l l y checked so t h a t p r e v e n t i v e maintenance work can be
c a r r i e d o u t b e f o r e s e r i o u s breakdowns t a k e p l a c e .
The p r e v e n t i v e measures t h a t should be taken. and t h e means a v a i l a b l e f o r the

purpose o f checking t h e s e r v i c e c o n d i t i o n s , a r e as f o l l o w s :
1. Make s u r e t h a t t h e alarm and m o n i t o r i n g system i s i n o r d e r .
2. Watch t h e o p e r a t i o n a l d a t a o f t h e engine, and compare them w i t h the

tes tbed t a b l e .
3. C a r r y o u t p r o g r a m e d i n s p e c t i o n s and overhauls, supplemented by r e p a i r

work based on c o n c l u s i o n s made d u r i n g t h e c u r r e n t s u p e r v i s i o n o f t h e
p l a n t , c f . 2.
Re 1. The a l a r m and m o n i t o r i n system s h o u l d be t e s t e d as s p e c i f i e d i n

"Check 13" ( S e c t i o n 302 a t l e a s t once e v e r y t h r e e months.
Re 2. The o p e r a t i n g c o n d i t i o n s s h o u l d be checked e v e r y month, and a t the

same t i m e t h e p r i n c i p a l d a t a s h o u l d be n o t e d down: Maximum pressure,
compression pressure, exhaust temperature, c h a r g i n g a i r pressure,
c h a r g i n g a i r temperature, f u e l pump index, e t c . The values should be
compared w i t h t h e t e s t b e d t a b l e o f t h e engine, and such comparisons
may g i v e , i n t e r a l i a , t h e f o l l o w i n g i n f o r m a t i o n :
Low maximum pressure: D e f e c t i v e f u e l valve, l a c k i n g compression

pressure i n t h e c y l i n d e r concerned due t o l e a k y p i s t o n r i n g s and
blow-by, l a c k i n g compression p r e s s u r e due t o low charging a i r
pressure.
Low compression pressure ( t o be measured by means o f the maximum

p r e s s u r e i n d i c a t o r w h i l e p r e s s i n g t h e f u e l pump r e g u l a t i n g l e v e r
i n t o 0 - p o s i t i o n ) . Leaky p i s t o n r i n g s o r low charging a i r pressure
owing t o d e f e c t i v e o r d i r t y t u r b o c h a r g e r and/or d i r t y charging a i r
cooler.
H i g h exhaust temperature: For a s i n g l e c y l i n d e r t h e cause may be a

l e a k y exhaust v a l v e o r a d e f e c t i v e f u e l v a l v e . I f t h e exhaust tcm-
p e r a t u r e s o f a l l c y l i n d e r s a r e t o o h i g h , t h e cause may be h i g h
c h a r g i n g a i r temperature ( d i r t y a i r c o o l e r ) , o r low c h a r g i n g a i r
pressure ( d i r t y t u r b o c h a r g e r ) .
Low exhaust temperature: The c y l i n d e r does n o t work due t o defec-

t i v e f u e l v a l v e o r s t i c k i n g f u e l pump p l u n g e r .
H i g h c o o l i n g water temperature: Reduced q u a n t i t y o f c o o l i n g water

through engine, increased h e a t t r a n s m i s s i o n due t o h i g h combustion
temperatures ( i n c o m p l e t e combustion), small q u a n t i t y o f a i r from
charging a i r cooler, etc.).
ENGINE PERFORMANCE AN0 CONDITION
Edition 0 5
However. t h e o b s e r v a t i o n s may p r o v i d e many more p a r t i c u l a r s than those mention-

ed above, which should o n l y be regarded as examples o f t h e a p p l i c a t i o n o f t h e
nlc thod.
Re 3. To f i x t h e i n t e r v a l s between programmed i n s p e c t i o n s o r overhauls i s a
m a t t e r o f experience and depends v e r y much on i n d i v i d u a l c o n d i t i o n s o f
load and o p e r a t i o n i n c l u d i n g , i n p a r t i c u l a r , t h e q u a l i t y and degree o f
p u r i t y of t h e f u e l and l u b r i c a t i n g o i l s used. The i n t e r v a l s s t a t e d i n
s e c t i o n 3 0 2 may be used as a guide, b u t c o n s i d e r a b l e d e v i a t i o n s may
occur f o r t h e reasons mentioned.
I t i s i m p o r t a n t t o t a k e i n t o c o n s i d e r a t i o n t h e r e s u l t s from observa-
t i o n s o f t h e o p e r a t i o n o f t h e engine when p l a n n i n g i n s p e c t i o n s and
overhauls and, s i m i l a r l y . "Check 3 and 4" ( S e c t i o n 3 0 2 ) may p r o v i d e
important information.
I n a d d i t i o n t o t h e overhaul i n t e r v a l s i n d i c a t e d i n s e c t i o n 3 0 2 a l l screws and

nuts on t h e engine should be checked f o r c o r r e c t t i g h t n e s s and r e t i g h t e n e d , i f
necessary, a t s u i t a b l e i n t e r v a l s .
H y d r a u l i c a l l y t i g h t e n e d n u t s ( o n s t u d s f o r main b e a r i n g s and c y l i n d e r heads)

a r e checked by f i t t i n g t h e t i g h t e n i n g t o o l s and r a i s i n g t h e pressure t o the
t i g h t e n i n g pressure p r e s c r i b e d . D u r i n g t h e l a s t p a r t o f t h e pumping, t h e
t e n s i o n i n g i s checked b y a t t e m p t i n g t o l o o s e n t h e n u t s w i t h t h e tommy b a r . The
pump pressure a t which t h e n u t comes l o o s e should be noted, f o l l o w i n g which the
pressure i s increased t o t h e v a l u e s t a t e d i n t h e d a t a s e c t i o n , and the n u t i s
tightened up.
EVALUATION OF READINGS REGARDING COMBUSTION CONDITIONS PLATE 30301 -04H
PRESSURE DROP \
ALL CYLINDERS
&hwd temp. increasirg:

Air system fouled
(Air filter-blower-cwler).
D E C M A S I N G CHARGE A I R
hhoust temp. increasing: PRESSURE:
D e c r e a s i n g a i r amsunt.
Fouled turbocharqer,
a i r f i l t e r o r charge
a i r c o o l e r Lalr s l d c l .
'P and P
comp mar ARE MEASUXED
by means of m a r . pressure gouge.
P too l o r : Lcoky combustion
comp
chamber. charging air prctsure
too l o r .
P too l o r :
mox
P too l o r , ignition too lote.
CQmP
Engine Data
Operation of Engine
Trouble Tracing 4;

Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
.-
.,,j&.,,.--.:
:.. Engine Data
'd
g Trouble Tracing

Crankshaft and Main Bearings -

"xhaust -
qalves and Fuel lnjection Pumps
-
Turbocharger System
Fuel lnjection Pump
Fuel Injection
. Control arid Safety Systems

Starting System

-
Fuel Oil System
Fuel ah-rd Fuel Treatment
Driven Machinery
!'
Tools
*
'I.
TROUBLE TRACING
FAILURE TO START E d i t i o n 07W
The adjustment o f t h e engine s h o u l d n o t be d i s t u r b e d u n l e s s a b s o l u t e l y necessa-

r y . I f a n y t h i n g abnormal i s n o t i c e d d u r i n g t h e r u n n i n g , t h e cause should a t on-
ce be found and t h e f a u l t c o r r e c t e d , as an a l t e r a t i o n o f t h e adjustment, even
i f i t may remedy t h e d e f e c t , w i l l seldom e l i m i n a t e i t .
Below i s g i v e n a b r i e f d e s c r i p t i o n of some o f t h e t r o u b l e s t h a t may appear

d u r i n g t h e running, as w e l l as t h e i r remedy.
Failure t o s t a r t
I f t h e engine does n o t t u r n when t h e s t a r t i n g b u t t o n i s depressed, the cause

may be t h e f o l l o w i n g :
1. Too low a i r pressure. Recharge t h e r e c e i v e r .
2. Slow t u r n i n g v a l v e l e a k y o r s t i c k i n g i n open p o s i t i o n o r s p r i n g broken.
3. F a u l t s i n e l e c t r i c a l system.
I f t h e engine t u r n s on compressed a i r b u t does n o t s t a r t f i r i n g , the cause may
F a i l i n g o r i r r e g u l a r f u e l o i l supply on account o f :
A i r i n t h e f u e l o i l system. V e n t i n g t o be e f f e c t e d . I f t h e f a i l u r e t o f i r ?
i s l i m i t e d t o a few c y l i n d e r s , v e n t t h e corresponding f u e l pumps o r high-
pressure pipes. I f t h e engine s t i l l f a i l s t o f i r e , exchange the correspon-
d i n g f u e l valves b y spare v a l v e s b e f o r e a t t e m p t i n g a new s t a r t .
D e f e c t i v e o r clogged-up f u e l v a l v e s . The v a l v e s p i n d l e may s t i c k , the valve

s e a t i n g be l e a k y , t h e s p r i n g broken o r i n c o r r e c t l y t i g h t e n e d , o r the atoml-
zer may be clogged-up, which m a n i f e s t s i t s e l f i n abnormal h e a t i n g o f the
f u e l o i l d e l i v e r y p i p e . Exchange t h e v a l v e s i n q u e s t i o n by spare valves and
make them ready a g a i n as soon as p o s s i b l e .
Clogged-up f u e l o i l f i l t e r .
The by-pass v a l v e i n t h e f u e l o i l p r i m a r y pump s t i c k s i n open p o s i t i o n .

Dismantle and p o l i s h t h e valve.
- -
SMOKY EXHAUST E d i t i o n 07H
5. The f u e l tank i s empty o r t h e v a l v e s i n t h e system a r e c l o s e d .
6. Leaky p i p e s o r j o i n t s .
I. Water i n t h e f u e l o i l
8. Worn f u e l pump plungers and b a r r e l s . Exchange t h e pumps by spare pumps.
9. The overspeed t r i p p i n g d e v i c e has been a c t u a t e d .
I. Too low compression on account o f :
1. Clogged-up turbocharger i n t a k e f i l t e r .
2. S t i c k i n g , worn o r broken p i s t o n r i n g s , o r h e a v i l y worn c y l i n d e r l i n e r s .
3. Leaky i n l e t and exhaust v a l v e s . o r no c l e a r a n c e i n t h e v a l v e a c t u a t i n g

gear, so t h a t t h e valves do n o t c l o s e a g a i n s t t h e i r seats.
Smoky exhaust
I f the exhaust gases c o n t a i n abnormal smoke, examine f i r s t from which c y l i n d e r

o r c y l i n d e r s t h e smoke comes by r e a d i n g o f t h e exhaust temperatures, as poor
' combustion i n a c y l i n d e r w i l l i n c r e a s e t h e exhaust temperature.
The causes o f smoky exhaust may be:
1. D e f e c t i v e o r clogged-up f u e l v a l v e s .
2. Too low compression. The f a u l t can be l o c a t e d by measuring the compression

pressure.
3. O i l i s c a r r i e d up because of worn, c a r b o n i z e d broken o r s t i c k i n g scraper

r i n g s . The f a u l t manifests i t s e l f i n an abnormally h i g h l u b r i c a t i n g o i l
consumption.
4. Uneven load. causing o v e r l o a d i n g of some c y l i n d e r s . The f a u l t may u s u a l l y

be as d e s c r i b e d i n p o i n t 1 o r 2.
5. Inadequate a i r supply owing t o f o u l e d t u r b o c h a r g e r and/or a i r c o o l e r and/

o r a i r cooler intake f i l t e r .
--
THE ENGINE LOSES SPEED OR STOPS E d i t i o n 07H
I f t h e engine has l o s t speed and cannot p i c k i t up again. o r i t has stoppcd

completely, w i t h o u t t h e cause b e i n g l a c k o f f u e l o i l , t h e engine must n o t be
s t a r t e d a g a i n u n t i l i t has been e s t a b l i s h e d t h a t no o v e r h e a t i n g has occured.
CAUTION: A t s i g n s o f o v e r h e a t i n g i n t h e engine, no crankcase doors must be

opened u n t i l t h e engine has c o o l e d down f o r a t l e a s t 10 minutes. The cause o f
t h e o v e r h e a t i n g t o be removed b e f o r e t h e e n g i n e i s r e s t a r t e d .
Almost any t r o u b l e w i t h t h e f u e l o i l system as w e l l as low compression may

cause t h e engine t o l o s e speed, if t h e t r o u b l e a f f e c t s s e v e r a l c y l i n d e r s . I f
o n l y one o r two c y l i n d e r s f a i l and t h e e n g i n e i s n o t s u b j e c t e d t o f u l l load,
t h e engine w i l l n o t l o s e speed, as t h e g o v e r n o r w i l l t a k e c a r e o f i n c r e a s i n g
t h e l o a d on t h e o t h e r c y l i n d e r s c o r r e s p o n d i n g l y . I f t h e engine i s a l r e a d y
r u n n i n g a t f u l l load, these c y l i n d e r s w i l l be overloaded, and t h i s a g a i n w i l l
r e s u l t i n smoky exhaust and h i g h exhaust temperatures, e t c . The l o a d should
t h e r e f o r e be reduced u n t i l t h e f a u l t has been l o c a t e d and remedied.
The causes o f a sudden l o a d r e d u c t i o n i n a c y l i n d e r , o r i t s f a i l u r e , may be:
1. D e f e c t i v e o r clogged-up f u e l valve.
2. The f u e l pump p l u n g e r has s e i z e d i n t h e b a r r e l . The f a u l t can be l o c a t e d

by t r y i n g t o move t h e r a c k o f t h e pump. D e f e c t i v e f u e l pumps a r e t o be
exchanged by new pumps.
3. Too low compression owing t o s t i c k i n g , worn, o r broken p i s t o n r i n g s , leaky

i n l e t o r exhaust v a l v e s o r no c l e a r a n c e i n t h e v a l v e a c t u a t i n g gear.
I f the engine l o s e s speed o r stops, t h e causes may a l s o be
1. "Clogged-up f u e l o i l f i l t e r . The f a u l t w i l l m a n i f e s t i t s e l f i n a f a l l i n g
o i l pressure a f t e r t h e f u e l o i l f i l t e r .
2. The by-pass v a l v e o f t h e f u e l o i l p r i m a r y pump s t i c k s i n open p o s i t i o n .
3. Leaky f u e l o i l p i p e s o r j o i n t s .
5. Jammed r e g u l a t i n g gear.
6. Woodward governor o u t o f o r d e r .
* 7. E l e c t r i c a l shutdown v a l v e ( m o n i t o r i n g system) energized.

IRREGULAR ENGINE SPEED E d i t i o n 07H
The causes may be:
1. A i r i n t h e f u e l o i l system.
3. Excessive r e s i s t a n c e i n t h e r e g u l a t i n g gear, p o s s i b l y because one o r more

f u e l pumps a r e s t i c k i n g .
1. Woodward governor o u t o f o r d e r , n o t s u f f i c i e n t l y vented, o r i n c o r r e c t l y

adjusted. See t h e Woodward i n s t r u c t i o n manual.
Fai 1i n g c o o l i n g w a t e r s u p p l y
I n t h e event o f f a i l i n g c o o l i n g w a t e r supply. which can be n o t i c e d on t h e p r e s -

sure gauge and on t h e thermometer on t h e d i s c h a r g e pipe, t h e engine l o a d should
bc reduced u n t i l t h e f a u l t has been found and remedied. I f t h i s cannot be done
q u i c k l y , so t h a t t h e r e i s a r i s k o f o v e r h e a t i n g t h e engine, t h i s must be
stopped, and m y steam t h a t may be trapped i n t h e c o o l i n g chambers must be
blown o u t c a r e f u l l y . I f t h e engine has been overheated, i t should be c o o l e d
down s l o w l y so as t o a v o i d h a r m f u l e f f e c t s o f changes i n temperature.
A l r i n t h e c o o l i n g w a t e r system may he t h e r e s u l t o f l e a k y c o o l i n g w a t e r pump

: t u f f i n g boxes. A i r cushions may t h e n be t r a p p e d i n t h e c o o l i n g chambers o f the
'
r y l i n d e r covers and t h i s c o n d i t i o n i n v o l v e s t h e r i s k o f o v e r h e a t i n g and c o r r o -
\ i o n o f t h e covers.
F d i l i n g l u b r i c a t i n g o i l pressure
I f the l u b r i c a t i n g o i l pressure drops below t h e p e r m i s s i b l e l i m i t , the engine

must a t onCe be stopped. The causes o f f a i l i n g l u b r i c a t i n g o i l p r e s s u r e may be:
I. Clogged-up l u b r i c a t i n g o i l f i l t e r .
2. Too l o w o i l l e v e l i n t h e sump.
3. Clogged-up o r l e a k y s u c t i o n p i p e .
4. S t i c k i n g by-pass v a l v e i n t h e l u b r i c a t i n g o i l pump, loose a d j u s t i n g screw,

o r broken s p r i n g s .
5. Leaky d e l i v e r y p i p e s .
6. C k f e c t i v e metal i n one o r more b e a r i n g s .

%.
7. Excessive b e a r i n g clearance owing t o wear. I n t h a t case, the pressure w i l l

have dropped g r a d u a l l y over a p e r i o d o f some l e n g t h .
R. H e a v i l y worn l u b r i c a t i n g o i l pump.
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
f ':
,. Engine Data
Operation of Engine
Trouble Tracing
0

f

"xhaust Valves and Fuel lnjection Pumps
Fuel lnjection Pump
Fuel Injection
r - Camshaft and Camshaft Drive

Starting System

-
Fuel Oil System
Driven Machinery
Tools
- ENGINE FRAME. BEDPLATE. CRANKSHAFT AND MAIN BEARINGS 305.01
p~~~
P l a t e s 30501-30502-30503
The bedplate and the frame c o n s t i t u t e t h e main s t r u c t u r a l members o f the

engine.The bedpl atei in ded,;$*5&"g&&&&f&p
....................................................... s
The engine frame i s made of c a s t i r o n , and t u r b o c h a r g e r b r a c k e t , housing f o r
a i r c o o l e r , and c h a r g i n g a i r r e c e i v e r a r e c a s t i n t e g r a l w i t h t h e frame.
The main b e a r i n g s f o r t h e underslung c r a n k s h a f t a r e f i t t e d i n bores i n t h e

frame and a r e secured w i t h b e a r i n g caps o f s t e e l . The caps a r e p r o v i d e d w i t h
s i d e guides and a r e h e l d i n p l a c e by means o f studs w i t h h y d r a u l i c a l l y t i g h t e -
ned nuts. The b e a r i n g caps a r e f u r t h e r m o r e secured by means o f screws i n s e r t e d
h o r i z o n t a l l y through t h e engine frame.
The main and crank p i n b e a r i n g s a r e ' o f t h e s h e l l - t y p e i n which t h e r u n n i n g s u r -

face i s o f steel-backed tri m e t a l .
The b e a r i n g t o l e r a n c e p e r m i t s replacement o f t h e s h e l l s i n p a i r s w i t h o u t any

k i n d o f scraping.
The c y l i n d e r l i n e r s a r e mounted i n openings i n t h e frame, t h e i r t o p f l a n g e s are

pressed a g a i n s t t h e t o p o f t h e frame by t h e c y l i n d e r covers, w h i l e a t t h e
bottom they a r e guided by t h e bottom flange through which they a r e a b l e t o ex-
pand f r e e l y when heated. S e a l i n g between w a t e r chamber and crankcase i s
achieved by means o f two s e a l i n g r i n g s f i t t e d i n grooves on t h e guide s u r f a c e
of t h e c y l i n d e r l i n e r .
The gear wheel d r i v e f o r t h e camshaft i s l o c a t e d on t h e flywheel end o f the

engine and i s enclosed by a two-piece e n d - s h i e l d .
The camshaft i s c a r r i e d i n steel-backed t r i metal b e a r i n g s f i t t e d i n t h e frame.
Along t h e camshaft and t h e c r a n k s h a f t , t h e frame has l a r g e openings on b o t h

sides f o r i n s p e c t i o n o f r o l l e r guides, cams, main b e a r i n g s and crank p i n
bearings.
The openings a r e c l o s e d by covers, some o f which a r e p r o v i d e d w i t h s a f e t y r e -

l i e f valves which e q u a l i z e t h e pressure i f o i l m i s t s i n t h e crankcase a r e i g n i -
ted, f o r i n s t a n c e i n consequence o f a h o t b e a r i n g .
The f u e l o i l p r i m a r y pump i s o f t h e gear t y p e and i s d r i v e n through a c o u p l i n g

l u b . o i l $:ump
from t h e camshaft. Also t h e ................... .......$.. :.il'".s: oi.'fl::.:;;;
t h i s type and i s d r i v e n from
::.:Ili
t h e end o f t h e c r a n k s h a f t j........
@ :......_..
~ Q ..._
' ~..................................................
@ X ? ~ . . 4 t ~ , ~ . o g p ~ ? ~ ~ . . hat lf,ltehxri ob u l eg h
gear
wheel connection.
- -
P l a t e 30504
The c r a n k s h a f t i s s o l i d - f o r g e d and has ground main and crank p i n b e a r i n g j o u r -

n d l s . To ensurc a s u i t a b l e b e a r i n g pressure, t h e c r a n k s h a f t i s , i n t h e case o f
c e r t a i n c y l i n d e r numbers, p r o v i d e d w i t h counterweights f i t t e d by two d o v e t a i l
j n i n t s and secured by a screw c e n t r a l l y placed.
t1 .
Thr gear wheel f o r the camshaft d r i v e i s f i t t e d t o t h e a f t end o f the crank-
R#g$g$$@f.$g$t@@%@g&%x
:ha f t , and t o t h e f o r w a r d end is f it t e d ...........................................................................
%3ii$#$s$~
j$&g;:~~;a
.............. f l e x i b l e gear wheel c o n n e c t i o n f o r l u b . oi'l and water pumps.
8 . Maintenance
C
Frame and c r a n k s h a f t do n o t r e q u i r e much maintenance, y e t l u b . o i l pipes, bed-

p l a t e and o i l d u c t s i n t h e c r a n k s h a f t s h o u l d a t i n t e r v a l s be cleaned o f d i r t
and o i l sludge.
k
T h e screws which a t t a c h counterweights
. t o t h e c r a n k s h a f t should now and then be
checked f o r c o r r e c t t i g h t n e s s . The c o r r e c t t i g h t n e s s t o r q u e i s s t a t e d i n
D-305-4.
Note: The l i f e o f bearings of modern, h i g h - o u t p u t engines g r e a t l y depends on
I
the c o n d i t i o n o f t h e l u b r i c a t i n q o i l and, i n p a r t i c u l a r , on i t s degree o f p u r i -
t y . I t i s extremely i m p o r t a n t , t h e r e f o r e , t o a v o i d p o l l u t i n g t h e i n s i d e o f t h e
- engine d u r i n q overhauls.
The presence o f d u s t and sand p a r t i c l e s may v e r y q u i c k l y s p o i l bearings, as no

f i l t e r s a r e a b l e t o remove t h e q u i t e s m a l l p a r t i c l e s q u i c k l y enough t o prevent
.-
I damage.
I*' Always make s u r e t o mount main b e a r i n g s c o r r e c t l y a f t e r overhauls.
When mounting a new main o r guide b e a r i n g , make s u r e t h a t t h e c r a n k s h a f t bears

i n a l l bearings, and t h a t these a r e a l i g n e d .
I This i s checked as d e s c r i b e d i n s e c t i o n C. T o o l s .
,-
CHECKING OF BEARINGS AND JOURNALS Edition 01H
The main and crankpin bearings should be inspected periodically according to

the requirements of the classification society (see also "Checking and Mainte-
nance Program" in Section 302). In addition, some main bearings should be exa-
mined if flankes of bearing metal are found in the engine bedplate, or in the
case of increasing bearing clearance or falling lubricating oil pressure. Also
if the lubricating oil system should become contaminated with abrasive partic-
les, if the water content in the oil becomes excessive or if the lubricating
oil supply has failed.
At normal wear of main and crankpin bearings, the greyish-white layer of white
metal will first be worn through at the front and rear edges at the bottom of
the lower shell of main bearings, and at the top of the upper shell of crank-
pin bearings. Thereby the copper-coloured leaded bronze is uncovered in two
crescentshaped areas, which will eventually meet at the middle of the shell.
When this uncovered area has increased to one-fourth of the bearing surface.
the shells should be replaced. To avoid excessive loading of a single set of
new main bearing shells, the adjacent main bearing shells should simultaneous-
ly be checked for wear and replaced, if required. Always replace the shells in
sets, as the upper and lower shells are matched together. It is important to
run-in new bearings as prescribed in Section 302. page 302.10. Overhauls.
It is very important to make sure that there is not clearance below any main
bearing journal and. in addition, crankshaft deflection reading must be taken;
see Data 0305 CHECKING OF MAIN BEARINGS.
If hard particles (sand, welding beads, slag or rust) have entered the bearing5
they will scratch both bearing metal and steel journals and eventually be
crushed or forced into the bearing metal. If this has caused too great rough-
ness of the journals, these must be reconditioned. The surface roughness of a
new journal is 8-10 microinches CLA, equivalent to 0.2-0.25, R . Prior to po-
l ishing, the lubricating holes should be closed with grease toaprevent grind-
ling particles form entering the lubricating oil system.
In order to determine whether the journal surface is adequately smooth, a
large, edged coin may be drawn longitudinably along the journal. The coin is
pressed slightly at an angel of approx. 45 against the journal surface and is
held transverse to the direction of movement. Vibrations felt may be compared
with a bearing journal which is known to be in order. This method is used when
a roughness measuring device is not available.
CHECKING OF BEARINGS AND JOURNALS E d i t i o n 01H
The b e a r i n g s u r f a c e o f t h e s h e l l s i s t o be cleaned o f any impregnated p a r t i c l e s

and any " s t u b b l e s " o f wiped-out metal i n t h e l u b r i c a t i n g grooves should be r e -
moved, t h e o i l wedges b e i n g freshened up w i t h a bayonet s c r a p e r . I f up t o 10%
o f t h e c a r r y i n g area i s damaged by coarse s c r a t c h e s o r wiped-out m e t a l , t h e
s h e l l should be replaced.
If a b e a r i n g has r u n h o t , b o t h b e a r i n g s h e l l s should be r e p l a c e d and t h e bea-

r i n g j o u r n a l be examined f o r h e a t c r a c k s (Dye check, magnaflux) and d i s t o r t i o n .
Whenever b e a r i n g s h e l l s a r e inspected, t h e i r o u t e r s u r f a c e s and j o i n t s should

be checked f o r wear and p i t t i n g , which a r e s i g n s o f small r e l a t i v e movements.
The j o i n t i n g s u r f a c e s and l a t e r a l g u i d i n g faces o f t h e b e a r i n g cap a r e t o be
examined f o r t h e same symptoms.
The bearing clearance s h o u l d be measured a t t h e top, a t t h e bottom, and 10'

above and below j o i n t s a t b o t h sides.
Bearings nldy o f t e n work s a t i s f a c t o r i l y even i f t h e j o u r n a l has been worn some-

what o v a l , b u t i f new b e a r i n g s a r e f i t t e d t h e j o u r n a l s must be t r u e d up. When
t i g h t e n i n g up main and c r a n k p i n bearings, s p e c i a l c a r e must be e x e r c i s e d and
the i n s t r u c t i o n s g i v e n i n t h e i n s t r u c t i o n book (on data sheets and i n overhau-
l i n g procedures) must be c l o s e l y f o l l o w e d .
ENGINE FRAME. BEDPLATE, CRANKSHAFT AN0 MAIN BEARINGS 385.51
- -
DISMANTLING OF MAIN AND GUIDE BEARINGS E d i t i o n 12H
P l a t e 30551
Take o f f t h e crankcase covers and remove t h e two b r a c i n g screws ( P l a t e

30502, I t e m No. 0200) s e c u r i n g t h e b e a r i n g cap t o t h e engine frame. I t may
be necessary t o loosen t h e b r a c i n g screws o f t h e a d j a c e n t bearings too.
Loosen t h e n u t s from t h e b e a r i n g studs, u s i n g t h e h y d r a u l i c t o o l s as de-

s c r i b e d i n s e c t i o n 319.
Remove t h e h y d r a u l i c t o o l s , unscrew t h e n u t s a couple o f t u r n s , and loosen

t h e b e a r i n g cap by means o f t h e l e v e r b a r s 1906.
F i t t h e l i f t i n g w i r e 0164 t o t h e s i d e s o f t h e b e a r i n g cap and l i f t t h e cap

w h i l e removing t h e b e a r i n g n u t s and f i t t i n g t h e s u p p o r t i n g tubes 2163.
Lower t h e b e a r i n g cap on t o t h e c o l l a r of t h e s u p p o r t i n g tubes and remove

t h e bottom s h e l l .
E x e r c i s i n g c a r e , r o t a t e t h e upper b e a r i n g s h e l l o u t by means o f t h e specid1

d i s m a n t l i n g t o o l 1540 ( b o t h main- and g u i d e b e a r i n g ) .
L i f t i n g w i r e 0164 a r e a v a i l a b l e f o r t r a n s p o r t o f main b e a r i n g caps
Mounting o f main and guide bearings
The mounting i s a f f e c t e d w i t h t h e same t o o l s , by r e v e r s i n g t h e above work-

i n g sequence. Make sure t h a t t h e b e a r i n g s h e l l s and caps a r e p o s i t i o n e d
c o r r e c t l y . The b r a c i n g screws s e c u r i n g t h e b e a r i n g caps a r e t o be t i g h t e n e d
t o the t o r q u e i n d i c a t e d i n D 305-2b.
Checking t h e main b e a r i n g s ( c o l d e n g i n e ) .
The alignment o f t h e main b e a r i n g s i s checked by means o f the d i a l gauge

( a u t o l o g ) 3231, which i s t o be f i t t e d as shown, about 5mm from the edgr o f
the crank web, and d i a m e t r i c a l l y o p p o s i t e the crank p i n .
Check by means o f a f e e l e r t h a t t h e c r a n k s h a f t bears a g a i n s t the bottom o f

the main bearings on b o t h s i d e s o f t h e crank throw concerned.
Set t h e p o i n t e r o f t h e d i a l gauge t o "0" and tugn the c r a n k s h a f t n e a r l y

one r e v o l u t i o n , r e a d i n g the d i a l gauge e v e r y 90 .
The connecting rods w i l l p r e v e n t t h e c r a n k s h a f t from being turned through

one complete r e v o l u t i o n , b u t t h e r e s u l t i n g d e f i c i e n c y i n readings w i l l i n
p r a c t i c e have no s i g n i f i c a n c e .
I f the d i f f e r e n c e i n readings approches t h e value s t a t e d i n 0305-7, the

c r a n k s h a f t must be r e - a l i g n e d as t h i s value i s t h e a b s o l u t e maximum p e r -
m i s s i b l e d i f f e r e n c e i n readings.
-
FNGINE FRAME, BEDPLATE. CRANKSHAFT AND MAIN BEARINGS 305.52
GENERATOR OPERATION E d i t i o n 12H
In the case o f engines d r i v i n g a generator. the alignment o f the generator bea-

r i n g w i l l i n f l u e n c e the readings o f t h e aftmost crank throw i n the same way as
the main bearings o f t h e engine.
f o r the a1 ignment of t h e generator o r t h e separate g e n e r a t o r bearing, the same

l i m i t values a p p l y as s t a t e d f o r t h e main bearings o f t h e engine.
-
BEDPLATE PLATE 3050 1 - 1 111

-
BEDPLATE PLATE 30501-1 l H
Item No. Banawnelse
0388 Gasket Pa kn ing

0477 Cover Dskscl
0566 Screw Skruc
1278 Bedpl a t e Bundramne
1367 Stud Ta P
1456 Lock washer Sikringsskivc
1545 Nut Metrik
1634 Handle Handtag
1723 Dipstick Pejlestok
3000 Adjusting b o l t
3001 Fitted bolt
7007 Selflocking nut
- - -
FRAME
--- --
PLATE 33502-27H
PLATE 30510
-
93.34 ESOT
A W N M I -a
FRAME IJIAIF X502-27~
Stud
stud
shld
IEnd gwrd, (Dm Endeskmnn. lor
Kun 61gmn0.lig w m en &I d et re~eNedelsueL
.
-
FRAME PLATE 30502-27H
sh+
Skive
Kun (ilgmngeligsom en del a1 er resew-!.

FRAME AND GUIDE BEARING PLATE 3 0 5 0 3 - l 1 H
FRAME AND GUIDE BEARING PLATE 30503-1 l H
llem No. Designation Benzevnelse
4 0148 Guide b e a r i n g s h e l l , Styrelejepande.

upper and l o w e r s v c r s t e oq nederstc
0237 Stud Tap
0326 Screw Skrue
0415 Securing piece Sikringsstykkr
'0504 Space r i n g A f standsring
'0693 Screw Skrue
0782 Nut Mstrik
0870 Cover Dzksel
0871 Screw Skrue
'0960 Guide b e a r i n g cap Styrelejeoverpande
1038 Gasket Pakning
1305 Screw Skrue
Gasket Pakninq
T h r u s t washer Trykskive
Washer Skive
Screw Skrue
Skrue
O i l trap
Union Forskruninq
E l bow Kne
Nut Hetrik
Screw Skrue
Cover, upper p a r t Dzksel , overpart
Cover, l o w e r p a r t Deksel , underpart
FRAME AND GUIDE BEARING PLATE 30503-1 11(
Screw Skrue
Screw Skruc
Screw Skruc
Screw Skrue
S e a l i n g r i n g . upper Tatningsring, overpart
part
S e a l i n g r i n g , lower T a t n i n g s r i n g , undcr-
part part
Nut Motrik
Union Forskruning
Return o i l p i p e Rcturolicror
'Not spare p a r t s 'Lcvcrcs i k k c so111

reservedel
CRANKSHAFT PLATE 30504-l0H
CRANKSHAFT PLATE 30504-1011
Counter weight Kontravzgt

Crankshaft Krumtapaksel
Coup1 i n g p a r t Kobl i n g s p a r t
Screw Skrue
Counter weight Kontravegt
Screw Skrue
Securing p i e c e Sikringsstykke
Screw Skrue
F l y wheel Svinghjul
Nut Mstrik
Washer Skive
O i l throw r i n g 01 i e a f s l y n g n i n g s r i n g
Gear wheel Tandhjul
Screw Skrue
Nut Mstrik
Fitted bolt Pasbol t
Screw Skrue
Gear r i m Tandkrans
Bolt 001 t
Tuning wheel Afstemningshjul

Nut Metrik
S l i d e shoe G l idesko
Distance piece Afstandstykke
F i t t e d stud Pastap
End p l a t e Endeplade
Fitted bolt (for Pasbolt ( f o r
tuning wheel ) afstemningshjul)
Fitted bolt (for Pasbol t ( f o r
v i b r a t i o n damper) svingningsdamper)
Ax1e Aksel
V i b r a t i o n damper Svingningsdamper
Nut Metrik
Hub Nav
Screw Skrue
Spring guide Fjederstyr
Spring Fjeder
COVER WITH PUMPS PLATE 30510-05H
Lub. Oil Pump Plate 31501

01
17
18
09
10
-
92.50 ESOS
COVER WITH PUMPS PLI\TE 30510-05H
8cm
8unv
covu
OIL.(
OIL.1
Covu
Guldm pin
Nu(
Ssm
cum1
Straw
Lodc w u h u
Sprq n o d
Front covu
Guldm pin
Nv(
Cyllndrlul pin
Nu(
-- -
CRANKSHAFT AND MAIN BEARING TOOLS PLATE 30551-15H

CRANKSHAFT AND M A I N BEARING TOOLS PLATE 30551 - 1')H
Engine Data
Operation of Engine
Trouble Tracing

Cylinder Head and Cylinder Liner 8,


Turbocharger System
Fuel lnjection Pump

--
Fuel Injection

Starting System

Fuel Oil System
Driven Machinery
Tools
*'-
is.
Engine Data
, Operation of Engine
Trouble Tracing

a Cylinder Head and Cylinder Liner

I-

* Exhaust Valves and Fuel lnjection Pumps
Turbocharger System
Fuel lnjection Pump
Fuel lnjection

' Starting System

-
Fuel Oil System
Driven Machinery
Tools
. ., *
-
P l a t e 30601
The c y l i n d e r l i n e r i s made o f c l o s e - g r a i n e d , p e a r l i t i c c a s t i r o n and i s a t thc

t o p p r o v i d e d w i t h a c o l l a r r e s t i n g on t o p o f t h e frame. A t the bottom, the li-
n e r has a g u i d e w i t h grooves f o r two s e a l i n g r i n g s . which p r o v i d e t i g h t n e s s a-
g a i n s t t h e frame.
The c y l i n d e r head i s made of c a s t i r o n . The c y l i n d e r head i s p r o v i d e d w i t h two

i n l e t valves and two exhaust v a l v e s . The f u e l v a l v e i s c e n t r a l l y placed i n tho
c y l i n d e r head. F u r t h e r t h e c y l i n d e r head i s p r o v i d e d w i t h an i n d i c a t o r v a l v e .
The c y l i n d e r head i s equipped w i t h separate s e a t r i n g s f o r i n l e t valves and

exhaust valves. The seat r i n g s a r e i n s t a l l e d a c c o r d i n g t o t h e f r e e z i n g method.
The s e a t r i n g s a r e made o f h e a t - r e s i s t a n t s t e e l , d i r e c t l y hardened on t h e sca-

t i n g surface. The s e a t r i n g s f o r t h e exhaust v a l v e s a r e w a t e r cooled.
The c y l i n d e r head i s s u p p l i e d w i t h c o o l i n g w a t e r f r o m t h e screwed-on c o o l i n q

water b e l t t h r o u g h r a d i a l b o r e s i n t h e t h i c k b o t t o m o f t h e head. Each r a d i a l
bore comnunicates w i t h two branch bores. F u r t h e r separate bores l e a d the coo-
l i n g w a t e r t o t h e seat r i n g s o f t h e exhaust v a l v e s . From t h e c o o l i n g water
space and bores o f t h e c y l i n d e r head, t h e c o o l i n g w a t e r i s l e d t o a common
o u t l e t chamber.
The c y l i n d e r head and c y l i n d e r l i n e r a r e j o i n e d by means o f 4 studs which arc

screwed i n t o t h e frame. The t i g h t e n i n g i s c a r r i e d o u t by means o f h y d r a u l i c
jacks.
Sealing i s p r o v i d e d by a t h i n r i n g i n s e r t e d between t h e c y l i n d e r head and thg,

P l a t e 30601
Before mounting t h e c y l i n d e r l i n e r , t h e guide i n t h e frame should be cleaned

o f r u s t and sludge, and new s e a l i n g r i n g s should be f i t t e d t o the l i n e r .
Rings and grooves must n o t be greased, o n l y a l i t t l e l u b r i c a t i n q o i l m a v be
applied. The c o n t a c t faces between l i n e r and frame should be c a r e f u l l y checkcd
and i f marks o r i n d i c a t i o n s o f inadequate c o n t a c t a r e observed,the faces must
be r e c o n d i t i o n e d by a s l i g h t g r i n d i n g t o g e t h e r .
I f t h e p i s t o n r i n g s have been d i s m a n t l e d and t h e same o r new r i n g s a r e f l t t r d .

the corresponding c y l i n d e r l i n e r s h o u l d be s l i g h t l y honed, i n o r d e r t o break
the "glaze" and t o f a c i l i t a t e t h e r u n n i n g i n .
* The c y l i n d e r head i s p r o v i d e d w i t h a c l e a n i n g head 1227 and a p l u q screw 4 1 7 5 ,

which should be removed a t r e g u l a r i n t e r v a l s f o r i n s p e c t i o n o f the c o n d i t i o n
o f t h e w a t e r chamber.
CYLINDER HEAD AN0 CYLINDER LINER
Plate 30651
Dismantling o f Cylinder Head
Take o f f the top cover enclosing the rocker arms and separate a l l pipe
connections. Also remove the p r o t e c t i v e caps on the threaded ends o f
the b o l t s .
F i t the hydraulic jacks 0798, the d i s t r i b u t i n g piece 0154 w i t h hoses

0243 and 0510, and also f i t the o i l pump 0421 as shown and loosen the
nuts according t o the d i r e c t i o n s given i n s e c t i o n 319.
L i f t o f f the c y l i n d e r head. using the l i f t i n g device 1955.
Mounting o f Cylinder Head
Before mounting the c y l i n d e r head, check the contact faces between

head and c y l i n d e r l i n e r . Any marks o r scratches i n the faces may be
ground away w i t h the t o o l 3065310192, one side o f which f i t s the
c y l i n d e r head and the other the l i n e r . F i t a new sealing r i n g between
c y l i n d e r l i n e r l c y l i n d e r head.
Inspect the water passage nipples and replace d e f e c t i v e rubber rings.
Make sure t h a t the nipples enter the c y l i n d e r head c o r r e c t l y , and

make sure t h a t the guide pins e n t e r the bores i n the cooling jacket.
To f a c i l i t a t e the mounting, i t i s recomnended t o apply a l i t t l e l u b r i -
c a t i n g o i l t o the rubber r i n g s before pressing the c y l i n d e r head down
against the contact face o f the c y l i n d e r l i n e r .
For maunting o f f u e l o i l high-pressure pipe, see section 311
For adjustment o f valve clearance. see section 308.
Plate 30652
c. Dismantling o f i n l e t and exhaust Valves
1 Mount the dismantling t o o l 0123 as shown. Before mounting, the t h r u s t

f e e t 0301 must be screwed completely inwards on the screws o f the t h r u s t
piece.
. 2. Turn the screws i n an anti-clockwise d i r e c t i o n and take out the locking

r i n g s o f the valve spindles.
3. Relieve the springs and take o u t the valve spindles.

CYLINDER HEAD AND CYLINDER LINCR 306.52
MAINTENANCE E d i t i o n 131i
4. During overhauls, the c y l i n d e r head can be placed on a t i l t a b l e

worktable 30662/0815 ( o p t i o n a l e x t r a s ) t o f a c i 1it a t e access d u r i n g
g r i n d i n g o f valve seats, e t c .
!). I n connection w i t h d i s m a n t l i n g
o f t h e valve s p i n d l e s f o r over-
haul, t h e O-ring 30601/3373 i n
the v a l v e s p i n d l e guides should
be renewed.
During mounting c a r e f u l h a n d l i n g
i s necessary t o a v o i d damage o f
t h e O-ring.
Screw d r i v e r s o r o t h e r sharp t o o l s
should never be used f o r t h i s
purpose.
Correct mounting can e a s i l y b e done

by the use o f two v a l v e s p i n d l e s as
mounting t o o l ; one s p i n d l e t o b e
used as support and the o t h e r s p i n d l e
t o be used f o r pushing t h e O-ring
downwards.
d. Overhaul o f Valves
1. I n s p e c t i o n o f valve s p i n d l e seats/valve s e a t r i n g s
-
P o l i s h i n g o f v a l v e s p i n d l e seats and v a l v e
seat r i n g s can be c a r r i e d o u t by means o f
g r i n d i n g paste and use o f t h e s u c t i o n
l i f t e r as t u r n i n g device.
I f the seatings a r e b u r n t o r scarred

by dent marks, r e c o n d i t i o n i n g has t o
be c a r r i e d o u t by machining i n form
o f g r i n d i n g o f valve s p i n d l e s e a t
r e s p e c t i v e l y valve seat r i n g .
.
1986.05.12
-
2. Inspection of valve spindle guide
Too much clearance between valve spindle

and spindle guide may cause increased
lub.oi1 consumption, fouling up of the
spindle guide and thus give t h e r i s k of
s t i c k i n g valve spindle.
Too much clearance a l s o means i n s u f f i -

c i e n t guidance of the valve spindle and
thus bad alignment between spindle head
and valve s e a t ring.
In connection with overhaul of the cyl-
inder head, the valve spindle guides
should be cleaned, inspected and mea-
sured f o r wear.
I f the inner diameter of the valve
spindle guide exceeds 14,25 mm, the val-
ve spindle guide must be replaced,
3. Reconditioning of Valve Seat Rings
Reconditioning of valve s e a t rings i s c a r r i e d out by grinding with a

grinding apparatus, 30652/0767. (For mounting and operating of the grin-
ding apparatus, see separate i n s t r u c t i o n ) .
Using the gringing apparatus, grind the s e a t "A" with a feed a t an angle
adjusted t o 30 + 0.1. Grind t h e - s e a t u n t i l obtaining a clean and uniform
surface. 0
For a new valve s e a t r i n g , grind u n t i l the measurement 0 306-5 has been
achieved. Carry out the f i n a l grinding with a feed from the inside out-
wards, as t h i s normally gives the best surface q u a l i t y .
Adjust the diameter D 306-5 of the s e a t i n accordance with the indication
on the data page by grinding the surface " B ' with the grinding apparatus.
When the recess "R" has been ground away, the valve s e a t ring i s useless
. and i s t o be replaced.
Adjust the width 0 306-6 of the s e a t (surface "A") in accordance with the
indication on the data page. Carry out the adjustment by grinding the
surface "C" with the feed angle of the grinding apparatus adjusted to 50'
Any worn valve guides in the cylinder head must be replaced.
-
4. Reconditioning o f Valve S p i n d l e
Using t h e g r i n d i n g apparatus, 3085110241, g r i n d t h e v a l v e s p i n d l e seat.

(For o p e r a t i o n o f t h e g r i n d i n g apparatus, see separate i n s t r u c t i o n ) .
G r i n d t h e s e a t o f t h e v a l v e a t an angle a d j u s t e d t o 30°-:.250
!
b
Continue g r i n d i n g u n t i l o b t a i n i n g a c l e a n and u n i f o r m surface.
A f t e r completing t h e g r i n d i n g , check t h a t t h e h e i g h t D 306-8 o f t h e valve
head observes t h e minimum measurement, as i n d i c a t e d on t h e data page.
If0306-8 min. cannot b e ascertained, scrap t h e s p i n d l e .
c A f t e r assembling t h e valves, check - on account t h e v a l v e motion - t h a t
t h e d i s t a n c e D 306-7 between t h e upper edge o f t h e c y l i n d e r head and
t h e upper edge o f t h e v a l v e s p i n d l e does n o t exceed t h e maximum value.
k e. Replacement o f Valve Seat Ring
When i t i s no longer p o s s i b l e t o r e c o n d i t i o n the v a l v e seat r i n g i n

accordance w i t h t h e precedent s e c t i o n , t h i s r i n g i s replaced i n the
f o l l o w i n g manner.
I Dismounting o f Valve Seat Rings
Dismounting o f a v a l v e s e a t r i n g i s c a r r i e d o u t by means o f a s p e c i a l
e x t r a c t o r t o o l s e t comprising f o l l o w i n g components :
@ "Spindle
@ Nut
@ Disc
@ Copper p i p e
@ Supporting p i e c e
'@ Disc
@ Nut
--
CYLINDER HEAD AND CYLINDER L I N E R 306.55
Dismounting of a v a l v e s e a t r i n g i s c a r r i e d o u t a c c o r d i n g t o f o l l o w i n g proce-
dure:
The s p i n d l e @ w i t h t h e n u t @ and
t h e d i s c @) i s placed i n t h e v a l v e
s p i n d l e g u ~ d ew i t h t h e n u t a d j u s t e d
so as t o o b t a i n t h e p r e s c r i b e d p o s i -
t i o n o f the d i s c i n the valve seat
ring.
A heat-resistant insulation c l o t h
(glass f i b r e o r s i m i l a r ) provided
w i t h a h o l e o f same d i a m e t e r as t h e
v a l v e s e a t r i n g i s placed on t h e
c y l i n d e r head bottom s u r f a c e i n such
a way j u s t l e a v i n g f r e e access t o
the valve seat r i n g i t s e l f . This
arrangement p r o t e c t s t h e s u r f a c e s
a g a i n s t h e a t impact and s p u t t e r
from t h e subsequent w e l d i n g process.
The copper p i p e @ i s p l a c e d on t h e s p i n d l e i n o r d e r t o p r o t e c t t h e l a t t e r
a g a i n s t welding s p u t t e r .
9
By means o f an e l e c t r i c apparatus, t h e d i s c 3 i s now welded on t o the seat
r i n g . The welding has t o be c a r r i e d o u t as a u l l welding, i . e . w i t h an un-
i n t e r r u p t e d and c i r c u m f e r e n t i a l w e l d i n g seam.
F u r t h e r t o attachment o f t h e e x t r a c t o r t o o l t h e w e l d i n g process earns the

purpose t o loosen t h e v a l v e s e a t r i n g .
The h e a t impact from t h e w e l d i n g process w i l l cause t h e s e a t r i n g t o buckle

as i t cannot expand i n t h e c y l i n d e r head bore. D u r i n g t h e subsequent c o o l i n g
down due t o temperature e q u a l i z i n g t h e s e a t r i n g w i l l s h r i n k and thus the
press f i t i s reduced.
a Q 6
A f t e r t h e welding the copper p i p e 4 and t h e i n s u l a t i o n c l o h a r e removed
and the s u p p o r t i n g p i e c e w i t h t e d i s c @ and t h e n u t i s mounted.
The valve s e a t r i n g i s now t o be p u l l e d o u t by t i g h t e n i n g o f t h e n u t @

Being welded t o the e x t r a c t e d and scraped v a l v e s e a t r i n g , t h e d i s c @) can-
n o t be reused.
. Planning o f a major overhaul o f c y l i n d e r heads s h o u l d t h e r e f o r e comprise a

check o f Nos. o f mentioned d i s c s a v a i l a b l e on s t o c k .
The d i s c can be ordered as spare p a r t s , see p l a t e 30601

CYLINDER HEAD AND CYLINDER LINER
Mounting of new Valve Seat Rings
Prior t o mounting of a new valve s e a t r i n g , the bore i n t h e cylinder head

has t o be c a r e f u l l y cleaned and t o be inspected f o r surface damage. Any marks
o r "high spots" which could e b s t r u c t the mounting o r prevent c o r r e c t p o s i t i o -
ning of the valve s e a t r i n g should be removed.
Prior t o mounting, t h e valve s e a t r i n g has t o be cooled down i n order to obtain
a shrinking e f f e c t allowing easy s l i d i n g of t h e valve s e a t ring i n t o the bore.
Therefore the cooling down should preferably by means of l i q u i d nitrogen (N2)
o r a s an a l t e r n a t i v e by use of a carbon dioxide (C02) f i r e extinguisher.
When cooling down the valve s e a t r i n g i t should be placed i n a heat-insulated
box o r placed upon a heat-insulating mat. To achieve adequate temperature of
the valve s e a t ring, the cooling media should be applied f o r a period of
approx. 15-20 minutes.
CAUTION. When handling supercooled components asbetos gloves should be worn
met contact with the s k i n may cause f r o s t - b i t e .
When the valve s e a t ring has
been cooled down, i t i s care- Mandrel f o r
f u l l y placed i n the bore. mounting of
Cooled down t o adequate tempe- valve s e a t rings
r a t u r e , the valve s e a t ring
can e a s i l y be moved i n t o cor-
r e c t position.
The mounting t o o l , consisting
of a disc and a mandrel of
dimensions allowing i t t o be
guided in.the valve spindle
guide, i s placed.
Before any s e t t l i n g can take
place due to equalizing of
temperature, the valve s e a t
ring i s driven i n t o the bore
until contact in bottom posi-
tion by knocking the mandrel
with a hammer.
When a new valve s e a t ring has been mounted the seating surface has to be
ground in order t o ensure c o r r e c t alignment t o the valve spindle guide.
Before grinding, the temperatures of the valve s e a t ring and the cylinder
head should be allowed t o equalize t o room temperature l e v e l .
Exhaust Valve Seat Ring
I n o r d e r t o ensure s e a l i n g towards t h e s u r r o u n d i n g c o o l i n g w a t e r channels a

s e a l i n g compound has t o be used, when mounting a new exhaust v a l v e s e a t r i n g .
The s e a l i n g compound, l o c t i t e 640, i s a p p l i e d o n l y t o t h e bore, and an a c t i -

v a t o r , l o c q u i c t 747 T, s h o u l d be used i n o r d e r t o a c c e l e r a t e t h e c u r i n g time.
The i n s t r u c t i o n s d e l i v e r e d w i t h t h e s e a l i n g compound and t h e a c t i v a t o r should

be f o l l o w e d .
I n b r i e f the process i s as f o l l o w s :
- Oegrease t h e bore w i t h t r i c h l o r e t h y l e n e .
- Apply t h e a c t i v a t o r and a l l o w i t t o d r y f o r approx. 3 minutes
- Apply a t h i n c o a t of l o c t i t e 640.
The cooled down exhaust v a l v e s e a t r i n g i s mounted immediately a f t e r appl i c a -
t i o n o f t h e s e a l i n g compound.
A f t e r mounting of t h e v a l v e s e a t r i n g t h e s e a l i n g compound must be a l l o w e d t o

cure f o r a t l e a s t 30 minutes b e f o r e work such as g r i n d i n g o f s e a t i n g s u r f a c e
i s continued.
The i n n e r diameter o f t h e i n l e t v a l v e Seat r i n g s i s asymmetric due t o the

prescnce o f d s w i r l f a c i n g .
To d i h i e v e the s w i r l e f f e c t o f t h e charge a i r when e n t e r i n g the combustion

chamber i t i s i m p o r t a n t t h a t i n l e t v a l v e s e a t r i n g s a r e c o r r e c t l y positioned
i n the c y l i n d e r head.
Punch mark
indicating f i t t i n g direction

-
l o ensure t h i s , b o t h t h e v a l v e s e a t r i n g and t h e c y l i n d e r head bottom have

f i t t i n g marks, which have t o c o i n c i d e .
When mounting t h e i n l e t v a l v e s e a t r i n g s they have t o be p o s i t i o n e d a c c o r d i n g

t o t h e marks.
f. Replacement o f L i n e r f o r Fuel Valve
I f the s e a l i n g r i n g s o f t h e f u e l v a l v e l i n e r s t a r t t o l e a k o r another
d e f e c t i n t h e l i n e r occurs, the l i n e r i s t o be removed, proceeding as
follows.
Screw o f f the r i n g n u t 30601/1683 b y means o f t h e s p e c i a l p i n spanner
.
30652/0490 and knock t h e l i n e r 30601/1061 c a r e f u l l y o u t , u s i n g a brass
mandrel. o r p u l l o u t t h e l i n e r by means o f an e x t r a c t o r t o o l .
A f t e r c a r e f u l l y c l e a n i n g theobore i n t h e c y l i n d e r head. cool down the

f u e l v a l v e l i n e r t o minus 70 C f o r example i n l i q u i d n i t r o g e n ( N )
Mount new s e a l i n g r i n g s and f i t the l i n e r i n t h e c y l i n d e r head. 6 o k t
the r i n g nut, t i g h t e n i n g i t up by means o f t h e p i n spanner and a
torque pressure s t a t e d i n D 306-9.
g. Replacement of Sealing Rings on Cooling Jacket
Dismount t h e screws 30601/2484 and remove t h e c o o l i n g jacket, p o s s i b l e by

knocks w i t h a t i n hamner.
Clean the c o o l i n g j a c k e t on t h e i n s i d e , a l s o c l e a n i n g the bore o f t h e cy-

l i n d e r head and t h e surface a g a i n s t t h e c o o l i n g j a c k e t .
Mount new s e a l i n g r i n g s , a f t e r c o a t i n g them w i t h a l i t t l e l u b r i c a t i n g o i l .

A f t e r t h i s , mount t h e c o o l i n g j a c k e t and t i g h t e n up t h e screws w i t h t h e
torque s t a t e d i n data 306-10.
P l a t e 30653
Dismantling o f C y l i n d e r L i n e r
Attach t h e l i f t i n g t o o l 1804 t o t h e l i n e r as shown.
While t h e l e g s of t h e crossbar 1448 near on t o p o f the frame, r a i s e the

c y l i n d e r l i n e r by means of t h e eye n u t 1359, u n t i l t h e l i n e r r e s t s against
the crossbar.
P u l l t h e c y l i n d e r l i n e r o u t of t h e frame w i t h care by means o f a t a c k l e ,

and remove it.
I n t h e case of i n s t a l l a t i o n s where t h e headroom i s r e s t r i c t e d , a special

l i f t i n g device 30662/0182 can be s u p p l i e d f o r t h e c y l i n d e r l i n e r s .
Lapping o f C y l i n d e r Liner/Frame
To ensure complete t i g h t n e s s between t h e c o o l i n g water space i n the frame

and t h e c y l i n d e r 1 i n e r , t h e packing surfaces c y l i n d e r 1iner/frame are t o
be lapped t o match.
Dismount t h e s e a l i n g r i n g s of t h e l i n e r , mount t h e l i f t i n g t o o l stay 1537,

crosspiece 1626, and eye n u t 1359 t o g e t h e r w i t h t h e lapping handle 1715 on
the c y l i n d e r l i n e r .
Lap the c y l i n d e r l i n e r / f r a m e t o match, u s i n g paste, the f i n a l lapping t o

be made w i t h paste No. 180 o r f i n e r .
Before mounting t h e c y l i n d e r l i n e r , a p p l y a t h i n l a y e r o f packing paste on

t h e s e a l i n g surfaces, f o r example Silastene. Rhodorsil 7306 Blanc, o r a
s i m i l a r type.
Honing the Cyl i n d e r L i n e r
The renovation can be made w i t h e r w i t h dismantled l i n e r i n the workshop o r

w i t h l i n e r mounted i n t h e engine frame by use o f the belonging funnel 0025.
-
MAINTENANCE Edition 1 3 1
Before t h e honing, deposits o f coke and p o s s i b l e wear edges i n t h e t o p o f t h e

l i n e r must be removed by scraping.
The honing i s made by means o f a f l e x - h o n e r 0736 w i t h f i n e n e s s g r a i n s 80-120.

A r e v o l u t i o n speed between 80 and 160 rpm i s chosen.
I n o r d e r t o achieve t h e r e q u i r e d angle between the honing qrooves (see sketch)

the v e r t i c a l speed i s adjusted t o about 1 m/sec.. which corresponds t o about
I, . 2 sec. f o r one double novement. (The f l e x - h o n e r i s moved from below, up and
down i n 2 seconds).
The procedure i s t o be continued u n t i l about 25 percent o f t h e surface i s co-

vered by honing grooves. This i s n o r m a l l y achieved a f t e r o n l y a few v e r t i c a l
movements. The remaining surface i s l e f t rough.
During t h e honing i t i s important t o l u b r i c a t e f r e e l y w i t h c u t t i n g o i l o r en-

g i n e - o i l . Gas o i l ought n o t t o be used as i t may promote scratches and conse-
quent uneven surface roughness.
A f t e r t h e honing, the l i n e r i s c a r e f u l l y cleaned and i t must be ensured t h a t

a1 1 abrasive p a r t i c l e s have been removed.
CYLINDER U N I T PLATE 3 0 6 0 1- 1211
2939
300 7
rev. 1988.12.20
CYLINDER UNIT PLATE 3060 1 - 12H
Nut Metrik
Washer Skivc
Hand wheel Hdndhjul
Gland n u t Pakmetrik
I n d i c a t o r valve lndikatorventil
Gasket Pakning
Connecting p i e c e Mellemstykke
Gasket Pakning
Gasket Pakning
Cover kksel
Screw Skrue
Screw Skrue
Ring n u t Ringmetrik
O-ring O-ring
Sleeve f o r f u e l v a l v e Br. v e n t i l f o r i n g
Stud Tap
O-ring O-ring
Cooling j a c k e t K~lekappe
Screw Skrue
O-ring O-ring
Pipe Rer
C y l i n d e r 1i n e r Cyl i n d e r f o r i n g
O-rings 0-ringe
O-ring O-ring
Valve s p i n d l e g u i d e Ventilspindelstyr
Gasket Pa kn ing
Coami ng Karm
rev. 1988.12.20
CYLINDER UNIT PLATE 30601-1211

-
3829 Gasket Pakning

3918 Nut Mstrik
4086 Stud Ta P
4175 Plug Prop
m 53 C y l i n d e r head Cyl i n d e r d e k s e l
4442 Valve s e a t r i n g , exh. Ventilszedering, u d s t .
'4443 disc Skive
-445 Valve s e a t r i n g , i n l e t Ventilszedering, inds.
* Has t o be used when ' Skal anvendes ved

dismantling the valve demontering a f v e n t i l -
s e a t r i n g s . See p l a t e szederinge. Se p l a t e
306.55 306.55
,-
rev. 1988.12.20
r

D i s t r i b u t i n g piece Fordelerstykke
Hose Slange
O i l pump 01 iepumpe
Hose S l ange
Support Holder
Hydraulic jack, Hydraulisk trzkapparat,
complete komplet
Vent screw Afluftningsskrue
Snap-on connector, Hurtigkobling, hanpart,
male, complete kompl e t
Gasket Pakning
P i ston S tempel
O-ring w i t h back-up O-ring med s t n t t e r i n g
ring
O-ring w i t h back-up O-ring med s t a t t e r i n g
ring
Cyl inder Cyl i n d e r
Tomny bar Dorn
Wooden box Trzkasse
L i f t i n g bracket f o r Lnftebeslag f o r cy-
c y l i n d e r head 1inderdzksel
CYLINDER HEAD TOOLS PLATE 30652- 11W
Ikucba TrlldDd
Wrench for ring nut. Nogle tor ringmotrick.
fuel v d u s liner brendsslrventiltorin~
CYLINDER LINER TOOLS PLATE 30653-05H
CWWOER UNER TOOLS PlAl E 30653-05n
Itm No.
Grinding tool lor Liner. compl. Sl~bevmkte

j b r c y l i o n n g , komplel
Handle IiAndtag
Grin- d i Slikiwe
Nut Melii
Wooden box Traekasse
Grindstone Slibesten
Honii brush Honebarste
Waste tray. complete Sptldbakke, komplel
Waste tray Spild bakke
Screw Sk~e
Hose d q Slangebinder
Hose Slange
Eye nut Ojemetrik
Crossbar Travers
Tie-bdt Stagboll
Crossbar Travers
Grinding tool Slibevarktej
Lilting tool for cylinder liner, compl. bltevaerktej for cylinderloring. komplet
Dislance piece Afstandsstvkke
-
CYLINDER U N I T - EXTRA TOOLS PLATE 30662-03H
CYLINDER UNIT - EXTRA TOOLS PLATE 30662-03H
Liftinq tool for Lsftevsrk t0.j for

cylinder liner. cylinderforing.
complete komplet
Screw Skrue
Collar Ha1 sjern
Nut Mstri k
Pneumatic/Hydraul ic Pneumatisk/Hydraulisk
high-pressure pump hejtrykspumpe
Screw driver for plug Skruetrzkker for prop-
screw in cylinder head skrue i cylinderdeksel
Base plate for Stativ for arbejds-
grinding table bord
Grinding table Sl ibebord
Grinding table complet~ Slibebord komplet
incl. item 2318, 2407 inkl. pos. 2318, 2407
Grinding table for Sl ibebord for
bulkhead mounting skotmontering
Engine Data
Operation of Engine
Trouble Tracing

Piston and Connecting Rod 6

m

Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
-.
Engine Data
Operation of Engine
Trouble Tracing


-

+
Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System
.. Lubricating Oil System

--
Fuel Oil System

Driven Machinery
Tools
*
The p i s t o n , which i s o i l - c o o l e d and o f t h e monobloc type made o f n o d u l a r c a s t -

i r o n , i s equipped w i t h 3 compression r i n g s and 1 scraper r i n g .
By the use of a combination o f compression r i n g s w i t h d i f f e r e n t barrel-shaped

p r o f i l e s and chrome-plated running s u r f a c e on a l l r i n g s , t h e p i s t o n r i n g pack
i s optimized f o r maximum s e a l i n g e f f e c t and minimum wear r a t e .
The p i s t o n has a c o o l i n g o i l space c l o s e t o t h e p i s t o n crown and the p i s t o n

r i n g zone. The heat t r a n s p o r t and thus t h e c o o l i n g e f f e c t i s based on t h e sha-
ker e f f e c t a r i s i n g d u r i n g t h e p i s t o n movement. As c o o l i n g o i l i s used o i l from
the engine's l u b r i c a t i n g o i l system.
O i l i s supplied t o t h e c o o l i n g o i 1 space through a channel from an o i 1 groove
i n one o f the p i s t o n p i n bosses. O i l i s d r a i n e d from t h e c o o l i n g o i l space
through a duct s i t u a t e d d i a m e t r i c a l l y o p p o s i t e t o t h e i n l e t channel.
The p i s t o n p i n i s f u l l y f l o a t i n g which means t h a t i t can t u r n f r e e l y i n t h e

p i n bosses o f t h e p i s t o n as w e l l as i n t h e connecting r o d bush.
The p i s t o n p i n i s k e p t i n p l a c e i n a x i a l d i r e c t i o n by two c i r c l i p s (seeger
r i n g s ) . 'The p i s t o n p i n i s equipped w i t h channels and holes f o r supply o f o i l
t o l u b r i c a t i o n o f t h e p i n bosses and f o r supply of c o o l i n g o i l t o t h e p i s t o n .
The connecting r o d i s die-forged. The big-end has an i n c l i n e d j o i n t i n o r d e r
t o f a c i l i t a t e t h e p i s t o n and connecting r o d assembly t o be withdrawn up through
the c y l i n d e r l i n e r . The j o i n t faces on connecting r o d and b e a r i n g cap a r e ser-
rated t o ensure p r e c i s e l o c a t i o n and t o prevent r e l a t i v e movement o f t h e p a r t s .
The connecting r o d has bored channels f o r supply of o i l from the big-end t o
the top-end eye.
The big-end b e a r i n g a r e o f t h e t r i m e t a l type, i.e. s t e e l s h e l l s l i n e d w i t h lead

bronze and coated w i t h a t h i n r u n n i n g - i n and p r o t e c t i o n l a y e r .
Ihe bearing s h e l l s are o f t h e p r e c i s i o n type and a r e t h e r e f o r e t o be f i t t e d
r i t h o u t scraping o r any o t h e r k i n d o f adaption.
The connecting r o d bush i s o f bronze and i s pressed i n t o the connecting r o d

eye. The bush i s equipped w i t h an i n n e r c i r c u m f e r e n t i a l groove and a pocket
f o r d i s t r i b u t i o n o f o i l i n t h e bush i t s e l f and f o r supply o f o i l t o the p i n
bosses o f the p i s t o n through t h e h o l e s and channels i n t h e p i s t o n p i n .
L u b r i c a t i n g o i l f o r t h e connecting r o d bearings and f o r t h e p i s t o n i s supplied

from the adjacent main b e a r i n g through bores i n t h e crankshaft.
Edch i n d i v i d u a l main b e a r i n g i s b e i n g s u p p l i e d w i t h o i l through a bore i n the

frame connected t o t h e e x t e r n a l main p i p e o f t h e l u b r i c a t i n g o i l system.
i n t e r v a l s between p i s t o n withdrawal
Ihe i n t e r v a l between p i s t o n overhaul as i n d i c a t e d i n t h e scheduled maintenance

programne i n s e c t i o n 302 a r e based on s e r v i c e e x p e r i n c e and i s t o be used f o r
yr idance.
Ilowever, as t h e n e c e s s i t y f o r overhaul o f p i s t o n , p i s t o n r i n g s and scraper

r i n g s t o a g r e a t e x t e n t i s depending on type and c o n d i t i o n o f t h e f u e l and t h e
l u b r i c a t i n g o i l used, and a l s o o f t h e o p e r a t i n g c o n d i t i o n s i n general, the ac-
Lual i n t e r v a l between p i s t o n withdraw should be based on i n s p e c t i o n s o f the
c y l i n d e r c o n d i t i o n as w e l l as o b s e r v a t i o n s r e v e a l i n g t h e engine's performance
c o n d i t i o n i n general.
.Removal
--
. o f piston rings
l o r removal o f p i s t o n r i n g s which a r e t o be used again, and f o r a l l mounting

o f r i n g s , o n l y t h e s p e c i a l r i n g opener which prevents l o c a l o v e r s t r e s s i n g o f
[.he r i n g s should be used. Straps t o expand t h e r i n g gap o r t o o l s working on
the same p r i n c i p l e must n o t be used, as t h i s would r e s u l t i n permanent d e f o r -
atation which might cause blow-by o r broken r i n g s .
The cause o f breakage may be t h e s t r i k i n g a g a i n s t wear edges o r i r r e g u l a r i t i e s

i n t h e c y l i n d e r w a l l , b u t most o f t e n i t i s " c o l l a p s e " o f t h e p i s t o n r i n g . This
, happens i f t h e gas pressure b u i l d - u p behind t h e p i s t o n r i n g s d u r i n g each com-
1)ustion i s t o o slow and thus e x c e r t i n g an inadequate outward pressure. I n t h i s
case, the gas pressure w i l l p e n e t r a t e between c y l i n d e r 1i n e r and r i n g s and
force the r i n g s v i o l e n t l y inwards i n t h e grooves, i.e. " c o l l a p s e " o f the p i -
ston r i n g s w i l l occur, r e s u l t i n g i n blow-by and sometimes breakage o f r i n g s .
l o o slow pressure b u i l d - u p behind t h e r i n g s may be caused by a t o o small r i n g

c l e a r a n c e . - p a r t i a l s t i c k i n g , o r bad s e a l i n g between r i n g and f l o o r o f qroove.
Loss o f combustion gas p a s t t h e p i s t o n r i n g s i s a n a t u r a l consequence o f c o l -

lapse o f these, b u t may a l s o be due t o s t i c k i n g r i n g s . I n t h e l a t e r stages,
when blow-by becomes more p e r s i s t e n t . i t i s u s u a l l y a l s o due t o advancing r i n g
breakage, caused by t h e c o l l a p s e .
cleaning o f p i s t o n
l l s u a l l y some deposits have accumulated on t h e sides o f the p i s t o n crown and i r r

the upper r i n g zone. I n case such d e p o s i t s a r e abnormally t h i c k t h e i r surface
i s smooth from rubbing a g a i n s t t h e c y l i n d e r w a l l . Such c o n t a c t may remove the
o i l fJlm l o c a l l y , r e s u l t i n g i n p i s t o n s e i z u r e .
Before withdrawing the p i s t o n , t h e upper p a r t o f the l i n e r must be c a r e f u l l y

cleaned o f carbon deposits, as o t h e r w i s e t h e p i s t o n r i n g s may d u r i n g the w i t h -
drawal o f the p i s t o n g e t stuck i n t h i s area, probably r e s u l t i n g i n breakage o f
the r i n g s .
PISTON AN0 CONNECTING ROD 307.03
I t i s i m p o r t a n t t o c l e a n p i s t o n r i n g s and r i n g grooves very c a r e f u l l y o f c a r -

bon d e p o s i t s , as d e p o s i t s h e r e may p r e v e n t t h e r i n g s from e s t a b l i s h i n g t h e i r
s e a l i n g f u n c t i o n . Check f r e e passage i n d r a i n h o l e s a t scraper r i n g grooves.
and c l e a n i f necessary. Also remove d e p o s i t s on t h e p i s t o n crown.
Renewal o f p i s t o n r i n g s
With a p i s t o n r i n g combination c o m p r i s i n g d i f f e r e n t b u t matched r i n g types.

o p t i m a l f u n c t i o n s w i l l depend on good c o n d i t i o n o f a l l t h e r i n g s .
I t i s t h e r e f o r e recommended t o change t h e complete r i n g pack, i n c l u d i n g .the

bcraper r i n g , i n c o n n e c t i o n w i t h each scheduled p i s t o n withdraw.
To ensure c o r r e c t f u n c t i o n o f t h e p i s t o n r i n g pack, i t i s i m p o r t a n t t o f i t
the p i s t o n r i n g s i n c o r r e c t order.
Furthermore, each o f t h e r i n g s must be f i t t e d i n c o r r e c t d i r e c t i o n concerning

t h e p r o f i l e and t h e r u n n i n g s u r f a c e . C o r r e c t d i r e c t i o n i s i n d e n t i f i a b l e by
the i d e n t i f i c a t i o n mark, stamped i n t o t h e r i n g c l o s e t o t h e r i n g gap, i s f a -
c i n g upwards.
I d e n t i f i c a t i o n marks
TOP1600384-3 or "0946'
Top 1600385-5 or "0947"
Top 1600386-7 or "0120"/

'I
P l a c i n g ----
------ o f p ---------
iston rings
. Check o f p i s t o n r i n g grooves
The r i n g grooves should be r e s l o t t e d and t h e p i s t o n f i t t e d w i t h o v e r s i z e

r i n g s i f t h e wear gauge (see s e c t i o n 301, d a t a sheet D307) can e n t e r the
groove by more than 2 mm.
P i s t o n r i n g clearance
With the r i n g s f i t t e d i n place, t h e v e r t i c a l c l e a r a n c e between r i n g and r i n g

groove should be as s t a t e d on t h e d a t a sheet.
P ~ s t o nr i n g gap c l e a r a n c e
A5 the p i s t o n r i n g s work a t a somewhat h i g h e r temperature t h a n t h e l i n e r , i t

I S i m p o r t a n t t h a t t h e r i n g has a gap which i s s u f f i c i e n t t o p e r m i t t h e thermal
expansion o f t h e r i n g . T h i s gap clearance s h o u l d be checked w i t h t h e r i n g p l a -
ced a t t h e bottom end o f the c y l i n d e r l i n e r , which i s u s u a l l y n o t worn c o n s i -
derably.
When measured i n t h i s p o s i t i o n , the gap c l e a r a n c e should be as s t a t e d on the

data sheet.
f i t t i n g o f piston rings
P i s t o n r i n g s should o n l y be removed from and f i t t e d t o t h e p i s t o n by the use

o f a s p e c i a l t o o l , t h e s o c a l l e d p i s t o n r i n g opener.
I f the r i n g s a r e opened f a r t h e r than necessary t h e r e i s a r i s k o f o v e r s t r e s -

sing, which means t h a t r i n g s w i l l become permanently d i s t o r t e d and w i l l n o t
confirm t o the c y l i n d e r running surface.
The p i s t o n r i n g s should be i n s t a l l e d w i t h t h e m a n u f a c t u r e r ' s mark o r i d e n t i f i -

c a t i o n mark, w ~ ~ i ci hs stamped i n t o t h e r i n g c l o s e t o t h e r i n g j o i n t s , f a c i n g
upwards.
FITTING OF COIL SPRING LOADED SCRAPER
.......................................... RING
Joint pin for Coil spring j o i n t to

c o i l spring. be p l a c e d o p p o s i t e t o
rins joint.
- --
-
Before f i t t i n g t h e c o i l s p r i n g loaded s c r a p e r r i n g , t h e c o i l s p r i n g i s d i s
mantled from t h e r i n g b y removal o f t h e j o i n t p i n .
The c o i l s p r i n g i s p l a c e d and assembled i n t h e r i n g groove. Then t h e scr,>prr.

r i n g i s f i h t e d i n t h e groove i n such a way t h a t t h e r i n g j o i n t i s a p p r o x i -
m a t e l y 180 o f f s e t t o t h e s p r i n g j o i n t .
A s c e r t a i n c o r r e c t assembling b y c h e c k i n g t h e back c l e a r a n c e . The back c l i t a r ~

ance i s s u f f i c i e n t when t h e face o f t h e r i n g i s below t h e groove edge, when
t h e r i n g i s pressed a g a i n s t t h e b o t t o m o f t h e groove.
Wben i n s t a l l e d on t h e p i s t o n , t h e r i n g s s h o u l d be pushed back and f o r t h i n

t h e grooves t o make s u r e t h a t t h e y can move f r e e l y . I t i s a l s o a d v i s a b l e t o
i n s e r t a f e e l e r b l a d e o f adequate t h i c k n e s s between r i n g and groove.
Adequate clearance i s p r e s e n t if t h e f e e l e r b l a d e can be moved a l l t h e way

round.
To p r e v e n t gas leakage through c o i n c i d i n g r i n g j o i n t s t e e p i s t o n r i n g s should

be t u r n e d i n t o p o s i t i o n s o f f s e t t i n g t h e r i n g j o i n t s 180 t o each o t h e r .
E d i t i o n 14H
DISMOUNTING OF THE PISTON AN0 CONNECTING ROD ASSEMBLY
Paqe 1 ( 4 )
Dismount t h e c y l i n d e r head, see 306.51. Clean

t h e upper p a r t o f t h e c y l i n d e r l i n e r , as o t h e r -
wise, t h e p i s t o n may d u r i n g removal g e t stuck
i n t h e carbon d e p o s i t e d i n t h i s area.
Mount on two o f t h e c y l i n d e r head s t u d s t h e

tubes 0569 f o r h o l d i n g down t h e c y l i n d e r l i n e r
d u r i n g t h e p i s t o n w i t h d r a w a l . Screw on t h e nuts
and t i g h t e n them s l i g h t l y .
Remove t h e crankcase covers f o r t h e c y l i n d e r

u n i t concerned.
4 . Turn t h e c r a n k s h a f t t o b r i n g t h e crank
throw concerned i n t o a p o s i t i o n approx.
45 degrees b e f o r e TDC, p e r m i t t i n g access
w i t h spanner t o upper as w e l l as l o w e r
c o n n e c t i n g r o d screws.
5. Mount t h e eye screw i n t h e threaded h o l e

i n the p iston top.
A t t a c h a w i r e rope t o t h e eye screw by

means o f a shackle.
Hook t h e w i r e on t o a t a c k l e and p u l l t h e
w i r e rope t i g h t .
If minor adjustment o f t h e crank throw

p o s i t i o n appears necessary f o r access t o
t h e c o n n e c t i n g r o d screws, t h e w i r e rope
must be slackened up b e f o r e t u r n i n g o f
t h e c r a n k s h a f t and t i g h t e n e d up again i n
t h e new crank throw p o s i t i o n .
Tightening
order 6. Unload t h e connecting r o d screws i n t i g h -
. and
untightening
order.
t e n i n g o r d e r by t u r n i n g each screw 60
degrees i n a n t i - c l o c k w i s e d i r e c t i o n .
C o r r e c t t u r n i n g angle i s ensured by c h a l k -
i n g a mark on t h e b e a r i n g aap a d j e c e n t t o
a nut-edge, and then t u r n t h e screw u n t i l
O
t h e n e i g h b o u r i n g nut-edge c o i n c i d e w i t h
t h e c h a l k mark.

Page 2 ( 4 )
7. Unscrew the upper screws.

Mount t h e guide p i n f o r t h e b e a r i n g cap i n one o f t h e threaded holes.
Unscrew t h e 1ower screws.
8. Remove the bearing cap, s l i d i n g i t along t h e guide p i n .

Remove t h e guide p i n from t h e connection rod. I
9. Now t u r n t h e crank throw i n d i r e c t i o n

towards BDC u n t i l t h e connection r o d
i s c l e a r o f the j o u r n a l .
10. P u l l t h e p i s t o n and connecting r o d

assembly s l i g h t l y upwards and remove
the upper big-end b e a r i n g s h e l l .
11. L i f t the p i s t o n and connecting o r d

a ~ s e m b l yup through the c y l i n d e r
l i n e r and o u t o f t h e engine.

Page 3 ( 4 )
The purpose o f t h e g u i d e p i n i s t o p r e v e n t
any damage o f crank j o u r n a l , j o i n t f a c e s o f
3
bearing surface t o occur d u r i n g dismounting
o f t h e b e a r i n g cap, and t o f a c i l i t a t e easy h a n d l i n g when removing the b e a r i n g
cap form t h e crankcase.
-
E d i t i o n 14H
DISMANTLING OF THE PISTON AN0 CONNECTING ROD ASSEMBLY Page 4 ( 4 )
OVERHAUL OF PISTON AND CONNECTING ROD E d i t i o n 14H

Paw 1 (2)
D i s m a n t l i n g o f t h e p i s t o n and c o n n e c t i n g r o d
When t h e p i s t o n and c o n n e c t i n g r o d assembly has been l i f t e d o u t o f t h e

engine, t h e b e a r i n g cap s h o u l d be mounted w i t h t h e screws t i g h t e n e d o n l y
by hand, i n o r d e r t o p r o t e c t t h e s e r r a t e d j o i n t faces d u r i n g h a n d l i n g o f
t h e assembly.
Land t h e p i s t o n and c o n n e c t i n g r o d assembly on wooden s u p p o r t t o prevent

damage o f p i s t o n and s c r a p e r r i n g s .
Remove t h e shackle and eye screw from t h e p i s t o n crown.
Place t h e p i s t o n and c o n n e c t i n g r o d assembly i n u p r i g h t p o s i t i o n suppor-

t i n g on t h e t o p f a c e o f t h e p i s t o n crown.
Wooden wedges should be used t o p r e v e n t t h e c o n n e c t i n g r o d t o swing o u t

and impact t h e p i s t o n s k i r t d u r i n g l i f t i n g i n t o u p r i g h t p o s i t i o n .
Place a w i r e around t h e big-end o f t h e c o n n e c t i n g rod, a t t a c h a t a c k l e

and t i g h t e n t h e w i r e rope.
Take o u t t h e s e c u r i n g d e v i c e s (Seeger c i r c l i p s ) , push o u t t h e p i s t o n p i n

and l i f t t h e connecting r o d away.
Piston
1. Remove t h e p i s t o n and s c r a p e r r i n g s
Do always use t h e r i n g expander f o r removal as w e l l as mounting o f p i s t o n

and scraper r i n g s , as a l l methods g i v e a r i s k o f d e f o r m a t i o n o f t h e r i n g s .
2. I n connection w i t h normal scheduled p i s t o n w i t h d r a w a l t h e complete p i s t o n

and scraper r i n g pack s h o u l d be renewed.
3. Clean t h e p i s t o n o u t s i d e and i n s i d e .
4. I n s p e c t t h e p i s t o n r i n g and s c r a p e r r i n g grooves f o r wear, (see Data

Sheet).
Connecting r o d
. 1. I n s p e c t t h e s u r f a c e o f t h e p i s t o n p i n and t h e connecting r o d bush.

Measure t h e c l e a r a n c e between t h e p i s t o n p i n and t h e bush, (see Data
Sheet).
Replace t h e bush i f necessary.

-
OVERHAUL OF PISTON AND CONNECTING ROD Edition 14H
Page 2 (2)
An extractor tool 0251 is available for replacement of the connecting rod

bush. When mounting the bush, care must be taken that the oil hole in the
bush coincides with the oil duct in the conneching rod. If possible, cool
down the bush before mounting (to apprnx. - 20 C) .
2. Examine the connecting rod assembly according to
fb - PROCEDURE FOR CHECKING THE CONDITION OF THE CONNECTING ROD ASSEMBLY
Cyl inder 1 iner
8 1. In connection with piston overhaul the cylinder liner should be inspected,

measured and re-honed, see overhaul recommendations in section 306.
i Assembly of the piston and connecting rod

The piston and connecting rod is assembled in reverse order to the descrip-
tion for dismantling.

A f t e r dismounting from t h e engine, t h e c o n n e c t i n g r o d assembly i s dismantled,

and t h e components a r e i n v e s t i g a t e d a c c o r d i n g t o f o l l o w i n g g u i d e l i n e s .
CLEANING AND INSPECTION
The connecting r o d i s cleaned on a l l machined s u r f a c e s . The s e r r a t e d j o i n t

faces and threaded screw h o l e s a r e t o be degreased w i t h a v o l a t i l e s o l v e n t
and blown d r y w i t h compressed a i r .
The s e r r a t e d j o i n t faces a r e i n s p e c t e d .
The s e r r a t i o n s on t h e c o n n e c t i n g r o d may, due t o r e l a t i v e movements between

t h e m a t i n g surfaces, show damages i n form o f wear marks and p i t t i n g s o r even
cracks i n h i g h l y loaded zones.
Observed damages should be r e g i s t e r e d i n t h e scheme CONNECTING ROD INSPECTION,

u s i n g t h e shown symbols f o r each t y p e o f damage.
A damage should be sketched on t h e schematic views o f t h e connecting rod

j o i n t faces. The sketches s h o u l d be executed t o i n d i c a t e n o t o n l y t h e type
o f damage b u t a l s o t h e e x t e n t o f damage area.
Wear marks a r e v i s i b l e b u t n o t n o t i c e a b l e a t a f i n g e r n a i l t e s t .
P i t t i n g s are not o n l y v i s i b l e b u t a l s o n o t i c e a b l e a t a f i n g e r n a i l t e s t .
S i n g l e d i s t i n c t l y r a i s e d s p o t s caused by p i t t i n g should be g e n t l y smoothed

by c a r e f u l , l o c a l t r e a t m e n t w i t h a f i l e .
The s e r r a t i o n s on t h e c o n n e c t i n g r o d and on t h e b e a r i n g cap can be damaged

by improper h a n d l i n g d u r i n g dismounting, t r a n s p o r t and overhaul work.
The components must t h e r e f o r e be handled w i t h c a r e t o a v o i d impacts on t h e

s e r r a t e d j o i n t faces. Whenever p o s s i b l e , wooden b l o c k s o r s i m i l a r p r o t e c t i o n
should be used d u r i n g s t o r a g e and h a n d l i n g .
S i n g l e dent marks caused by impact can be r e c t i f i e d by ~ e n t l eand c a r e f u l

l o c a l treatment w i t h a f i l e .
I n case o f severe damage o f t h e s e r r a t i o n , reuse must be r e j e c t e d , and a new

connecting r o d assembly i n c l u d i n g new b e a r i n g she1 1s must be mounted i n the
engine.
.The connecting rod screws a r e t o be c a r e f u l l y cleaned. The threads a r e inspec-

t e d f o r s e i z u r e s and t e s t e d i n t h e threaded h o l e s i n t h e connecting rod.
The t e s t must confirm, t h a t t h e screws can be t u r n e d i n t o bottom p o s i t i o n by

hand. The c o n t a c t s u r f a c e o f t h e screw heads i s i n s p e c t e d f o r s e i z u r e and
pittings.
Screws, which a r e damaged as mentioned above o r can n o t be turned i n t o t h e

threaded h o l e s by hand, must be renewed.
>
-
MEASUREMENT OF BIG-END BORING
F o r check o f roundness t h e big-end b o r i n g has t o be measured i n a c o n d i t i o n ,

where t h e connecting r o d screws a r e t i g h t e n e d up w i t h t h e p r e s c r i b e d torque
and w i t h o u t t h e bearing s h e l l s i n s t a l l e d .
When mounting t h e bearing cap, t h e connecting r o d screws must be l u b r i c a t e d

l
and t i g h t e n e d up according t h e TIGHTENING PROCEDURE FOR CONNECTING ROD SCREWS.
P r i o r t o measurement i t must be a s c e r t a i n e d t h a t t h e b o r i n g i s f r e e o f depo-

s i t s from cracked l u b . o i l .
The measuring i s executed w i t h a micrometer p i n gauge.

C
5 d i f f e r e n t diameters a r e measured i n t h e m i d d l e f o t h e b o r i n g and r e g i s t e r e d

i n the scheme CONNECTING ROD INSPECTION.
-
r

Max. ovalmess i s c a l c u l a t e d as t h e d i f f e r e n c e between b i g g e s t and s m a l l e s t

diameter measured.
Max.. a1 lowable ovalness i s 0,08 mm. Cracks a r e n o t a c c e p t a b l e .
I f t h e ovalness exceeds 0,08 mm o r c r a c k s a r e s t a t e d , reuse must be r e j e c t e d ,

and a new connecting r o d complete i n c l u d i n g new screws and new b e a r i n g s h e l l s
has t o be mounted i n t h e engine.
Connecting rods r e j e c t e d due t o ovalness can be r e c o n d i t i o n e d i n t h e manufac-

t u r e r ' s workshops by remachining of t h e s e r r a t i o n s and t h e big-end b o r i n g .
I f cracks occure i n t h e s e r r a t i o n s r e c o n d i t i o n i n g i s i m p o s s i b l e , and t h e con-

n e c t i n g r o d has t o be scrapped.
.The example shows measurements and damage o b s e r v a t i o n s f o r two connecting rods.
For connecting r o d No. 1 t h e max. ovalness i s 51100 = 0,05 mn, and reuse thus
acceptable. F o r connecting r o d No. 2 t h e max. ovalness i s 9,5/100 = 0,095 mm,
and reuse must t h e r e f o r e be r e j e c t e d .
Please n o t e t h a t squares f o r statement o f i n f o r m a t i o n and i d e n t i f i c a t i o n

should a l s o be p r o p e r l y f i l l e d i n .
MOUNTING OF THE PISTON AND CONNECTING ROD ASSEMBLY

Edition 14H
Page 1 ( 3 )
1. Mount the l i f t i n g device comprising eye screw, schakle and wire rope on
the piston.
2. Place t h e piston guide ring on top of t h e c y l i n d e r l i n e r .
3. L i f t u p t h e piston and connecting rod assembly and lower i t down the
4. When t h e piston approaches the guide

r i n g , s t o p t h e lowering and coat pi-
ston with s c r a p e r and compression rings
with clean l u b r i c a t i n g o i l i n order to
minimize f r i c t i o n during t h e subsequent
lowering of t h e assembly.
5. Make s u r e t h a t t h e crank throw i s in a
position allowing the connecting rod
t o a c l e a r of both crank journal and
c y l i n d e r l i n e r s k i r t during f u r t h e r
lowering.
A crank throw position of approx. 45

degrees before TDC will ensure t h i s
and a l s o be s u i t a b l e f o r the f u r t h e r
mounting procedure.
6. Lower the assembly untin the

connecting rod big-end i s c l e a r
of the cylinder l i n e r s k i r t .
Stop the lowering and mount the
big-end bearing upper s h e l l placed
so in the boring t h a t the mating
surfaces of t h e shell a r e in
. 7.
parallel t o the mating surfaces
of the connecting rod.
Coat the crank journal with clean

lubricating o i l .
8. Now lower the assembly slowly
into c o r r e c t landing on the crank
journal.
AHYUNOBI-a
PISTON AND CONNECTING ROO 307.54
-
Page 2 ( 3 )
D u r i n g t h i s t h e c o n n e c t i n g r o d must be
guided by hand t o ensure c o r r e c t
approach and l a n d i n g on t h e j o u r n a l .
Mount t h e b e a r i n g cap w i t h i n s e r t e d
l o w e r s h e l l o f t h e big-end b e a r i n g ,
using the guide p i n .
L u b r i c a t e threads and c o n t a c t
f a c e o f t h e connecting r o d
screws w i t h C o p a s l i p o r s i m i l a r .
Mount t h e screws and t i g h t e n them

s l i g h t l y u s i n g an open-end spanner
( s k e l e t o n spanner).
Slacken the t a c k l e and dismount

t h e eye screw/shackle from t h e
piston.
. 13. T i g h t e n t h e screws according t o

.-
--

Page 3 ( 3 )
The purpose o f t h e guide p i n i s t o ensure c o r r e c t

p o s i t i o n i n g o f t h e b e a r i n g cap and t o p r e v e n t any
damage o f crank j o u r n a l , j o i n t faces o r b e a r i n g
s u r f a c e t o occur, when h a n d l i n g t h e b e a r i n g cap d u r i n g t h e mounting procedure.
7
E d i t i o n 14H
TIGHTENING PROCEDURE FOR CONNECTING ROD SCREWS
Page 1 ( 1 )
I n i t i a l Condition:
- Connecting rod, b e a r i n g s h e l l s
and b e a r i n g cap i n - s i t u , p r e -
assembled from manoeuvring s i d e
(camshaft s i d e )
- A l l c o n t a c t faces clean.
- Threads and c o n t a c t faces o f t h e
c o n n e c t i n g r o d screws l u b r i c a t e d
w i t h Copaslip o r s i m i l a r .
- Connecting r o d screws t i g h t e n e d
by hand.
- Crank t h r o w i n a p o s i t i o n c l o s e
t o TOC i n r o t a t i o n d i r e c t i o n
c l o c k - w i s e seen from flywheel-end
1 s t Step
Connectinq Rod Screws. T i g h t e n t h e screws i n t i g h t e n i n g o r d e r as
~ i ~ h t e n i nOrder
g i l l u s t r a t e d , u s i n g an i n i t i a l t o r q u e o f
120 Nm.
2nd Step
Once more t i g h t e n t h e screws i n p r e s c r i b e d
t i g h t e n i n g o r d e r , s t i l l u s i n g a torque o f
120 Nm.
3 r d Step
Mark t h e f o u r screws and t h e b e a r i n g cap
w i t h a f e l t - t i p pen as i l l u s t r a t e d .
T i g h t e n t h e screws i n p r e s c r i b e d taghte-
n i n g o r d e r by t u r n i n g through a 60 angle,
i. e. u n t i l t h e marks on screw c o l l a r and
connecting rod c o i n c i d e r a d i a l l y .
4 t h Step
Marking o f screw c o l l a r Check t h e screw t i g h t e n i n g i n p r e s c r i b e d
and b e a r i n g cap p r i o r o r d e r u s i n g a t o r q u e o f 250 Nm.
t o t i g h t e n i n g through
60° t u r n i n g angle Proper t i g h t e n i n g c o n d i t i o n i s p r e s e n t , i f
t h e screws a r e n o t t u r n e d f u r t h e r d u r i n g
this test.
5 t h Step
Check t h a t c l e a r a n c e i s p r e s e n t i n t h e b i g -
Mark on Mark on end b e a r i n g assembly.
bearing screw
cap collar T h i s i s confirmed, i f t h e b e a r i n g can
e a s i l y be moved on t h e j o u r n a l by means
o f a hand-spike o r s i m i l a r .
Tolerance 2'
-~
E d i t i o n 14H
CHECK OF CONNECTING ROO SCREWS' TIGHTENING CONDITION
Page 1 ( 1 )
Connecting r o d screws. Check o f t h e t i g h t e n i n g c o n d i t i o n o f

Tightening order. c o n n e c t i n g r o d screws has t o be exe-
cuted w i t h i n a short running period
a f t e r remounting/mounting o f t h e
p i s t o n and c o n n e c t i n g r o d assembly.
T h i s check can be f u l f i l l e d a f t e r
o n l y a few r u n n i n g hours a t max. rpm
a t f u l l l o a d b u t has t o be f u l f i l l e d
n o t l a t e r t h a n 200 r u n n i n g hours
a f t e r s t a r t i n g up
The t i g h t e n i n g c o n d i t i o n i s checked
w i t h a t o r q u e o f 250 Nm executed i n
p r e s c r i b e d screw t i g h t e n i n g o r d e r .
Marking o f screw c o l l a r and b e a r i n g

cap w i t h c o i n c i d i n g marks p r i o r t o Proper t i g h t e n i n g c o n d i t i o n i s pre-
check o f t i g h t e n i n g c o n d i t i o n . s e n t , i f t h e screws a r e n o t t u r n i n g
f u r t h e r during the t e s t .
I n o r d e r t o ensure o b s e r v a t i o n o f
any movement, t h e screws and t h e
Coinciding Mark on c o n n e c t i n g r o d should be a p p l i e d
screw c o l l a r . w i t h c o i n c i d i n g f i l t - p e n marks p r i o r
b e a r i n g cap. t o the t e s t .
Any t u r n i n g o f t h e screws d u r i n g t h e
250 Nm t e s t i n d i c a t e s i n s u f f i c i e n t
t i g h t e n i n g c o n d i t i o n , and i n t h i s
case t h e b i g - e n d assembly has t o be
d i s m a n t l e d and i n v e s t i g a t e d f o r eva-
l u a t i o n and c o r r e c t i o n o f f a i l u r e .
As p a r t o f recommended overhaul and

r o u t i n e work, t h e t i g h t e n i n g c o n d i -
t i o n o f t h e c o n n e c t i n g r o d screws
s h o u l d a l s o be checked f o r each
6000 r u n n i n g h o u r s .

The big-end b e a r i n g s h e l l s can be r e p l a c e d i n s i t u , i . e . w i t h o u t dismounting

t h e p i s t o n and c o n n e c t i n g r o d assembly from t h e engine.
fi
1. Remove t h e t o p cover from t h e
c y l i n d e r head.
2. Remove t h e f u e l i n j e c t i o n v a l v e ,
see s e c t i o n 311.
3. Remove t h e crankcase f o r
t h e c y l i n d e r u n i t concerned.
4. Turn t h e engine u n t i l t h e crank

throw concerned i s i n a p o s i t i o n
c l o s e t o TDC.
Unload t h e connecting r o d screws i n two

steps, each step t o be executed i n
t i g h t e n i n g order.
D u r i n g f i r s t s t e p t h e screws a r e turned
600 i n a n t i - c l o c k w i s e d i r e c t i o n , see
Procedure 30'7.51 , i tern 6.
I n second step t h e screws a r e t o be t o -

t a l l y unloaded and t h e n s l i g h t l y t i g h t -
ened w i t h an open-ended spanner.
Turn t h e engine i n r o t a t i o n d i r e c t i o n
( c l o c k w i s e seen from f l y w h e e l ) u n t i l
t h e crank throw concerned i s i n TOC po-
sition.
Mount t h e s p e c i a l p i s t o n l i f t i n g device
by p l a c i n g the guide i n the i n j e c t i o n
v a l v e sleeve and by t u r n i n g t h e eye
screw i n t o the threaded h o l e i n t h e p i s -
t o n crown.
A t t a c h a t a c k l e t o t h e eye screw and

t i g h t e n the wire.
- 307.57

9. Remove t h e b e a r i n g cap accor-

d i n g t o Procedure 307.51,
i t e m 7-9.
Take o u t t h e l o w e r big-end
bearing s h e l l f o r inspection.
Turn the engine i n a n t i - c l o c k w i s e

d i r e c t i o n , seen f r o m f l y w h e e l end,
u n t i l t h e crank j o u r n a l i s c l e a r
o f the connecting r o d and ample
space f o r removal o f t h e upper
big-end b e a r i n g s h e l l i s achieved.
Take o u t t h e b e a r i n g s h e l l f o r
inspection.
A H Y U N ~ -a

MOUNTING Page 1 ( 2 )
1. Before remounting o f i n s p e c t i o n o r new b e a r i n g s h e l l s a l l components con-

cerned must be cleaned.
The b e a r i n g s h e l l s a r e placed
i n t h e b o r i n g , t h e mating s u r -
faces o f t h e s h e l l s t o be i n
p a r a l l e l t o t h e mating s u r f a c e
o f t h e c o n n e c t i n g r o d respec-
t i v e l y t h e b e a r i n g cap.
Coat t h e j o u r n a l w i t h c l e a n
lubricating o i l .
A s c e r t a i n t h a t t h e crank throw
concerned i s i n a p o s i t i o n approx.
50 degrees b e f o r e TDC.
4. Lower t h e p i s t o n and connectino r o d d ~~
assembly s l o w l y i n t o c o r r e c t l a n d i n g
on t h e j o u r n a l .
During t h e l o w e r i n g the c o n n e c t i n g
rod must be guided by hand t o ensure
c o r r e c t approach a n d l a n d i n g on t h e
jo?rnal.
- PISTON AND CONNECTING ROD 307.58

MOUNTING Paae 2 ( 2 )
5. Mount t h e b e a r i n g cap w i t h i n s e r t e d
lower big-end bearing s h e l l , using
the guide pin.
6. L u b r i c a t e t h r e a d s and c o n t a c t face
of t h e c o n n e c t i n g r o d screws w i t h
Copaslip o r s i m i l a r .
7. Mount t h e screws and t i g h t e n them

s l i g h t l y u s i n g a s k e l e t o n spanner.
:en the t a c k l e and d i

mount t h e eye screw f r o m
the p i s t o n crown.
9. Tighten the screws a c c o r d i n g

.
I to
-~
P I S T O N AND CONNECTING ROD PLATE 3 0 7 0 1 -1 5H
PISTON AND CONNECTING ROD PLATE 30701-15H
P i s t o n pin Stempelpind
Circlip F j e d e r s i kring
Bush Bssning
Connecting rod, i n c Plejlstang, incl.
item No. 0386, 1815 pos. n r . 0386, 1815
Big end bearing Plejlstangsleje
Piston ring Stempel r i ng
Scraper ring Skrabering
Piston Stempel
Connecting rod screw Plejlstangsskrue
TOOLS FOR PISTON AN0 CONNECTING ROD PLATE 3 0 7 5 1 -13H
TOOLS FOR PISTON AND CONNECTING ROO PLATE 30751-13H
Internal 1 imit gauge. Tolerancedorn, angiv

please state size venligst sterrelse
Internal limit gauge. Tolerancedorne,
complete kompl e t
Guide ring for piston Styrering for stempel
Retaining tool for Modhold for cylinder-
cylinder liner foring
Piston ring opener Stempelringsabner
Seegers forceps Tang for sikringsring
Guide pin Styrerer
PISTON AND CONNECTING ROD - EXTRA TOOLS PLATE 3 0 7 6 1 - 0 3 H
PISTON AND CONNECTING ROD - EXTRA TOOLS PLATE 30761-03H
Pull-lift Pull-lift
Extractor tool, compl . Trekverktej, komplet
Extractor bolt Trekbolt
Washer Skive
Distance pipe Afstandsrer
Washer Skive
Distance ring Afstandsring
Nut Metri k
Axial ball bearing Aksial kugleleje
Washer Skive
Eye screw Bjeskrue
Shackle Sjekkel
Collar for connecting Halsjern for pleil-
rod, complete stang, komplet
Nut Metri k
Shackle Sjzkkel
Col 1 ar Halsjern
Screw Skrue
[ Y O
Engine Data
Operation of Engine
Trouble Tracing

Operating Gear for Inlet Valves, OD
Exhaust Valves and Fuel Injection Pumps 8
Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
I! Lngine Data
I Operation of Engine
I -: Engine Performance and Condition
1 Trouble Tracing
I'I Engine Frame and Bedplate

=
I--1 %
Turbocharger System
I Fuel lnjection Pump
I &
Fuel lnjection

Starting System
-
- - -

-
Fuel Oil System
Driven Machinery
Tools
4.
P l a t e 30801
Each c y l i n d e r head i s p r o v i d e d w i t h two i n l e t and two exhaust valves which a r e
actuated by r o c k e r arms running i n bearings on a s h a f t supported i n a bracket
on top on the c y l i n d e r cover.
The r o c k e r arm movement i s t r a n s f e r r e d t o t h e valve s p i n d l e s through a s p r i n g -

loaded valve b r i d g e f o r each o f t h e two valve sets. The b r i d g e i s p o s i t i o n e d
between t h e v a l v e s p i n d l e s and has a t one end a f i r m l y presses-on t h r u s t pad,
w h i l e a t t h e o t h e r end t h e r e i s a t h r u s t screw f o r a d j u s t i n g t h e v a l v e c l e a r -
ance.
The b r i d g e i s c o n t r o l l e d from above by a s p h e r i c a l t h r u s t pad on the rocker

arm and f r o m below by a guide which r e s t s i n a s p h e r i c a l socket i n the c y l i n d -
e r cover.
The valve s p i n d l e s a r e made o f h e a t - r e s i s t a n t s t e e l . The i n l e t valves are made

of a u s t e n i t i c s t e e l , and t h e exhaust valves o f Nimonic 81, which i s a s p e c i a l -
l y corrosion-resistant material.
The seat o f t h e exhaust valves i s armoured w i t h a welded-on nickel-based a l l o y .
The exhaust valves a r e provided w i t h a mechanical arrangement, which i s causing

a r o t a t i o n movement o f t h e s p i n d l e f o r each opening/closing sequence.
The valve gear i s enclosed by a frame and a top cover.
P l a t e 30802
The camshaft i s provided w i t h cams a c t u a t i n g t h e r o c k e r arms through r o l l e r s ,

ro1l"er guides and push rods. The r o l l e r guides f o r f u e l pump and f o r i n l e t and
exhaust valves a r e i n c o r p o r a t e d i n one comnon housing f o r each c y l i n d e r . The
housing i s b o l t e d t o t h e frame.
The r o l l e r s 1294 and 3896 r o l l on bushes 1383 and 3707 f i t t e d on the p i n s 1472
and 3618 i n t h e r o l l e r guides 1016 and 3430. The ends o f t h e p i n s are shaped
as keys which s l i d e i n keyways, thus p r e v e n t i n g the r o l l e r guides from t u r n i n g .
OPERATING GEAR FOR VALVE SPINDLES AN0 FUEL INJECTION PUMPS 308.02
MAINTENANCE E d i t i o n 10N
P l a t e 30851
Adjustment o f t h e valve gear should be c a r r i e d o u t when the engine i s c o l d .
Ihe valve clearance must be a d j u s t e d and checked whenever the v a l v e gear has
been dismantled f o r i n s p e c t i o n e t c .
Refore e f f e c t i n g t h e adjustment, t u r n t h e engine u n t i l the r o l l e r f o r the v a l -

ves concerned r e s t s on t h e c i r c u l a r p a r t s o f t h e cam.
I n l e t Valves:
Loosen l o c k nuts and t h e adjustment screws on v a l v e b r i d g e and r o c k e r arm.

Place the c o r r e c t f e e l e r blade f o r i n l e t valves a b w e the v a l v e s p i n d l e near-
e s t t o the r o c k e r arm b r a c k e t .
Adjust the clearance between v a l v e b r i d g e and v a l v e s p i n d l e by mean5 o f the

adjustment screw on t h e r o c k e r arm (above t h e push r o d ) . The f e e l e r blade i s
t o remain i n t h i s p o s i t i o n when a d j u s t i n g t h e c l e a r a n c e o f t h e o t h e r valve.
Place another f e e l e r b l a d e w i t h t h e same dimension above t h e o t h e r v a l v e spind-

le. Adjust the clearance between v a l v e b r i d g e and v a l v e s p i n d l e by means o f the
adjustment screw on t h e v a l v e b r i d g e .
Tiqhten up the counter n u t s of b o t h adjustment screws, and check t h a t the

, c l e a r a n c e i s c o r r e c t simultaneously a t b o t h v a l v e s p i n d l e s .
Exhaust Valves:
Carry o u t adjustment i n t h e same way as d e s c r i b e d f o r t h e i n l e t valves, u s i n g

f e e l e r blades f o r exhaust valves.
Ihe f e e l e r gauges f o r checking t h e clearance have two blades which a r e marked

" i n c o r r e c t " and " c o r r e c t " , t h e l a t t e r t o be used when a d j u s t i n g the valve
clearance. A f t e r t i g h t e n i n g up t h e c o u n t e r n u t s on r o c k e r arms and valve b r i d -
qe. be sure t h a t t h e f e e l e r blades marked " c o r r e c t " can be i n s e-r t e . . i- h
d i n t.n - ~
& clearances simultaneously, whereas i t must n o t be p o s s ~ b l et o ~ n s e r tthe
blades marked " i n c o r r e c t " .
The premissible clearances a r e s t a t e d i n D 308. I f t h e r e i s no clearance, o r

i f i t i s t o o small, t h e v a l v e cannot c l o s e t i g h t l y , which w i l l cause b u r n i n g
of the valve seats. poor combustion and r i s i n g exhaust temperatures.
I f the r o l l e r guides have been dismantled, i t i s a d v i s a b l e t o apply "Molykote"

t o r o l l e r and bush p r i o r t o re-assembly. I t i s i m p o r t a n t t o prevent d i r t and
chips 'from e n t e r i n g between r o l l e r and bush, which might b l o c k t h e r o l l e r and
cause damage t o t h i s as w e l l as t h e cam.
-
VALVE ROTATOR. ROTOCAP E d i t i o n 01H
+I 1. R e t a i n e r body
2. B a l l s
3. B a l l race
4. S p r i n g washer
5. S e a t i n g c o l l a r
6. R e t a i n e r r i n g
Operating p r i n c i p l e
The r e a t i n e r body ( 1 ) has a number o f pockets, arranged i n c i r c u m f e r e n t i a l

d i r e c t i o n , w i t h b a l l s t h a t a r e f o r c e d a g a i n s t t h e upper end o f an i n c l i n e d r a -
ce by c o i l s p r i n g s a c t i n g i n t a n g e n t i a l d i r e c t i o n . The b a l l race ( 3 ) serves
as b a l l t r a c k i n t h e o p p o s i t e d i r e c t i o n . The s p r i n g washer ( 4 ) seats a g a i n s t
the i n n e r r i m of t h e r e t a i n e r body and i s encased by t h e s e a t i n g c o l l e r ( 5 )
which o v e r l a p s i t . The assembled v a l v e r o t a t o r i s h e l d together, when removed,
by t h e r e t a i n i n g r i n g ( 6 ) .
As t h e v a l v e s t a r t s t o open, t h e i n c r e a s i n g v a l v e s p r i n g - l o a d caused the s p r i n g

washer t o f l a t t e n , and t h e l o a d a p p l i e d t o t h e b a l l s i n the pockets o f t h e r e -
t a i n e r body forces t h e b a l l s i n t h e b a l l race t o r o l l down t h e i n c l i n e d races.
The t r a n s f e r o f t h e r e a c t i o n l o a d o f t h e b a l l r a c e t o t h e s p r i n g washer r e -
duces t h e r e a c t i o n l o a d o f t h e s p r i n g washer on t h e i n n e r r i m o f the r e t a i n e r
body. B a l l race, s p r i n g washer, s e a t i n g c o l l a r and v a l v e s p r i n g s are, however,
force-locked b y f r i c t i o n g r i p . The r e a c t i o n l o a d o f t h e b a l l s on the i n c l i n e d
races induces r o t a t i o n t o t h e r e t a i n e r body and v a l v e w i t h r e l a t i o n t o the
s e a t i n g c o l l a r and t h e v a l v e springs. As t h e v a l v e closes, l o a d i s released
from,,the s p r i n g washer and t h u s f r o m t h e b a l l s , a l l o w i n g them t o be r e t u r n e d
t o t h e i r o r i g i n a l p o s i t i o n s w i t h o u t r o l l i n g by t h e t a n g e n t i a l f o r c e o f t h e c o i l
springs.
Install a t i o n
When i n s t a l l i n g v a l v e r o t a t o r s , n o t e t h a t o n l y o r i g i n a l v a l v e springs should

be used and t h a t t h e d e v i a t i o n f r o m t h e v e r t i c a l a x i s o f the v a l v e stem should
n o t exceed 1/20. Should p a r t s have become d i r t y due t o l o n g storage o r i n
t r a n s i t , they must be washed i n TN T r i l e n e , d r i e d and then p u t i n t o a v a t f i l -
l e d w i t h l u b r i c a t i n g o i l o f l o w medium v i s c o s i t y where they a r e t o be l e f t f o r
a few minutes.
D i r t : e s p e c i a l l y i n t h e b a l l pockets due t o r e s i d u e s i n the o i l (abrasive,

cdm6ustion products). The d e p o s i t s cause the i n d i v i d u a l p a r t s t o become stuck
and h i n d e r t h e movement o f t h e b a l l s . The v a l v e r o t a t o r should be removed, ca-
y~ r e f u l l y washed and l u b r i c a t e d b e f o r e i n s t a l l a t i o n .
>
-
VALVE ROTATOR, ROTOCAP E d i t i o n 01H
- - due t o h i g h f r i c t i o n between r o c k e r arm and v a l v e stem

High r e a c t i o n torque:
and stem seals. A source o f c o n s i d e r a b l e t o r s i o n a l f r i c t i o n between s e a t i n g
c o l l a r ( 5 ) and r e t a i n e r body ( 1 ) t h a t may l e a d t o i m n o b i l i t y o f t h e v a l v e r o -
t a t o r c o u l d a l s o be a l a r g e r d e v i a t i o n o f t h e v a l v e s p r i n g s from t h e v e r t i c a l
l i n e . The p a r t s o r t h e v a l v e s p r i n g s causing t o r s i o n a l f r i c t i o n should then
be replaced.
Replacement o f t h e v a l v e r o t a t o r nay be necessary i n b o t h cases i f t h e r e a r e

1b .
depressions i n t h e b a l l t r a c k s caused by p o i n t l o a d s on t h e b a l l s d u r i n g ini-
m o b i l i t y o f the valve r o t a t o r .
Maintenance
Rotocap v a l v e r o t a t o r s need no s e r v i c i n g i n normal o p e r a t i n g c o n d i t i o n s .

c
Unusual o p e r a t i n g c o n d i t i o n s may l e a d t o d i s t u r b a n c e s . R o t a t i o n o f t h e v a l v e
should be checked a t t h e i n t e r v a l s s p e c i f i e d i n t h e Maintenance Schedule. Ro-
t a t o r performance i s s a t i s f a c t o r y when t h e v a l v e r o t a t e s v i s i b l y and evenly.
g ': Overhauls
Valve r o t a t o r s should be cleaned and i n s p e c t e d f o r wear and b a l l i n i p r e s s i o r ~ s

whenever t h e valves a r e removed. The i n d i v i d u a l p a r t s can be disassembled a t - -
t e r removal o f t h e r e t a i n i n g r i n g b y means o f which t h e s e a t i n g c o l l a r i s f a s t -
ened t o t h e r e t a i n e r body. P a r t s showing wear grooves o r depressions formed by
, the b a l l s should be replaced. When i n s e r t i n g t h e b a l l s and t h e t a n g e n t i a l
springs, n o t e t h a t a l l b a l l s on t h e i n c l i n e d races o f t h e b a l l pockets p o i n t
- i n t h e same d i r e c t i o n . (See i l l u s t r a t i o n ) . The i n n e r r i m o f t h e s p r i n g washer
should r e s t on t h e r e t a i n e r body.
Having assembled t h e v a l v e r o t a t o r i n d r y c o n d i t i o n , i t should be p l a c e d i n

c l e a n l u b r i c a t i n g o i l f o r a s h o r t p e r i o d o f time.
Storage
P a r t s k e p t i n s t o c k should be w e l l packed and p r o t e c t e d a g a i n s t d u s t , water,

h u m i d i t y and aggressive media. Dust causes t h e p a r t s t o become stuck and h i n d -
ers o r prevents operation o f the valve r o t a t o r .
VALVE GEAR PLATE 30801-llH
VALVE GEAR PII\TE 30fJ,01-1IH
Item No.
Plug Prop
Rocker arm Vippearm
Bush For ing
Washer Skive
Circlip S i kringsring
Nut Mstrik
Stud Ta P
Bracket Buk
Nut Mstrik
Plug Prop
Rocker a m Vippeann
Nut Mstrik
Plug Prop
Thrust p i e c e Trykstykke
Conical r i n g i n 212 Konisk r i n g i 212
cont .
VALVE GEAR PLATE 30801 - 1 It1
Item No. Designallon Benmvneise
Spring d i s c Fjederskdl
Internal spring Indvendiq f j e d e r
External spring Udvendig f j e d e r
I n l e t valve Indsugningsventil
Bush Foring
Plug Prop
Plug Prop
Spring f o r t h r u s t piecf Fjeder f o r trykstykke
T h r u s t bush Trykbesning
Thrust f o o t Trykfod
Valve r o t a t o r Rotationsgiver
O u t l e t valve Uds t e d s v e n t i 1
Handle Handtag
O-ring O-ring
Top cover Topdzksel
Gasket Pakning
Nut Metrik
Plug Prop
T h r u s t screw Trykskrue
Circl i p Sikringsring
Washer Skive
Shaft Aksel
*For d e t a i l s see *Lesdele se

p l a t e 30801-12H p l a t e 30801-12H
--
VALVE ROTATOR, ROTOCAP PLATE 30801-12H
VALVE ROTATOR. ROTOCAP PLATE 30801 -1 211
Spring Fjeder
Ball Kugle
B a l l race Kugleplade
Spring washer F j e d e r s k i ve
Retainer r i n g Lasering
F
VALVE GEAR PLATE 30802-05Hl

1
VALVE GEAR PLATE 30802-05H1
.-
Item No. Desianation 1 Benrevnelse
Washer f o r s p r i n g ( M B O - H DWG N o . 1 6 3 0 4 0 7 - 4 . 2 )
Thrust piece I Trykstykke
T h r u s t washer, please T r y k s k i v e , angiv
s t a t e thickness v e n l i g s t tykkelse
0.3-0.4-0.5-1.0 mm 0.3-0.4-0.5-1.0 mm
Thrust p i n Tryktap
Spring I Fjeder
R o l l e r guide
Roller
I Rullestyr
Rulle
Bush F o r i ng
Screw Skrue
Housing Hus
Screw Skrue
Push r o d Stvds tang
P r o t e c t i v e tube Beskyttelsesrvr
0 - r i ng O-ring
Screw Skrue
Flange Flange
Cup p o i n t screw K r a t e r s krue
Spring Fjeder
R o l l e r guide Rul l e s t y r
Bush F o r i ng
Rolle r Rul l e
VALVE GEAR TOOLS PLATE 30851 -03H
VALVE GEAR TOOLS PLATE 30851-03W
Wrench f o r thrust piec Negle f o r trykstykke i

i n fuel pump r o l l e r brandselspumperulle-
guide styr
Grinding machine Slibemaskine
Feeler gauge f o r i n - seger f o r indstrem-
l e t valve ningsventil
Feeler gauge f o r ex- Seger f o r udsteds-
haust valve ventil
*Extra tools *Ekstra v e r k t e j

Engine Data
Operation of Engine
Trouble Tracing


Q)
Turbocharger System 8
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
kr-
{'. Engine Data
I
Operation of Engine
I
Trouble Tracing
I

--
I$ Turbocharger System
I
/ Fuel lnjection Pump
I
1 Fuel Injection 1
I
, Automatics and Instruments
I , Starting System I
-
Fuel Oil System
Treatment of Cooling Water 1
I
I Driven Machinery 1
Tools
The t u r b o c h a r g e r system o f the engine c o n s i s t s o f an exhaust gas r e c e i v e r , a

t u r b o c h a r g e r , a charging a i r c o o l e r and d c h a r g i n g a i r r e c e i v e r , t h e l a t t e r
b e i n g i n t e r g r a t e d i n the engine frame.
Outlet from T.C.
f Flexible h o s e
Water weahlng - Turblno s ~ d o
cornpres
slde
The engine i s s u p p l i e d w i t h c h a r g e - a i r from a turbocharger.
The t u r b i n e wheel o f the t u r b o c h a r g e r 1s d r i v e n by t h e englne exhaust gas.'anc

t h e t u r b i n e wheel d r i v e s t h e turbocharger compressor, which i s mounted d n the
same s h a f t . The compressor sucks a i r from the engine room, through the a i r f l l -
ters.
. From t h e turbocharger the a i r i s pressed through t h e charglng a l r c o o l e r where

t h e a i r i s c o o l e d down, t o t h e c h a r g i n g a i r r e c e i v e r . From the charging a i r r e -
c e i v e r . t h e a i r f l o w s t o t h e i n d i v i d u a l c y l i n d e r . through the i n l e t valves.
From t h e exhaust valves, t h e exhaust i s l e d t o t h e exhaust gas r e c e i v e r where

t h e p u l s a t o r y pressure from the individual exhaust i s equalized and passed t o
t h e t u r b o c h a r g e r as a c o n s t a n t pressure.
I
-
I'late 30902, Exhaust arrangement
Ihe exhaust gas from each c y l i n d e r u n i t passes through a water cooled i n t e r -

w d i a t e p i e c e 1976 t o the exhaust gas r e c e i v e r which i s made o f p i p e sections
and f u r t h e r through t h e turbocharger t o t h e exhaust o u t l e t and s i l e n c e r a r -
rangement.
!
b .
I n the cooled intermediate p i e c e a thermometer f o r r e a d i n g the exhaust gas
temperature i s f i t t e d and t h e r e i s a l s o p o s s i b i l i t y o f f i t t i n g a sensor f o r
remote reading.
Ihe exhaust gas r e c e i v e r i s made o f h e a t - r e s i s t a n c e a l l o y s t e e l . The connec-

l i o n s t o t h e cooled i n t e r m e d i a t e pieces a r e of the f l a n g e type. I n the r e c e i -
C
ver a number o f compensators a r e f i t t e d t o prevent excessive s t r e s s i n the
pipes due t o heat expansion.
To a v o i d excessive thermal l o s s and t o ensure a reasonably low surface tempe-

h , r a t u r e the gas r e c e i v e r i s i n s u l a t e d .
-
E d i t i o n 0111
DESCRIPTION OF TURBOCHARGER MAN TYPE NR 15 R Paqe 1 ( 2 )
The engine i s equipped w i t h a single-stage and uncooled turbocharger MAN type

NR 15 R.
The turbocharger consists o f a r a d i a l - f l o w gas t u r b i n e and a r a d i a l - f l o w c o w

pressor.
The gas turbine wheel and the compressor wheel are arranged on a common shaft.
The gas t u r b i n e wheel made o f high temperature r e s i s t a n t steel a l l o y i s i n t e -

grated w i t h the shaft, connected by f r i c t i o n welding.
The compressor wheel made o f aluminium a l l o y i s mounted t o the shaft.
The comnon s h a f t i s supported i n two bearings f i t t e d between the two overhung

wheels a comnon bearing housing.
The bearings are f l o a t i n g p l a i n bearings, i.e. the bearing bushes are surroun-
ded by l u b r i c a t i n g o i l and thus during operation r o t a t i n g a t a speed o f ap-
prox. 20% o f the r o t o r speed.
The turbocharger bearings are l u b r i c a t e d from the engine's l u b r i c a t i n g o i l

system.
The o i l i n l e t l i n e connected t o the top o f the bearing housing i s branched o f f

from the engine's lub. o i l main l i n e , and the o u t l e t l i n e from the bearing
housing i s l e d t o the engine's crankcase.
The bearing housing i s equipped w i t h l a b y r i n t h o i l seal ings against the t u r -

bine wheel r e s p e c t i v e l y the compressor wheel.
The l a b y r i n t h sealings and sealing a i r from the compressor w i l l during opera-

t i o n prevent any leakage o f o i l t o take place.
The i n l e t l i n e i s equipped w i t h a t h r o t t -
l e i n order t o adjust the o i l flow and a
non-return valve t o prevent draining du-
ring standstill.
The non-return valve has back-pressure
function r e q u i r i n g a pressure s l i g h t l y a -
bove the priming pressure t o open i n nor-
mal flow d i r e c t i o n .
I n t h i s way overflooding o f the turbochar-
ger i s prevented during s t a n d s t i l l p e r i -
ods, where the p r e - l u b r i c a t i n g pump i s
running.
During engine s t a n d s t i l l i n stand-by po-

s i t i o n the separately driven prelubrica-
t i n g pump i s running, and a small flow o f
------
-
-- o i l enters the turbocharger bearing hou-
s i n g v i a the priming l i n e .
TUROOCIMRGER SYSTEM 309. 15
Edition 0111
DESCRIPTION OF TURBOCHARGER MAN TYPE NR 15 R Page 2 ( 2 )
-
For monitoring o f o i l pressure a manometer i s connected t o o i l i n l e t l i n e t o

thc bearing housing.
The casings o f the turbocharger are made nodular cast i r o n .
The casings are uncooled.
l h e absence o f water-cooling means t h a t no energy which e l s e can be u t i l i z e d

i n the turbine i s extracted from the exhaust gas.
Another advantage by the absence o f c o o l i n g water spaces i s that the r i s k o f

corrosive attacks t o the hot casings i s eliminated.
The hot casings, i.e. the gas i n l e t , the gas housing and the gas o u t l e t , are
insulated t o prevent heat losses and t o ensure low temperature on the exter-
nal surfaces o f the components. The i n s u l a t i n g m a t e r i a l i s protected w i t h p l a -
t e shielding.
The exhaust gases from the engine c y l i n d e r s are d i r e c t e d t o the turbine through
a piping system, incorporating a number o f expansion j o i n t s i n order t o prevent
unacceptable stresses from thermal conditions.
The piping system i s heat insulated. and the i n s u l a t i n g materials i s covered

by a p l a t e shielding.
The compressor i n l e t casing o f the turbocharger i s equipped w i t h an a i r f i l t e r

and silencer.
The turbocharger i s arranged f o r cleaning during operation.
The compressor i s cleaned by i n j e c t i o n o f water. I n j e c t i o n o f cleaning water

i s c a r r i e d .out by means o f a special syringe.
The turbine i s cleaned by water washing o r as an a l t e r n a t i v e by d r y cleaning.
The equipment f o r i n j e c t i o n o f cleaning water r e s p e c t i v e l y s o f t b l a s t g r i t i s

firmly installed.
The turbocharger i s mounted on the engine frame a t the f r o n t end o f the engine,
i.e. opposite t o the flywheel end.
The compressor o u t l e t i s connected t o the charge-air c o o l e r housing w i t h a

short diffuser-shaped duct.
The cfiarge-air cooler housing i s incorporated i n t o t h e engine frame, f a c i l i t a -

t i n g easy dismantling o f the cooler element. when so necessary f o r overhaul o r
cleaning o f the charge-air cooler.
The charge-air i s passing through the a i r cooler t o t h e receiver. which also

i s incorporated i n t o the engine frame.
,
TURBOCHARGER WITH JET ASSIST E d i t i o n 01H
J e t A s s i s t System
The turbocharger i s arranged f o r j e t a s s i s t a n c e .
J e t a s s i s t a n c e i s a system f o r supply o f e x t r a d r i v i n g torque t o t h e compres-

sor performance.
Compressed a i r from
an e x t e r n a l source i s
l e d t o an a n n u l a r chamber
i n t h e compressor housing
adjacent t o t h e v o l u t e .
From t h e a n n u l a r chamber t h e
compressed a i r i s passed
through a number o f n o z z l e s
t o the compressor wheel (im-
peller).
When t h e a i r f l o w s through
t h e nozzles t h e pressure \Car exit
Caring
energy i s c o n v e r t e d i n t o
k i n e t i c energy.
Jet Aesist
I
Englne's Charge Ah
Inlet Casing
The h i g h - v e l o c i t y a i r j e t s
DIlIuser Ring
w i l l give extra driving t o r -
Nozzle que and thus the s p e e d ~ o f
t h e compressor wheel i s i n -
Annular Chambar creased.
Increased r o t a t i o n speed
w i l l increase the p e r f o r -
mance o f t h e compressor, r e s u l t i n g i n
r a i s e d boost pressure (charge a i r pres-
sure).
Compressed a i r f o r t h e j e t assistance
system i s s u p p l i e d by t h e s u r p l u s a i r
arrangement.
-
TURBOCHARGER SYSTEM(0nlv for 5. 6 Cvl )
WATER WASHING OF COMPRESSOR E d i t i o n 03H

TURBOCHARGER TYPE: NR 15/R. Page 1 ( 2 )
Compressor
Since the a i r i n t h e engine room c o n t a i n s o i l m i s t , the air-ways o f the corn

pressor w i l l g r a d u a l l y f o u l up.
F o u l i n g o f the air-ways depends p r i m a r i l y on the p u r i t y o f the i n l e t a i r and

thus, i n turn, on t h e general maintenance c o n d i t i o n o f the machinery, i.e.
m a i n l y on the gas and o i l t i g h t n e s s o f t h e engines and on t h e f r e s h a i r v e n t i -
l a t i o n system o f t h e engine room.
F o u l i n g o f a i r f i l t e r , compressor o r c h a r g e - a i r c o o l e r may be t o observed a:

changes i n performance parameters:
- Decreasing charge-air pressure.
- Decreasing turbocharger r o t o r speed.
- I n c r e a s i n g exhaust gas temperature.
- Severe f o u l i n g o f the air-ways may even r e s u l t

i n compressor surge.
Regular c l e a n i n g d u r i n g o p e r a t i o n by i n j e c t i n g water upstream o f the compres-

s o r wheel w i l l reduce the f o u l i n g r a t e considerably, and consequently p r o l o n g
t h e i n t e r v a l s between d i s m a n t l i n g necessary f o r mechanical cleaning.
Chemical c l e a n i n g w i l l not improve t h e c l e a n i n g process as t h i s p r i m a r i l y i s

based on the mechanical e f f e c t from t h e impact o f t h e water d r o p l e t s .
C e r t a i n types o f f l u i d solvents can g i v e formation o f deposits on the compres-

s o r wheel, and s h o u l d under no circumstances be used.
The i n t e r v a l s between cleaning by i n j e c t i o n o f water should be adjusted a f t e r

assessing t h e degree and r a t e of f o u l i n g i n t h e p a r t i c u l a r p l a n t . i.e. based
on observations and experience.
I n i t i a l l y , i n t e r v a l s of 25-75 r u n n i n g hours o r c l e a n i n g three times a week can

be recomnended.
Cleaning Procedure
. The c l e a n i n g process i s o n l y t o be c a r r i e d o u t , when the engine i s a t opera-

t i n g temperature and when i t i s loaded as c l o s e as p o s s i b l e t o f u l l load.
The engine must n o t be shut o f f irmnediately a f t e r cleaning b u t should be a l -

lowed t o operate c o n t i n u o u s l y f o r some t i m e t o ensure d r y i n g - o u t o f the char-
g e - a i r system.
WATER WASHING Or LOMPHLSSOH E d ~ t l o n0311
TUROOCHARGER TYPE NR 15/R. Page 2--
(7) .
Sequence o f Operations. see pdqr 303.OU. f l y . 1
I. Run the engine w i t h as hiqli J load as p o s s i b l c
2. Unscrew the p l u g (544.084) together w i t h the seal r i n g (544.085) from a i r

filt e v - s i l e n c e r .
3. F i l l t h e syringe (579.119) r i t h clean f r e s h water. and i n s e r t i t through

t h e screw p l u g opening.
4. I n j e c t the complete content o f the syringe w i t h i n a p c r l o d o f 4-10 seconds
. Run t h e engine f o r about 10 minutes a t u n a l t e r e d h i g h load.
6. Make comparative measurements o f the o p e r a t i n g data. This comparison will

il i n d i c a t e the success o r l a c k o f same o f the washing procedure.
I f necessary, c a r r y out the washing once more.

i 7. Screw i n the plug (544.064) together w i t h the seal r i n g (544.085) t o the
a i r f i l t e r silencer.
Compressor c l e a n i n g by i n j e c t i o n o f water w i t h a s y r i n g e i s s u f f i c i e n t i f a
normal degree o f f o u l i n g i s present. I n case o f severe d i r t being deposited i n
the compressor. d i s m a n t l i n g o f the compressor components f o r mechanical and
manual c l e a n i n g i s necessary.
~. Cleaning o f A i r Filter
r l
The a i r f i l t e r mounted upstream of t h e s i l e n c e r r e t a r d s t h e f o u l i n g r a t e o f
t b compressor.
~ depending of the a i r f l o w r a t e . t h e pressure drop i n a new and
a c l e a n f i l t e r amounts 2-3 mBar. The i n t e r v a l s between f i l t e r c l e a n i n g depend
on t h e environmental conditions, b u t c l e a n i n g a t weekly i n t e r v a l s w i l l normal-
l y be s u f f i c i e n t . Optimizing o f c l e a n i n g i n t e r v a l s should a l s o f o r t h e a i r
f i l t e r be based on observations and experience w i t h t h e p a r t i c u l a r p l a n t .
loo1s Required
Open-end wrench s i z e
Fresh water
Legend,
544.084 Screw p l u g
544.085 Seal r i n g
547.119 Syringe
CLEANING OF COHPRESSOR ( f i g . 1) 544.085
TURBOCHARGER TYPE MAN NR 15 R . NR 20. NR 20 R . Edition 02H
WATER WASHING - TURBINE SIDE Page I (3)
The tendency t o fouling on the gas s i d e of turbochargers depends on the com-

bustion conditions, which a r e a r e s u l t of the load on and the maintenance con-
d i t i o n of the engine a s well a s the q u a l i t y of the fuel o i l used.
Fouling of the gas ways will cause higher exhaust gas temperatures and higher
surface temperatures of the combustion chamber components and will a l s o lead
to a lower performance.
Tests and p r a c t i c a l experience have shown t h a t radial-flow turbines can be
successfully cleaned by i n j e c t i o n water i n t o the i n l e t pipe of the turbines.
The cleaning e f f e c t i s based on the water s o l u b i l i t y of the deposits and on
the mechanical action of the impinging water d r o p l e t s and the water flow r a t e .
The necessary water flow i s dependent on the gas flow and the gas temperature.
Enough water must be i n j e c t e d per time u n i t so t h a t , not the e n t i r e flow will
evaporate, but about 0,25 l/min. will flow o f f through the drainage opening in
the gas o u t l e t . Thus ensuring t h a t s u f f i c i e n t water has been injected.
Service experience has shown t h a t the above mentioned water flow gives the op-
timal cleaning e f f e c t . I f the water flow i s reduced the cleaning e f f e c t will
be reduced o r disappear. If the recommended water flow i s exceed, there i s a
c e r t a i n r i s k of a accumulation of water in the turbine casing, which can re-
sul t i n damage on the turbocharger.
The best cleaning e f f e c t i s obtained by cleaning a t low engine load approx.

20% MCR. Cleaning a t low load will a l s o reduce temperature shoks.
Experience has shown, t h a t washing a t regular i n t e r v a l s i s e s s e n t i a l to suc-

c e s s f u l l cleaning, a s excessive fouling i s thus avoided. Washing a t i n t e r v a l s
of 100 hours i s therefore reconmnded. Depending on the fuel quality these in-
t e r v a l s can be s h o r t e r o r longer. However, the turbine must be washed a t the
l a t e s t when the exhaust gas temperature upstream of the turbine has r i s e n
about 20° C (680 F ) above the normal temperature. Heavily contaminated t u r -
bines, which where not cleaned peri.odically from the very beginning o r a f t e r
an overhaul, cannot be cleaned by t h i s method.
I f vibration in the turbocharger occur a f t e r water-washing has been carried

o u t , the washing should be repeated. If unbalance s t i l l e x i s t s , t h i s i s pre-
surmbly due t o heavy f o u l i n g , and the engine must be stopped and the turbo-
charger dismantled and manually cleaned.
The washing water should be taken from the fresh water systen~and not from the
. frcsh cooling water system o r s a l t water system. No cleaning agents a r e s o l -

vents need t o be added t o the water.
To avoid corrosion during s t a n d s t i l l , the engine must, upon completion of wa-

t e r washing run f a r a t l e a s t 1 hour before stop so t h a t a l l p a r t s are d r y .
TURBOCHARGER SYSTEM
TURBOCHARGER TYPE MAN NR 15 R. NR 20. NR 2 0 R. E d i t i o n 02H

WATER WASHING - TURBINE S I D E Page 2 ( 3 )
Water washing system
The water washing system c o n s i s t s o f a p i p e system equipped w i t h a r e g u l a t i n g

valve, a manoeuvring valve, a 3-way cock and a d r a i n p i p e w i t h a d r a i n valve
from the gas o u t l e t .
The w a t e r f o r w a s h i n g t h e t u r b i n e , i s s u p p l i e d f r o m t h e e x t e r n a l
f r e s h w a t e r svstem t r o u g h a f l e x i b l e hose and r e g u l a t i n g v a l v e w i t h
c o u ~ l i n g s . The f l e x i b l e h o s e m u s t be d i s c o n n e c t e d a f t e r w a t e r w a s h i n g .
By a c t i v a t i n g t h e manoeuvring v a l v e and t h e r e g u l a t i n g valve, water i s l e d

through the 3-way cock t o t h e exhaust p i p e i n t e r m e d i a t e f l a n g e , equipped w i t h
a channel t o l e a d the water t o t h e gas i n l e t o f t h e turbocharger.
The water which i s n o t evaporated, i s l e d o u t t h r o u g h t h e d r a i n p i p e i n t h e

gas o u t l e t .
Plate wilh 1
instr.
Aanoeuvring
valve
.
$' Cleaning water hlet
7
TURBOCHARGER TYPE NR 15 R. NR 20. NR 20 R. E d i t i o n 02H

WATER WASHING - TURBINE SIDE Page 3 (3)
CLOSED 1 OPEN 2 WASH 3
TC = NRBOCHARGER
W ' WATER
F = FREE AIR
Cleaning procedure:
1. A d j u s t t h e engine l o a d t o approx. 20% and l e t t h e engine s t a b i l i z e f o r

10 min.
2. Open t h e d r a i n cock a t t h e TC o u t l e t and check f o r f r e e passage.
3. Turn t h e 3-way cock t o p o s i t i o n ( 2 ) and check f o r f r e e passage. I f OK t u r n

t o t h e water wash p o s i t i o n (3).
4. Connect the water supply t o t h e water wash system.
5. A c t i v a t e t h e m a n o e u v r i n g v a l v e . Then a d j u s t t h e w a t e r f l o w u n t i 1 t h e
d r a i n f l o w i s approx. 0.25 L l m i n .
6. Continue the water washing 5-10 min. o r u n t i l t h e d r a i n water i s f r e e o f
particles.
7. Release the manoeuvring v a l v e and disconnect t h e water supply. Turn the

3-way cock t o t h e closed p o s i t i o n (1) and check t h a t the water d r a i n f l o w
"has stopped.
8. Continue a t t h i s l o a d a t l e a s t 5 min. b e f o r e i n c r e a s i n g the load t o the

normal c o n d i t i o n .
9. A f t e r the water washing, t h e engine should r u n f o r a t l e a s t 1 hour before

stop.
-
NOTE:
The manoeuvring v a l v e mvst n o t be locked i n open p o s i t i o n .

I
The water i n j e c t i o n time mentioned i n p o i n t 6 must n o t be exceed.

r

--
OVERHAUL OF CHARGING AIR COOLER Edition 01H

1987.01.15
The cooler element should be removed for cleaning and inspection simultaneous-
ly with general overhaul of the turbocharger, or if observations prove that
the cooler does not work satisfactorily. See section 303.
Plate 30901
Close the cooling water inlet and outlet valves and disconnect the cooling
water pipes. Remove the screws 0928 which secure the end cover of the cooler
element to the cooler housing, and pull the cooler element half-way out.
Place a wire rope round the cooler element and attach a tackle hook, followinq
which the element is lifted and pulled out of the cooler housing and landed on
a couple of wooden planks on the floor.
Dismount end cover 1096. reversal chamber 2164 and the side plates.
Clean the cooler element on the water and air sides
It is recommended that cleaning of the water-side (particularly the tubes) is
exercised by means of a detergent.
Lowering the cooler element into a cleaning vessel equipped with a good circu-
lation device is one way of executing this task.
If the extent of fouling and deposits in the tubes requires mechanical removal
this can be done by means of a circular wire brush. (Inner diameter o 13 mm).
The wire brush will, however, remove the protection layer originating from the
purposely corroded iron blocks.
The greatest care must be exercised when dismantling, cleaning and mounting
the codler element, as the thin fins of the tubes cannot stand impacts and
pressure. If, nevertheless, the metal fins have been deformed they should be
carefully straightened, as bent fins will considerably increase the pressure
drop across the cooler. Should one or more cooler tubes become leaky, it/thcy
must imnediately be made tight, either by expanding the tube ends into the
tube plates, or by blanking off the tube(s) concerned with plugs.
It is important that the charging air coolers are not leaky as any seawater
that leaks in will be carried along with the air to the cylinders where the
salt contained in the water will damage valves, piston rings and cylinder
1 i ners.
Also clean both end covers and coat them on the inside with an anti-corrosion
agent. Inspect the anti-corrosion blocks and renew as necessary.
. Note that paint or similar must not be applied to these blocks.

Renew all gaskets.
-1 Page 1(2) I -
Charging Air Cooler Freshwater 1 51201-04H I
97.06 - ESOS
51201-04H Charging Air Cooler Freshwater- Plam
Page 2 (2)
ltem Item
- No w.
-
1 -No.
017 I IK :mumember Travers
029 IK :roumember Travers
030 YK lip Rer
042 IIK :ooler block ffilerblok
054 IIK Snake1end cover Paknmgendedaksel
066 I/K 'lug screw Propshe
078 IIK :u-washer Cu-skive
091 IIK End mver Endedasksel
101 VK uut kbik
113 3K 3aew She
125 1IK rop plate Topplade
137 1K Gasketreversing Pakningvendekarnrner

mvw
148 1K Reversingmver Vendekammer
1% 29lt screw She
174 3/K Screw She
18t 3/K Cu-warher Cu-skive
1R 5lK Screw She
208 11K Bottom plate Bundpbde
221 WK Saew She
233 1lK O-ring 0-nq
251 In Gasket Pakn~ng
263 I/U Ring Ring
27( l/U Drain pipe for WMC Drasnrer for WMC
2ffi 22/1 screw W e
20r in W o w mistcatcher VandudJMler
3@ 1IE Chuglng air cooler, Ladeluftkder, komplel,

comnlete. Incl. ltem inkl. ilemOl7.029.03O.
When orderlng spare put., am miso p a p 500.60. Ved bestillingaf rerewedele, 88 o@sA skle 500.50. 3
r
QWE n
WJU =
r Only avellable u part of a span p u U MI.
QlyJEnghm.
Cwlr
AnW
AnW
--
= Kun tilgmngelig som en &Iaf el reaefvedeissmt.
AntaVMobx
IWer
97.06 - ESOS
TURBOCHARGER SYSTEM(0nlv for 6 Cvl.) PLATE 3 0 9 0 1 - 1 6 H
TURBOCHARGER SYSTEM(0nlv for 6 C y l ) -
PLATE 3090 1 16H
Compensator Kompensator
Gasket Pakning
Gas o u t l e t Gasudl eb
Screw Skrue
Screw Skrue
Flange Flange
. -~
TURBOCHARGER SYSTEM(0nlv for 6 Cvl ) PLATE 30901 -16H
Washer Skive
Screw Skrue
O-ring 0 - r i ng
Screw Skrue
Cooler box
Gasket Pakning
Turbocharger Turbolader
Diffusor Diffusor
Bracket f o r turbo- Konsol f o r t u r b o -
charger lader
S p r i n g washer Fjederskive
Screw Skrue
Screw Skrue
Screw Skrue
I n l e t pipe Indstr~mningsrer
Gasket Pakning
Shield for diffuser
Shield for inlet box
- EXHAUST PIPE ARRANGEMENT. PLATE 30902-08H
F Cooling water nipple

0808
See p l a t e 30502/4739
EXHAUST PIPE ARRANGEMENT. PLATE 30902-08H
Itom No. Designation
Screw Skruc!
Scrcw Skruc
Screw Skruc?
Intermediate piece Mellc~~~stykke.
wa t e r c o o l e d vandkrlcl
Gasket Pakning
Gasket Pakning
Nut Metrik
Screw Skrue
Gasket Pakning
Flange Flange
Screw Skrue
Screw Skrue
Exhaust p i p e i n l e t Udstodsrar t i l q a n q
turbocharger turbolader
Gasket Pakning
Exhaust p i p e s e c t i o n Udstedsrersektion
Nut Metrik
Screw Skrue
End c o v e r Endedzksel
Spanner f o r dismantl in1 Negle f o r demontering
o f water cooled a f vandkelet mellem-
intermediate piece stykke
- A I R COOLER (EXTRA TOOLS) PLATE 30951-05H
A I R COOLER (EXTRA TOOLS) PLATE 30951-05H
Cleaning vessel for Rensekar for lade-

air cooler luftkeler
Cleaning vessel Rensekar, komplet
complete
Drain cock Aftapningshane
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel Injection Pump Z

P)
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools , ..
'
**-Engine Data
:
Operation of Engine
I
Trouble Tracing


I, .

I @a Fuel Injection Pump

L
Fuel lnjection
-

Starting System

- Specification and Treatment of Lubricating Oil
Fuel Oil System
Driven Machinery
!
Tools
*
7
DESCRIPTION Edition 11H
Descrlptlon(Plate 31001)
There is a fuel pump for each cylinder. The pump is The regulating rod is connected with the regulating
mountedin the engine frame by means of two studs gear of the engine through a flexible connection so
through the pump housingflange. mat a bbckedregulatingrodwill not prevent n o m l
regulatingof the other fuel pumps.
The barrel is fastened in the pump housing by a
flange with fourscrews The barrel is preventedfrom Inthe top of the pump barrel, a non-returnvalve has
turningby afixing pinonthetopofthepumphousing. been built-in to ensure that a suitable pressure
The barreland plungerofthe fuel pumparematching remainsinthehigh-pressurepipe betweenthe pump
parts which cannot be replaced individually as the and the fuel injector at the moment the pressure in
pans are lappedtogether. lhepumpbanelismieased.Thispressuresafeguards
the Injection nozzle and the h@h-pressurepiping
The injection amount of the pump is reguhted by from cavitation attadt. The fuel oil supply to the
transversal displacement of a toothed rack In the pump occurs through a separatelydriven pump
side of the pump housing. By means of a gear ring. having a pressure of 4-5 bar.
the pump plunger with the two W i l millings, the
cuttingofledges, isturnedwherebythehglhofthe The dl isruppliithroogh a connectionon the front
pump stroke is reckoned from when the plunger ofthepump housing. Inadditiontofeedingthepump.
closesthe inlet holesuntiltheamingonedgesagain thefueloil isusedfor castant circulationaroundthe
uncovers the holes. The release of high pressure pump barreland returnedthrwghtheconnectionon
through the cutting-on edges presses the oil with the back of the pump housing. Inthis way the pump
great force against the wall of the pump housing. canbe kept constantly heatedduring operationwith
heavy oil, and also kept heatedduring short engine
At the spot. two exchangeable plug screws are stops.
mounted.
-
OVCRHAULING OF FUEL PUMP E d i t i o n 03
Plate 31051
I f necessary, clean the e x t e r i o r of the i n j e c t i o n pump.
Fasten the i n j e c t i o n pump i n the clamping bracket 0199 and i n v e r t the pump.
Press the tappet downwards by means o f the l e v e r and remove the c i r c l i p .
llcmove the tappet w i t h lower spring p l a t e and plunger. Be sure n o t t o damage

the plunger.
Take out the plunger spring, upper spring late and pinion. I f necessary, re-
move the stop b o l t and dismount the r e g u l a t i n g rod as w e l l as the cap screw.
Invert the f u e l i n j e c t i o n pump (connecting piece a t the top).
Unscrew the four A l l e n screws and remove the connecting piece. Take out the
valve spring and the non-return valve.
Loosen the four screws and take out the b a r r e l .
A l l parts must be cleaned, using kerosene o r gas and a hard brush (never use
a steel brush). I n s e r t plunger and non-return valve i n t o the plunger guide
a f t e r coating w i t h clean gas o i l .
The a x i a l clearance between lower spring p l a t e and plunger f o o t must not ex-
ceed 0.25 nm. The clearance of the plunger f o o t has t o be 0.05 t o 0.1 mm when
IICW.
The plunger and non-return valve must s l i d e i n t o the guide by t h e i r own weight.
Check the p l u g screws f o r wear.

Barrel, plunger and non-return valve a r e manufactured t o very close toleran-
ces. Any attempt t o r e f i n i s h these p a r t s causes a l t e r a t i o n s o f the tolerances
and must therefore NOT be c a r r i e d out. If,during the visual inspection o f the
parts, heavy abrasion symptoms o r damage can be observed, the p a r t i n question
must be replaced.
When assembling the i n j e c t i o n pump, proceed i n the reverse order t o disassem-

bling. Pay a t t e n t i o n t o the following:
Apply molybdenum disulphide t o a l l threads.
~ene; a l l O-rings.
Wipe dry w i t h paper the plane sealing surfaces on b a r r e l and connecting piece.
Before i n s e r t i n g the p i n i o n the easy motion o f the plunger i n the barrel must
be checked.
FUEL I N J E C T I O N PUMP 310.52
OVERHAULING OF FUEL PUMP E d i t i o n 03
When assembling the pinion, ascertain t h a t the tooth (recognizable by the

chamfer) w i l l enter the space o f the r e g u l a t i n g r o d marked by 2 signs.
The marked s l o t on the vane o f plunger must be i n l i n e w i t h the mark i n the

s l o t o f pinion.
A f t e r assembly, the easy motion o f the r e g u l a t i n g rod must be checked and the
plunger must be moved from the no-load stop t o f u l l - l o a d stop.
FUEL PUMP PLATE 31001-15H
- ESOS
O).U
FUEL PUMP PLATE 31001-15ti
rlunpu ud buret
IlCL nolwowm vmlw
lor lMO
-.
Clamping b r a c k e t f o r Prevevaerktej f o r
t e s t i n g f u e l o i l pump braendoliepurnpe
Lever
S p e c i a l spanner f o r Specie1 n a g l e f o r
fastening f o r fuel f a s t s p a n d i n g a f brand-
o i l pump o l iepumpe
[ "56
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
1 .
r'+? Engine Data
Operation of Engine
b
Trouble Tracing


, Turbocharger System
Fuel lnjection Pump
r
5 Fuel lnjection
-
L Camshaft and Camshaft Drive
Starting System

-
Fuel Oil System
- Cooling Water System

Driven Machinery
Tools
- FUEL INJECTION 31 1.01
P l a t e 31101
The f u e l i n j e c t o r c o n s i s t s o f a n o z z l e h o l d e r and a n o z z l e connected by a

screw cap. The n o z z l e h o l d e r i n c l u d e s a threaded p i p e s t u b f o r mounting t h e
h i g h - p r e s s u r e p i p e , which i s l e d through a b o r i n g i n t h e t o p o f t h e c y l i n d e r
head, t o g e t h e r w i t h an a d j u s t i n g screw, a s p r i n g and s p r i n g s p i n d l e f o r t h e
i n i t i a l t e n s i o n i n g o f t h e n o z z l e needle. The i n i t i a l t e n s i o n o f t h e s p r i n g ,
which determines t h e opening p r e s s u r e o f t h e n o z z l e , can be a d j u s t e d by means
o f the c e n t r a l l y - m o u n t e d a d j u s t i n g screw. On t h e uppermost t h i c k p a r t o f t h e
holder. t h e r e a r e t h r e e s e a l i n g O-rings. Between t h e two lowest O-rings, t h e
leak o i l from t h e n o z z l e needle i s l e d o u t i n t o t h e spacing between t h e high-
pressure p i p i n g and t h e p r o t e c t i o n t u b i n g . Between t h e two uppermost O-rings,
when o p e r a t i n g w i t h c o o l e d n o z z l e , b o t h t h e i n l e t and o u t l e t f l o w o f t h e coo-
l i n g medium i s led.
As a c o o l i n g medium, d i e s e l o i l i s n o r m a l l y used. T h i s i s l e d through bored

d u c t s i n t h e h o l d e r t o t h e c o n i c a l bottom surface o f t h e nozzle which l i e s d i -
r e c t l y i n t h e combustion chamber. The n o z z l e and needle a r e lapped t o g e t h e r as
a p a i r , and cannot be r e p l a c e d i n d i v i d u a l l y . The n o z z l e i s c o n t r o l l e d by two
p i n s a t t a c h e d t o t h e bottom o f t h e h o l d e r . The j o i n t s u r f a c e between t h e nozz-
l e and h o l d e r i s machine-lapped t o make i t o i l - t i g h t . The f u e l i n j e c t o r i s
mounted i n t h e c y l i n d e r head b y means o f t h e i n t e g r a l f l a n g e i n t h e h o l d e r and
two studs w i t h d i s t a n c e p i e c e s and n u t s .
FUEL OIL HIGH-PRESSURE PIPE
P l a t e 31102
The connection between i n j e c t i o n pump and f u e l i n j e c t o r i s a s h i e l d e d h i g h -

pressure p i p e . The h i g h - p r e s s u r e p i p e i s equipped w i t h connection t a p e r s mat-
c h i n g t o s i m i l a r t a p e r f a c i n g s on t h e threaded connectors on t h e i n j e c t i o n
pump and t h e f u e l i n j e c t o r . These connections a r e t o be t i g h t e n e d w i t h a t o r -
que o f 40 Nm, t h e spanner t o be p l a c e d on t h e hexagon on screw 2170, r e s p e c t i -
v e l y on t h e hexagon on s h i e l d i n g cap 1824.
The screw 2170 i s screwed-in w i t h l o c t i t e t y p e 242 t o t h e threads o f t h e union

n u t 2269 and t i g h t e n e d w i t h a t o r q u e o f 60 Nm. The s h i e l d i n g cap 1824 and the
union n u t 2625 a r e preassembled s i m i l a r l y . I n case o f d i s m a n t l i n g and remant-
l i n g o f these p a r t s same procedure ( l o c t i t e 242) and same t o r q u e (60 Nm) must
be used.
A t t h e f u e l i n j e c t o r end t h e s h i e l d o f t h e h i g h - p r e s s u r e p i p e i s supported i n
.
t h e s h i e l d i n g cap 1824 i n c l u d i n g a s e a l i n g r i n g 2081. The s h i e l d i n g cap i s
supported i n a clamp 0845, i n c l u d i n g t h e s e a l i n g r i n g 2358. The clamp i s b o l -
t e d t o t h e c y l i n d e r head and s e a l e d by t h e r i n g 2447.
A t t h e i r ~ j e c t i o npump end t h e s h i e l d o f t h e h i g h - p r e s s u r e p i p e i s supported i n

the screw 21 70 i n c l u d i n g a s e a l i n g r i n g 2081. The screw/union-nut assembly i s
supported i n a clamp i n c l u d i n g t h e s e a l i n g r i n g 2358. The clamp i s b o l t e d and
seafed t c t h e c o n n e c t i o n p i e c e o f t h e i n j e c t i o n pump.
k -
c'.
1
-
DESCRIPTION E d ~ t l o n07H
When mounting the high-pressure p i p e , t i g h t e n t h e connections t o i n j e c t i o n

pun~pand t o f u e l i n j e c t o r w i t h 40 Nm, and then t i g h t e n the clamps a g a i n s t cy-
l l n d e r head. Check and i f necessary renew s e a l i n g r i n g s .
r
OVERHAULING OF FUEL INJECTOR E d i t i o n 08
P l a t c 31152
Defore d i s m a n t l i n g t h e f u e l i n j e c t o r , c l e a n t h e l o w e r p a r t o f t h e n o z z l e
o f carbonized o i l d e p o s i t s .
F i x f u e l i n j e c t o r t o clamping b r a c k e t 0206 and l o o s e n t h e l o c k n u t .

Unstress t h e n o z z l e s p r i n g by t u r n i n g o f t h e a d j u s t i n g screw.
Swing t h e i n j e c t o r by 180° C ( n o z z l e a t t h e t o p ) .
Loosen t h e n o z z l e n u t b y c o u n t e r - c l o c k w i s e r o t a t i o n and screw o f f .

Remove nozzle. A t t e n t i o n ! Do n o t damage t h e l a p p e d s u r f a c e .
I f r e q u i r e d , t h e n o z z l e s p r i n g and t h e s p r i n g s p i n d l e can be taken o u t by

t u r n i n g o f t h e a d j u s t i n g screw.
A1 1 p a r t s must be cleaned w i t h kerosene ( i f n o t no hand use c l e a n l i g h t

f u e l o i l ) and w i t h a h a r d brush.
Nozzles a r e matched by l a p p i n g , and a r e t h e r e f o r e o n l y interchangeable as

unit.
I n s e r t nozzle needle w i t h f u e l o i l i n t h e needle guide.
I t must be c o n t r o l l e d , whether t h e n o z z l e needle s l i d e s down by i t s dead

weight on i t s seat.
Clean t h e n o z z l e h o l e s o f c h a r r e d coke by means o f t h e s u p p l i e d s p e c i a l

d r i l l w i t h holder.
Check t h e n o z z l e h o l e s w i t h t h e t e s t mandrel whose measurements a r e l a r -

g e r than normal diameter o f t h e holes. I f t h e t e s t mandrel can go i n j u s t
one o f t h e holes, t h e n o z z l e must be scrapped.
I f t h e holes a r e worn o v a l , which i s checked by means o f a magnifying

g l a s s , t h e n o z z l e must a l s o be scrapped.
Clean t h e c o o l i n g chamber and t h e c o o l i n g d u c t s i n t h e nozzle guide and

i n j e c t o r body by l a y i n g these i n a c l e a n i n g l i q u i d and then blowing
through t h e p a r t s w i t h compressed a i r .
P e r f e c t d e n s i t y and f u n c t i o n o f t h e n o z z l e can o n l y be guaranteed by

s t r i c t l y o b s e r v i n g t h e e x a c t l y d e f i n e d a n g u l a r d i f f e r e n c e between t h e
seats o f needle guide and t h e n o z z l e neddle, as w e l l as t h e accuracy o f
t h e dimensions.
Every own e f f o r t t o r e f i n i s h b r i n g s about a1 t e r a t i o n s o f t h e values.
I f d u r i n g t h e v i s u a l i n s p e c t i o n o f t h e p a r t s heavy a b r a s i o n symptoms.
r e s p e c t i v e l y damages can be observed, t h e p a r t i n q u e s t i o n must be r e -
placed.
OVERHAULING OF FUEL INJFCTOR E d i t i o n 08
Damaged plane surface ( h i ( ] h r ! f.ightc!ning p l a i n s ) cannot be r e p a i r -

ed by the s e r v i c i n g s t a f f , hecause the d c s i r e d accuracy (angles, plane-
p a r a l l i s m ) can o n l y be reached by means o f s p e c i a l equipment.
12. When a l l t h e p a r t s have been o v c r h a ~ ~ l e dfound

. i n o r d e r and c a r e f u l l y
cleaned, assemble t h e f u e l i n j e c t o r again.
13. When assen~blingt h e i n j e c t o r , t h e o p p o s i t e o r d e r w i t h r e g a r d t o disassem-

b l y should be observed. Pay a t t e n t i o n t o the f o l l o w i n g :
I n s e r t a l l threads w i t h molybdenum sulphide.

O-rings a r e t o be renewed.
The s e a l i n g plane surface o f body and n o z z l e must be wiped d r y w i t h paper.
Tightening torque f o r n o z z l e n u t 100 Nm.
14. Swing the i n j e c t o r by 1800 C ( n o z z l e i s placed upside down).

Mount the t e s t p i p e 0573.
After venting, a p p l y pressure on t h e c o o l i n g o i l systew - see data - dnd
check t h e s e a l i n g t i g h t n e s s o f t h e O-rings.
15. Now connect the t e s t p i p e 0484.

Increase pressure by means o f t h e t e s t pump u n t i l f u c l i s e j a c u l a t e d from
the i n j e c t o r n o z z l e w i t h a s l i g h t s h a t t e r i n g . I f t h e pressure i n d i c a t e d
by the pressure gauge d e v i a t e s from t h e p r e s c r i b e d opening pressure :
320 bar, t h e a d j s u t i n g screw must be turned a c c o r d i n g l y .
Increase pressure by means o f t h e t e s t pump t i l l 20 b a r under opening

pressure, and pay a t t e n t i o n t h a t no f u c l o i l w i l l p e n e t r a t e from the i n -
j e c t i o n holes. When s l o w l y working the l e v e r o f t h e t e s t pump (about I
motion/2 sec.), t h e i n j e c t o r should s h a t t e r when reaching t h e opening
pressure. Hereby i t i s t h e q u e s t i o n o f a s o - c a l l e d s h a t t e r i n q near the
seat. ..
I f i t i s t h e q u e s t i o n o f q u i c k l y working t h e l e v e r o f t h e t e s t pump
(about 1 m o t i o n / l sec.), t h e f u e l o i l j e t must p e n e t r a t e continuously and
i n a small atomizing form from t h e i n j e c t i o n holes.
Kep o u t o f t h e reach o f t h e f u e l j e t s as they w i l l p e n e t r a t e t h e s k i n .

Fuel which has penetrated t h e s k i n causes p a i n f u l inflammations (blood
poisoning)!
P l a t e 31151
For d h a n t l i n g o f f u e l valve, use t o o l 0148.
For g r i n d i n g o f f u e l v a l v e seat, use t o o l 0237.

FUEL VALVE PLATE 3 1 1 0 1 - 0 9 H
FUEL VALVE PLATE 31101-09H
-
Fuel valve, complete B r m d v e n t i l , komplet

Nut Mstrik
Stud Ta P
Valve housing V e n t i 1hus
Nozzle, complete F o r s t e v e r , komplet
Screw cap Om10ber
Thrust spindle Trykspindel
Spring Fjeder
A d j u s t i n g screw Justeringsskrue
Lock n u t L8semetri k
Sealing r i n g Taetningsring
Cap n u t Kapselmetri k
Gasket Pakning
Gasket Pakni ng
I
-.
HIGH-PRESSURE FUEL P I P E PLATE 31 102-04H
?
HIGH-PRESSURE FUEL P I P E PLATE 31102-04H

- -..--- -- --
Shielded high-pressure Skzermet h ~ j t r y k s r e r
pipe
Sleeve d i v i d e d Uesning 2-del t
Clamp Ters
Screw Skrue
S h i e l d i n g cap Kappeforskruning
Screw Skrue
Nut Metrik
Sealing r i n g Tcmtningsring
Spring c o i l Lasefjeder
Nut Metri k
-
FUEL VALVE TOOLS PLATE 31 151-07H

FUEL VALVE TOOLS PLATE 31151-07H
0148 Extractor f o r f u e l Aftrekker

valve for brmdselsventil
0237 Grinding r i n g f o r Slibering for
valve seat venti 1 sale
1985 Piston l i f t i n g device Lofteverktej for
f o r i n - s i t u replacemen stempel ved ud-
o f connecting rod skiftning a f
bearing plejlstangsleje
,
Test pump, complete Prevepumpe, komplet

i n c l . item No. 0206, i n c l pos. nr. 0206,
0484. 0573 0484, 0573
Clamping bracket f o r Beslag f o r k o n t r o l af
testing fuel injector brandselsventi 1
Test pipe f o r nozzle Preverer f o r dyse-
cooling o i l k e l ing
Test pipe f o r i n j e c - Preverar f o r ind-
tion sprejtning
Cleaning needles i n Rensendle i holder,
packing tube, compl. kompl e t
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection
-.
Camshaft and Camshaft Drive E

Starting System

Fuel Oil System
Driven Machinery
Tools
Operation of Engine
Trouble Tracing
' . Engine Frame and Bedplate

*
Turbocharger System
Fuel lnjection Pump
Fuel lnjection
-

I Automatics and Instruments
' Starting System

Fuel Oil System
Driven Machinery
--
CAMSHAFT AND CAMSHAFT DRIVE 312.01
Plate 31201
The camshaft o f the engine consists of a number o f sections which are b o l t e d

together. Each c y l i n d e r has i t s own section comprising f i x e d cams t o operate
f u e l pump, i n l e t valve, and exhaust valve.
On one end o f the camshaft there i s a hub 1448 c a r r y i n g a gear wheel 1260
which, through an intermediate wheel, i s i n connection w i t h a gear wheel on
the crankshaft. The gear wheel on the camshaft i s secured t o the hub by means
o f the screws 1082, and the screw holes i n the gear wheel are oblong, making
i t possible t o t u r n the camshaft i n r e l a t i o n t o the gear wheel and, conse-
quently, also i n r e l a t i o n t o the crankshaft.
Lubrication o i l f o r the camshaft bearings i s supplied through a bore i n the

bearing located nearest the gear wheel, and the o i l passes through a central
bore t o the i n d i v i d u a l shaft sections, i n which lub. o i l holes admit t o the
s h a f t bearings.
Plate 31202
The intermediate gearing which transmits the motion from the crankshaft t o the
camshaft consists of 2 gear wheels, b o l t e d together and f i t t e d on a comnon
bush 0349. The intermediate gearing runs on a s h a f t p i n 0250 attached t o the
engine frame by means o f b o l t s and f i t t e d b o l t s so as t o provide a s u i t a b l e
tooth f l a n k clearance.
MAINTENANCE
The-gear wheel d r i v e and the camshaft do n o t r e q u i r e maintenance.
The gear wheels on camshaft, intermediate gearing, and crankshaft are provided
w i t h marks f o r c o r r e c t mounting. Before taking o u t the camshaft, the f u e l o i l
primary pump has t o be dismantled, following which the camshaft can be separa-
ted a t the gear wheel end and taken out.
I f the i n d i v i d u a l camshaft sections have been dismantled, i t should be checked

during re-assembly t h a t they are f i t t e d w i t h the c o r r e c t angles between the
middle o f the f u e l pump cams.
. The camshaft adjustment can be checked by means o f p i n gauges placed as i l l u -

s t r a t e d on p l a t e 31251.
-
~-
CAHSHAFT PLATE 31201-10H
Coupling part Koblingsdel
Pm Stift
Nut Motrik
Screw Skrue
Shaft Aksel
Nut Motrik
Screw Skrw
Nut lock Motriksikrmg

Gear whcel Tandhjnl
Scrcw Skrue
Hub Nav
Screw Skrue
Nut lock Motriksikring
Guide ring Styrering
5 cvl. 5 cvl.
Camshaft, intermediate Stvreaksel. mellem
Camshaft. aft Stvreaksel, bagerst
Camshaft. complete Stvreaksol. komplet
6 cvl. 6 cvl.
Camshaft. aft Stvreaksel. bagest
Camshaft. complete Stvreaksel, komplet

-
Designation
7 cvl. 7 cvl.
Camshaft, aft Stvreaksel bagerst
8 cvl. 8 cvl.
Camshaft, aft Stvreaksel bagest

INTERMEDIATE WIIEEL PLATE 31202-05
1NTERMEDlATE WHEEL PLATE 31202-05
Screw Skrue
Axle j o u r n a l Aksel t a p
Bush For ing
Screw Skrue
Gear wheel Tandhjul
Nut Metrik
Split pin Split
Gear wheel Tandhjul
Cover Dzksel
Nut Metrik
Split pin Split
-

-
P i n gauge f o r check o f
canlshaf 1 adjustment
P i n gauge f o r p o s i t i o n i n g of
c y l . No. 1 i n top dead c e n t r e
Pin gauge Sparmd 1

Pin gauge Sparmd 1
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

\

Automatics and Instruments X
+
Starting System

Fuel Oil System
Driven Machinery
Tools
.-
&I-:
$'.
,. Engine Data
Operation of Engine
Trouble Tracing


r
b
C
Fuel lnjection Pump
Fuel lnjection
-

I
Z Control alid Safety Systems
ip Automatics and Instruments
Starting System

Fuel Oil System
Driven Machinery
Tools
*
-
CONTROL AN0 SAFETY SYSTEM, AUTOMATICS AND INSTRUMENTS 313.01
P l a t e 31301
The engine i s equipped w i t h a h y d r a u l i c governor o f Woodward make. Regarding

design, o p e r a t i o n , and adjustment o f t h e governor, reference i s made t o t h e
Woodward i n s t r u c t i o n book supplied.
The governor d r i v e i s l o c a t e d a t t h e flywheel end o f t h e engine and c o n s i s t s

o f a c y l i n d e r i c a l gear wheel 1586, d r i v e n b y a gear wheel on t h e camshaft, and
a s e t o f bevel gears 1308 and 2476.
The purpose o f t h e governor i s t o r e g u l a t e t h e r a t e o f d e l i v e r y from t h e f u e l

pumps, so t h a t the engine speed i s k e p t w i t h i n c e r t a i n l i m i t s , independing on
the load.
The o u t p u t o f t h e governor i s t r a n s m i t t e d through l e v e r s and p u l l rods t o a

l o n g i t u d i n a l r e g u l a t i n g s h a f t . For each f u e l pump t h e r e g u l a t i n g s h a f t i s f i t -
t e d w i t h a two-piece arm, whose arm attachment 6581 and s p r i n g arm 4701 a r e
k e p t t o g e t h e r by a s p r i n g 4890. T h i s makes i t p o s s i b l e f o r t h e governor t o r e -
g u l a t e t h e f u e l d e l i v e r y of t h e pumps even if a pump p l u n g e r has seized. From
t h e s p r i n g arm t h e movement i s t r a n s m i t t e d through a l i n k a g e 2832 t o t h e f u e l
pump rack.
On the r e g u l a t i n g s h a f t i s a l s o f i t t e d a s t o p arm 3366 operated b y a s t o p cy-

l i n d e r which i s a c t u a t e d when t h e overspeed t r i p o f t h e engine i s released
( t h e overspeed t r i p w i l l be d e s c r i b e d l a t e r ) . The p i s t o n i n the s t o p c y l i n d e r
w i l l a c t u a t e t h e s t o p arm 3366 t h e r e b y t u r n i n g t h e r e g u l a t i n g s h a f t and movinq
the f u e l pumps t o STOP p o s i t i o n . thus s t o p p i n g t h e engine (see p l a t e 31300).
The Woodward governor w i l l a t t e m p t t o keep t h e r e g u l a t i n g s h a f t i n RUNNING po-
s i t i o n , b u t between t h e governor and t h e r e g u l a t i n g s h a f t t h e r e i s a s p r i n g -
loaded p u l l r o d 6769 which can be compressed, thus a l l o w i n g t h e r e g u l a t i n g
s h a f t t o be moved t o STOP p o s i t i o n .
I f the c y l i n d e r i s t o be p u t o u t o f o p e r a t i o n , f o r i n s t a n c e i n order t o mea-

sure t h e compression pressure, t h e s p r i n g arm, and thus t h e r a c k o f the f u e l
pump concerned i s pressed t o n o - f u e l p o s i t i o n .
Overspeed t r i p
P l a t e 31305
The engine i s equipped w i t h a s t o p p i n g d e v i c e which s t a r t s t o operate i f the
. maximum p e r m i s s i b l e r e v o l u t i o n number i s exceeded. T h i s d e v i c e i s f i t t e d t o

t h e end cover o f t h e l u b r i c a t i n g o i l pump and i s d r i v e n from t h e pump through
a r e s i l i e n t coupling.
On the engine i s f i t t e d a p n e u m a t i c a l l y c o n t r o l l e d s t o p c y l i n d e r 5211.
- E d i t i o n 11H
TUNCTION. TEST AN0 ADJUSTMENT OF OVERSPEED TRIP
Page 1 ( 2 )
Ihc system f u n c t i o n s as f o l l o w s :
L o ~ ~ ~ p r e s saeidr (4.5-7.5 b a r ) i s a d m i t t e d t o t h e overspeed t r i p a t F t o t h e

Enots v a l v e 5122 which i s k e p t closed, t h e v a l v e b a l l b e i n g pressed a g a i n s t
11s s c a t by the a i r pressure and by t h e b u i l t - i n s p r i n g .
I f the p r e - s e t t r i p p i n g speed i s exceeded, t h e s p r i n g - l o a d e d f l y w e i g h t 1106

w ~ l swing
l outwards and press down t h e arm 0583. The arm i s l o c k e d i n i t s b o t -
I
tom p o s i t i o n by t h e l o c k p i n 3897, which i s pressed i n by t h e s p r i n g 3986. A t
t h e same time t h e arm 0583 presses down t h e s p i n d l e 4787, and t h e Enots v a l v e
opens.
The compressed a i r passes t h r o u g h t h e c o n n e c t i o n K t o t h e s t o p c y l i n d e r 5211,

i n which t h e p i s t o n i s pressed f o r w a r d and, through t h e arm 31301/3366, t u r n s
> the f u e l pump r e g u l a t i n g s h a f t t o STOP p o s i t i o n . Thereby t h e engine stops, t h e
spring-loaded p u l l r o d c o n n e c t i o n 31301/6769 t o t h e governor b e i n g compressed.
Ihe engine can be stopped m a n u a l l y b y p r e s s i n g down t h e b u t t o n 2185.

b '
l o make t h e engine ready f o r s t a r t i n g a f t e r t h e overspeed t r i p has been r e -
leased, p u l l o u t t h e knob 4143 (4232) whereby t h e arm 0583 i s r e l e a s e d and
pressed upwards by t h e s p r i n g 4876. The Enots v a l v e c l o s e s , t h e s t o p c y l i n d e r
i s vented through a bore i n t h e v a l v e , and t h e s p r i n g w i l l press t h e p i s t o n
back and thereby r e l e a s e t h e f u e l pump r e g u l a t i n g s h a f t .
.- F u n c t i o n a l , Test and Adjustment o f Overspeed T r i p
... s 1. The engine i s r u n up manually, and a t no load, w h i l e an eye i s k e p t on t h e

tachometer. On r e a c h i n g t h e r e v o l u t i o n number i n d i c a t e d on t h e Data sheet,
the overspeed t r i p p i n g d e v i c e s h a l l f u n c t i o n , t h u s a c t u a t i n g t h e s t o p cy-
l i n d e r s . The f u e l pump c o n t r o l r o d s a r e now moved t o zero index, and t h e
engine stops.
Should t h e overspeed d e v i c e t r i p a t a r e v o l u t i o n number which i s d i f f e r e n t

from t h a t s t a t e d i n Data, t h e overspeed d e v i c e must be a d j u s t e d :
Remove b o t h covers on t h e housing o f t h e overspeed t r i p p i n g device.
Turn t h e engine u n t i l t h e a d j u s t i n g screw i s o p p o s i t e t h e opening on t h e
s i d e o f t h e housing. Now loosen t h e l o c k screw and t u r n t h e a d j u s t i n g
screw, u s i n g t h e t u b u l a r p i n spanner s u p p l i e d . Turn t h e a d j u s t i n g screw
outwards ( s l a c k e n f l y w e i g h t s p r i n g ) t o reduce t h e r e v o l u t i o n number. Be
c a r e f u l n o t t o screw t h e a d j u s t i n g screw so f a r o u t t h a t i t may touch t h e
r e l e a s e arm. T i g h t e n t h e l o c k screw and t e s t t h e overspeed d e v i c e again.
R e f i t t h e covers when t h e overspeed d e v i c e f u n c t i o n s a t t h e c o r r e c t revo-
lgution number.
7. The overspeed d e v i c e can be t e s t e d manually by depressinq t h e b u t t o n on

t o p o f t h e housing. T h i s w i l l a c t u a t e t h e f l y w e i g h t and t h e arm f o r r e l e a -
se o f t h e a i r v a l v e f o r t h e s t o p c y l i n d e r s , and t h e engine should thus
stop.
FUNCTION, TEST AND ADJUSTMENT OF OVERSPEED TRIP E d i t i o n 1lH

Page 2 ( 2 )
( T h i s t e s t i s a l s o t o be c a r r i e d o u t w i t h o u t l o a d ) .
I t i s reconmended now and then, w h i l e t h e engine i s a t a s t a n d s t i l l , t o
move t h e f l y w e i g h t b y means o f t h e push b u t t o n t o ensure t h a t t h e f l y -
weight can always move w i t h s u f f i c i e n t ease.
Button
f o r t e s t and emergency s t o p
. 509.10
M P ~
P W I(()
Lambda Controller E d i h 02H
If the system is activated morethan 10 seconds, the

solenoid valve will be shut off and there will be a
The purposewith the lambda controller is to prevent remote signal for "system failure".
injection of more fuel in the combustion chamber
than can be bumed during a momentary kad in-
crease. This is caniedout by controlling the relation Fuel oil limiting during start procedure
between the fuel index and the charge air pressure.
During the start procedure the lambda controller is
used as an index limiter.
Advantages
Hereby heavy smoke formation is prevented during
The lambdacontroller hasthe followingadvantages: start procedure and further the regulating device
- Reductionof visible smoke in case of sudden
cannot wer-react.
momentaty bad increases. The jet system is blockedduring the starting proc8-
dure until the engine has reached 710 RPM.
- Improved bad ability
- Lessfwlingoftheengine'sexhaustgasways.
- Limitationof fuel oil index during starting
procedure.
Principles for functioning
Figure 1 illustrates the controller's operation mode.

Incaseof a momentaryload increase, the regulating
devicewill increasetheindex on the injectionpumps
and herebytheregulatora n (1) istumed,the switch
(2) will touch the piston a n (3) and be pushed
downwards, whereby the electrical circuit will be
closed. -
Thus the solenoidvalve (4) opens. The jet system is
activated. theturbochargeracceleratesandincreasas
thecharge air pressure, thereby pressing the piston
(3)backwards in the lambda cylinder (5). When the
lambda ratio issatistactory,the jet system will bed*
activated.
At a 50°/0 badchangethesystemwillbe activatedfor

about 3-8 seconds.
Edition OlH
DESCRIPTION
Page 1 (2)
Instrument panel
On t h e engine i s mounted an i n s t r u m e n t panel i n c o r p o r a t i n g :
Pressure gauge f o r - LT w a t e r - i n l e t t o a i r cooler

- HT f r e s h water - i n l e t t o engine
- Lubricating o i l - inlet to f i l t e r
- Charging a i r - o u t l e t from c o o l e r
(*) - Nozzle c o o l i n g o i l - i n l e t t o f u e l valves
Pressure gauge f o r - Fuel o i l - i n l e t t o engine

- Lubricating o i l - i n l e t t o turbocharger
Furthermore t h e engine i s equipped w i t h a j e t a s s i s t panel c o n s i s t i n g of;
Tachometers f o r - Engine/Turbocharger RPM

Switch f o r - Engine/Turbocharger RPM
Thermometers
Thermometers f o r l o c a l r e a d i n g :
- LT w a t e r - i n l e t a i r cooler
- LT water - outlet from a i r c o o l e r
- LT w a t e r - o u t l e t from l u b r i c a t i n g a i r cooler
- HT f r e s h w a t e r - i n l e t toengine
- HT f r e s h w a t e r - o u t l e t each c y l i n d e r
- Lubricating o i l - i n l e t t o cooler
- Lubricating o i l - o u t l e t from f i l t e r
- Charge a i r - i n l e t t o cooler
- Charge a i r - o u t l e t from c o o l e r
- Fuel o i l - i n l e t t o engine
- Fuel o i l - inlet to f i l t e r
( - Nozzle c o o l i n g o i l - o u t l e t from f u e l valves
- Exhaust g a s t - o u t l e t each c y l i n d e r
/
- Exhaust gas - o u t l e t turbocharger
( * ) I f nozzle c o o l i n g o i l a p p l i e d o n l y
E d i t i o n 0111
DESCRIPTION
Paw 2 ( 2 )
Pressostates
.
. and T h e r m s t a t e s
l h e engine i s s u p p l i e d w i t h a number o f a l a r m - and shut-down f u n c t i o n s . The

alarms s h a l l v i a t h e a l a r m panel worn a g a i n s t an abnormal w o r k i n g c o n d i t i o n ,
which can l e a d t o break down and t h e shut-down f u n c t i o n s s h a l l s t o p t h e en-
qlne b e f o r e a break down. 1.e. a shut-down i s "worse" than an alarm.because a
shut-down i s g i v e n if the engine c o u l d be severe damage by r u n n i n g on these
conditions.
As standard t h e engine i s equipped w i t h :
:hut-down switches f o r :
- t o o low l u b r i c a t i n g o i l p r e s s u r e - i n l e t engine
- too h i g h HT f r e s h water temperature - o u t l e t engine
- too h i g h engine speed ( l o w e r speed)
Alarm switches f o r :
- leaking fuel o i l
- too low l u b r i c a t i n g o i l p r e s s u r e - i n l e t engine
- too low p r e l u b r i c a t i n g o i l p r e s s u r e ( l e v e l a l a r m )
- too h i g h pressure drop across l u b r i c a t i n g o i l f i l t e r
- too h i g h HT f r e s h water temperature - outlet engine
- t o w h i g h engine speed (overspeed)
- too low starting air pressure - inlet engine
The a c t u a l number and type o f t h e alarm- and shut-down switches f o r the p l a n t

can be seen i n t h e l i s t "Engine Automatic p a r t l i s t " i n t h i s s e c t i o n .
Test o f switches:
Test o f the switches i s d e s c r i b e d i n t h e P a r t I 1 i n s t r u c t i o n book. The t e s t

ought t o be c a r r i e d o u t e v e r y 6 t h month t o secure t h a t the s a f e t y equipment
and t h e alarm panel i s working and t h a t a warning i s g i v e n under abnormal
working c o n d i t i o n s t o a v o i d a s e r i o u s b r e a k down/damage.
r
E d i t i o n 01H
ADJUSTMENT ARO TEST OF ON/OFF PRESSOSTATE Paae 1 ( 1 I
Adjustmen:
When t h e p r e s s o s t a t e c o v e r i s removed and t h e l o c k i n g screw ( 5 ) i s l o o s e n e d ,

t h e r a n g e can be s e t w i t h t h e s p i n d l e ( 1 ) w h i l e a t t h e same t i m e t h e s c a l e
( 2 ) i s b e i n g read.
I n p r e s s o s t a t e s h a v i n g an a d j u s t a b l e d i f f e r e n t i a l , t h e s p i n d l e ( 3 ) must be
used t o make t h e a d j u s t m e n t . The d i f f e r e n t i a l o b t a i n e d can be r e a d d i r e c t l y
on t h e s c a l e ( 4 )
S e t p o i n t s : See " O p e r a t i n g d a t a " .
-
Test
I t i s p o s s i b l e t o make a f u n c t i o n a l t e s t o f t h e
p r e s s u r e s w i t c h . T h i s i s t o be c a r r i e d o u t a c -
c o r d i n g t o t h e f o l l o w i n g procedure:
1 ) Shut o f f system p r e s s u r e w i t h t h e v a l v e ( 8 ) .
2 ) O i s m a n t l t h e screw ( 7 ) . 1 %n.y . ~ , n ~ l c
-
2 Qnps scale
3 ancrmtml sclnm.
3 j Mount t h e t e s t i n g a p p a r a t u s on t h e t r i a l 4 Otncrent~at.21c
5 Lpc*mg
f l a n g e (63.
Alarm f o r f a l l i n g p r e s s u r e
Pump u p t h e p r e s s u r e u n t i l t h e s w i t c h has chang-

ed. The p r e s s u r e w i l l s l o w l y be r e l i e v e d , and i t
must be checked t h a t t h e s w i t c h change back t o
t h e p r e s s u r e , s t a t e d as a l a r m p o i n t i n t h e l i s t
"Operating data".
Alarm f o r r i s i n g p r e s s u r e
Pump up t h e p r e s s u r e u n t i l t h e s w i t c h changes,
and check t h a t i t happens a t t h e s t a t e d a l a r m
.
point.
4,) Mount t h e screw ( 7 ) and open t h e v a l v e ( 8 )

a f t e r a f i n a l check and a d j u s t m e n t .
,-
E d i t i o n 01H
ADJUSTMENT AN0 TEST OF ON/OFF THERMOSTATE Page 1 ( I )
Adjustment
When t h e thermostate cover i s removed, and t h e l o c k i n g screw (5; i s loosened.

the range can be s e t w i t h t h e s p i n d l e ( I ) w h i l e a t t h e same time the s c a l e (2;
i s b e i n g read.
Thermostates having an a d j u s t a b l e d i f f e r e n t i a l , t h e s p i n d l e ( 3 ) can be ~ s e d

w h i l e t h e s c a l e ( 4 ) i s being read.
-
Test
The f u n c t i o n a l t e s t o f t h e thermostate i s t o
be c a r r i e d o u t according t o t h e f o l l o w i n g p r o - I
cedure: I
1 ) Take o u t the sensor o f the pocket.
2 ) Test t h e thermostate by d i v i n g t h e sensor

i n t h e water bath, which i s c o n t r o l l e d b y
the temperature, o r a s p e c i a l t e s t i n g ap-
paratus.
Alarm f o r fa1 1 i n g temperature
Rise t h e temperature u n t i l t h e s w i t c h has

changed. Then t h e temperature must s l o w l y be
reduced, and check t h a t the s w i t c h changes
back by t h e temperature, a s s t a t e d i n t h e l i s t
"Operating data".
Alarm f o r r i s i n g temperature
Rise t h e temperature u n t i l the s w i t c h changes

and check t h a t i t happens by the s t a t e d a l a r m
point.
3 ) A d j u s t if necessary.
\ 4 ) The sensor i s mounted again.
E d i t i o n 01H
LEVEL SWITCH LAL 25
Page 1 (1)
The l e v e l switch LAL 25, which i s mounted on the main l u b r i c a t i n g o i l pipe of

the engine gives alarm f o r missing p r e l u b r i c a t i n g o i l .
Function
oy s t a r t i n g of the p r e l u b r i c a t i n g o i l pump the main lub. o i l pump w i l l be fil-

l e d w i t h l u b r i c a t i n g o i l , which means t h a t the l e v e l switch i s l i f t e d and the
alarm i s disconnected.
When the p r e l u b r i c a t i n g i s interrupted, the lub. o i l w i l l run out o f the sy-

stem through the bearings, which means t h a t the l e v e l switch i s lowered and
the alarm s t a r t s .
Vent pipe
ad- Level switch
Main l u b r i c a t i n g o i l pipe
The t e s t i s c a r r i e d out when the engine i s stopped.
. 1 ) S t a r t the p r e l u b r i c a t i n g o i l pump, and l e t the pump run f o r about 5 min.
2 ) Stop the lub. o i l pump. The alarm must be released a f t e r 0 - 5 min depend-
ing o f the o i l v i s c o s i t y .
E d i t i o n 01H
ADJUSTMENT ACD TEST OF ANALOGOUS TRAMSYITTER
Paqe I ( 1 )
The pressure t r a n s m i t t e r r i g i s t e r s the a c t u a l pressure and makes i t change t o

an e l e c t r i c a l s i g n a l . which corresponds t h e pressure.
Adjustment
The pressure t r a n s m i t t e r s h a l l n o t be a d j u s t e d , b u t t h e alarm l i m i t must be

s e t on t h e alarm p l a n t . K i n d l y see t h e i n s t r u c t i o n book f o r the alarm p l a n t
-
Test
I t i s p o s s i b l e t o make a f u n c t i o n a l t e s t o f
t h e pressure t r a n s m i t t e r s . T h i s i s c a r r i e d o u t
a c c o r d i n g t o the f o l l o w i n g procedure:
1 ) S h u t - o f f the system pressure w i t h t h e v a l -

ve ( 3 ) .
2 ) Oismantl the screw ( 2 ) .
3 ) Mount the t e s t i n g apparatus on t h e t r i a l

f l a n g e ( 1 ) and pump on a p r e s s u r e w i t h i n
t h e working area o f the t r a n s m i t t e r . I f t h e
a l a r m o l a n t has an i n s t r u m e n t u n i t . t h e
p r e s s u i e can be read on t h i s . I f t h e r e i s
no instrumental u n i t , the t e s t can. be c a r -
r i e d o u t by watching i f t h e a l a r m p l a n t
g i v e s any alarm, when the a l a r m l i m i t .
which i s s t a t e d i n the l i s t "Operating d a t a "
i s exceeded.(If the alarm p l a n t i s a d j u s t e d ) .
4 ) The screw ( 2 ) i s mounted. and t h e v a l v e ( 3 )

i s opened a f t e r the t e s t i s f i n i s h e d .
-
ADJUSTMENT AN0 TEST OF ANALOGOUS TEMPERATURE E d i t i o n 01H

TRANSMITTER (PT 100 SENSOR) Page 1 (1)
The PT 100 sensor c o n s i s t o f a r e s i s t a n c e w i r e , w h i c h changes r e s i s t a n c e de-

pending on t h e temperature.
Look and design v a r i f y depending on t h e p l a c e o f measurement and manufacture.
Adjustment
The PT 100 sensor cannot be a d j u s t e d , b u t t h e a l a r m l i m i t must be s e t on the

alarm p l a n t .
r
Set p o i n t s : See "Operating data".
-
Test
The f u n c t i o n a l t r i a l of t h e PT 100 sensor can be c a r r i e d o u t according t o t h e

f o l l o w i n g procedure:
1 ) Take o u t t h e sensor o f t h e pocket.
2 ) T e s t t h e t e r m s t a t e by d i v i n g t h e sensor i n t h e w a t e r bath, which i s con-

t r o l l e d by t h e temperature o r a s p e c i a l t e s t i n g apparatus. I f t h e a l a r m
p l a n t has an i n s t r u m e n t u n i t , t h e temperature can be read on t h i s . I f t h e r e
i s no instrument u n i t , t h e t e s t can be c a r r i e d o u t b y watching i f t h e alarm
p l a n t g i v e s any alarm, when t h e a l a r m l i m i t , which i s s t a t e d i n t h e l i s t
"Operating data" i s exceeded. ( I f t h e a l a r m p l a n t i s a d j u s t e d ) .
3 ) The sensor i s mounted again.
PT 100 SENSORS
Workin0 Card
I Lambda Controller
Safety precautions: Speclal tools:
Stoppedengine Plate no Item no Note

Shut off starting air
Shut off cooling water
Shut off fuel oil
Shut off cooling oil
Hand tools:
Adjustment of lambda controller. Allen key.
Startlng position:
Relatedprocedure:
Manpower: Replacement and wearing parts:
Working time : 1 hour Plate no Item no * I

Capacity 1 man

Data for torque moment (Page500.40)
95.29 - ESOS
L_
509-10.00 Wofking Card
~di(ionWH
Lambda Controller pese 2 (2)
Lambda Controller
Normally the lambda controller does not need ad-

justment. The only time adjustment is needed, is
when the controller or the governor has been dis-
mantled. The adjustment is to be carried out in
standstill position.
1. Checkthatthefreespacebetween thepick-up
andthe bandsteelonthe regulatingarm is min 1mm.
seefig 1.
Fig 1.
2. Set the index of the fuel pumps according to

the Shop Test protocol by means of the governor
lever. see plate 31301-10H, item 0418.
Note: Setthe "load limit"controlknobat mar inorder
.
to protect the governor.
3. Fit the adjustment screw (3), fig 3, until the 4. Fasten the adjustment screw.
piston has contact with the spring without com-
pressing the spring. 5. Adjustment finished.
85.29 - ESOS
SPEED CONTROL SYSTEM PLATE 31301-IOH
Item No. Designation Benzevnelse

... -
Governor Regulator
Screw Skrue
Lock washer Sikringsskivc
Lever Arm
Screw Skrue
Nut Mstrik
Split pin Split
Screw Skrue
Housing Hus
Nut Mstrik
Split pin Spl it
Axle journal Aksel tap
Gear wheel Tandhjul
Bush Besning
Gear wheel Tandhjul
Key Feder
Wear ring Sl idring
Lock screw Sikringsskrue
Spacer ring Afstandsring
Synchronizing motor Synkroniseringsmotor
Shut-down Shu t-down
Disc Skive
Ball bearing Kugleleje
Gear wheel Tandhjul
Key Feder
Nut Motrik
Split pin Spl it
Linkage Lankeled
Split pin Spl it
Pin Ta P
Guide pin Styrestift
Screw Skrue
3366 Stop arm Stoparm

3544 Screw Skrue
3722 P u l l r o d head Trzkstangshoved
381 1 Split pin Spl i t
3900 P u l l r o d end Treks tangsende
4078 P l u g screw Propskrue
4167 Gasket Pakning
4256 Nut Mstrik
4345 Stud Ta P
4523 Stud Ta P
4612 Pin Ta P
4701 S p r i n g arm Fjederarm
4890 Spring Fjeder
4989 Bush Besning
5057 Bearing Leje
5146 S p r i n g housing Fjederhus
5235 Pin Stift
5324 Screw Skrue
5413 Spring Fjeder
569 1 Pin Stift
5879 Pull rod Trzkstang
5968 Nut Metrik
. 6125
6214
P u l l r o d head
Nut
Trekstangshoved
Metrik
6303 Split pin Split
6942 Pin Stift
Designation
Arm 1 doc r
Arl~~h
Screw Skruc
R e s i l i e n t p u l l rod, Fjcdrcnde t r + s tang,
complete koniplet
Screw Skt-uc
Lever Arli~
Screw Skrue
Screw Skrue
Bearing Leje
Bush Besn i ng
Shaft Aksel
Washer Skive
Stop r i n g S t o p r i ng
Screw Skrue
Screw Skrue
Screw Skrue
Washer Skive
Nut MBtri k
Bracket Konsol
JJ-9
-
OVERSPEED T R I P PLATE 3 1 3 0 5 - 1 1 H
OVERSPEED TRIP PLATE 31305-1lH
kern No. Designalion Benamnelse
Cover Dzksel
Screw Skrue
Washer Skive
Pin Tap
Levcr Arm
Flyweight Svingvaqt
Nut Metrik
Gasket Pakning
R e s i l i e n t coupling Fjedrende kobl ing
Spindle Spi ndel
Washer Skive
Screw Skrue
Socket Muffe
Button Knap
Spring Fjeder
Screw Skrue
Cover Deksel
Pin Stift
Lever Arm
Cup p o i n t screw Kra t e r s k r u e
F l y w e i g h t housing Hus f o r s v i n g v e g t
A d j u s t i n g screw Instillingsskrue
Governor s p r i n g Regulatorfjeder
Key Feder
Housing Hus
Spindle Spindel
Spring Fjeder
cont.
-
OVERSPEED T R I P PLATE 31305-11H
Micro switch Micro-afbryder

Screw Skrue
Button Knap
Stop screw Stops krue
Spindle Spindel
Spring Fjeder
Spindle Spindel
Spring Fjeder
Valve attachment Ventilholder
Screw Skrue
Valve Venti 1
Stop cylinder Stopcylinder
STOP CYLINDER PLATE 31306-1lH
CONTROL A I R
PLATE 31305/5211
~~
4-T
l-zq
PLATE 31301/3366
Designation
Lock washer S i kringsskive

Nut Mstrik
Lock n u t Kontra m s t r i k
T h r u s t shoe Tryksko
-
Plile 31307-13H
page 1 (2) Prelubricating Oil Alarm (LAL 25)
General
-
31307-13~ Prelubricating Oil Alarm (LAL 25) P.,~,. 2 (7)
PI.,^,.
I
General
Derignalion Banaevnelre Deslansllon Bensvnelse
Square flange
Hexagon w t
Pipe for level alarm
Level switch
When ordering apare pans, aea also page 600.50 Ved besDllmg at reservedele, sc ogsd side 600 50
= Only availabk as par1 of a spare par& kit = Kun I~lgangeitgsom en del at el reservedelssat
QlyJE = QlyJEngine AnlaliE = AnQIIMolor
Pla*,
pa^ 1 (2) Thermometer 31308-01H
(Please see "Piping diagram on final drawings")
-
Item
Fig. Code No.
01
02
03
-
04
-
05
10
3 1308-0 1H Thermometer Plalr?
Pagr?2 (2)
i
Fig. Code
Pocket
Pocket
pla~ Pressostate, Thermostate
PP 1~ Difference Pressostate and Pressure Transmitter
(Please see "Sensor List on final drawings")
General
Fig. and Description Range
0-8 bar PSL 22

PAL 10
PAL 22
6-18 bar PAL 70

PAL 24
10-35 bat
1-10 bar PAL 40

Pressostate
TAL 10
TAH 12
TSH 12
TAH 20
TSH 22
0.2-2.5 bar DAH 21-22
DifferencePressostate
3 1308-02H Pressostate, Thermostate UaD
Difference Pressostate and Pressure Transmitter Pdgr 2 (2)
-
General
Fig.and Description Range
0 lobar
0-6bar
0-lobar
0~15bar
0-16 bar
0-40 bar
0-400 bar
Pressure Transmitter
Needle Valve with 318" pipe thread
Needle valve with 112" pipe thread
Needle Valve
Plam
Page I (21 Instrument Panel 31309-17H
I T c w l l n g r a t e r . i n l e t to alr cooler
H I cooling r a t e r . i n l e t engine
Lub. o i l . l n l e t to turbocharger
Charge a i r , outlet f r m c w l e r
PI M fuel o i l . inlet to engine
( * ) If nozzle cooling oil applied only

PhD
31309-17H Instrument Panel paw 2 (21
-
I23130
-
9250 ESOS
--
llem No. Designation Benaevnelse
Spanner f o r a d j s u t i n g Negle f o r i n d s t i l l i n g
the overspeed t r i p a f overspeed
!
mate
psg. 1 (2) Lambda Controller 50910-01 H
-
94.29 ESOS-V
Mate
50910-01H Lambda Controller page 2 (2)
Itam
-No.
compktr
94.29. ESOSV
- - -
-
-I"5
$--'
Engine Data
Operation of Engine

--
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
k -
' Engine Data I
Operation of Engine
1
Trouble Tracing


+
Turbocharger System
Fuel lnjection Pump
Fuel lnjection
-
L

,
-
Starting System

Fuel Oil System
Driven Machinery
:
Tools
,-
The engine i s s t a r t e d by means o f a b u i l t - o n a i r s t a r t e r motor.
S t a r t i n g systems i n c o r p o r a t i n g an a i r w t o r can be devided i n t o two systems.-

a power system and a c o n t r o l system.
The purpose o f t h e power system i s t o s u p p l y t h e a i r s t a r t e r m t o r w i t h clean,

oleaginous a i r a t 9 bar.
The purpose o f the c o n t r o l system i s t o c o n v e r t e l e c - t r i c a l s t a r t signals i n t o

a pneumatic a c t i v a t i n g o f t h e a i r s t a r t e r motor. Furthermore the c o n t r o l sy-
stem i s equipped w i t h a manual pneumatic emergency s t a r t e r valve, a c y l i n d e r
f o r f u e l o i l l i m i t a t i n g a t s t a r t , overspeed d e v i c e and a solenoid valve f o r ac-
t i v a t i n g o f the j e t a s s i s t system (see s e c t i o n 313).
The s t a r t i n g system b u i l t - o n t o the engine comprises. the f o l l o w i n g main com-

ponents (Fig. 1):
D i r t seperator
To a v o i d d i r t p a r t i c l e s and condensation w a t e r i n t h e a i r system, a d i r t sepe-

r a t o r equipped w i t h a d r a i n valve i s mounted i n t h e i n l e t l i n e , and thereby
earns t h e purpose t o a v o i d malfunctions due t o c l o g g i n g up, wear o r seizure o f
the components.
The i n t e r v a l s between c l e a n i n g and d r a i n i n g w i l l depend on the c o n d i t i o n o f

the a i r i n the main supply system, and has t h e r e f o r e t o be determined accor-
d i n g t o s e r v i c e experience gained w i t h t h e p a r t i c u l a r p l a n t .
On-off v a l v e
The o n - o f f valve i s a pneumatic 2/2 v a l v e w i t h s p r i n g r e t u r n .
. A i r s t a r t e r motor
The a i r s t a r t e r motor i s a Turbinerotor motor w i t h gear box, safety clutch and drive
shaft w i t h pinion.
During the s t a r t i n g sequence the d r i v e p i n i o n i s engaged t o a r i n g gear on the
f l y wheel.
STARTING AIR SYSTEM 314.02
DESCRIPTION E d i t i o n l8H
S t a r t valve
The s t a r t v a l v e i s a pneumatic 3/2 v a l v e equipped w i t h a s o l e n o i d f o r remote

control.
Emergency s t a r t v a l v e
The emergency S t a r t valve i s a pneumatic 3/2 v a l v e f o r manual operation.
This valve w i l l make i t p o s s i b l e t o s t a r t t h e motor i n case o f a power f a i l u r e .
Overspeed d e v i c e
The engine i s equipped w i t h a stopping d e v i c e which s t a r t s t o operate i f the

maximum p e r m i s s i b l e r e v o l u t i o n number i s exceeded. T h i s d e v i c e i s f i t t e d t o
the end cover o f the l u b r i c a t i n g o i l pump and i s d r i v e n from the pump through
a r e s i l i e n t c o u p l i n g (see s e c t i o n 313).
Stop c y l i n d e r
The engine i s f i t t e d w i t h d pneumatically c o n t r o l l e d s t o p c y l i n d e r which w i l l

stop the engine when t h e overspeed device i s a c t i v a t e d (see s e c t i o n 313).
Solenoid v a l v e
The solenoid v a l v e i s a pneumatic 2/2 v a l v e equipped w i t h a soleno'id f o r r e -

mote c o n t r o l . The s o l e n o i d i s a c t i v a t e d from t h e smoke l i m i t a t i o n ' system (see
section 313).
PNEUMATIC OPERAT ION (See Fig. 1 )
When the s t a r t v a l v e ( E ) i s opened by t h e remote c o n t r o l l e d solenoid, a i r w i l l

be supplied t o the d r i v e s h a f t housing o f t h e a i r s t a r t e r motor (C).
The a i r supply w i l l -
by a c t i v a t i n g a p i s t o n
gagement with the gear r i m on t h e engine f l y wheel.
-
b r i n g t h e d r i v e p i n i o n i n t o en-
Uhen the p i n i o n i s f u l l y engaged, t h e p i l o t a i r w i l l f l o w t o the o n - o f f v a l v e

(A). The o n - o f f v a l v e w i l l open f o r s t a r t i n g a i r from t h e main s t a r t i n g a i r
l i n e t o the a i r s t a r t e r motor and the a i r s t a r t e r motor w i l l s t a r t t o t u r n the
engine.
T
E d i t i o n 18H
Uhen the engine revolutions exceed approx. 140 RPM, a t which f i r i n g has taken
place - provided normal conditions - the s t a r t valve i s closed so as t o c u t - o f f
the supply a i r and t o vent the p i s t o n c y l i n d e r i n the d r i v e s h a f t housing o f
the a i r s t a r t e r motor and t o vent the p i l o t a i r from the on-off valve.
A r e t u r n s p r i n g i n the a i r s t a r t e r motor d r i v e s h a f t housing w i l l disengage

the p i n i o n from the engine f l y wheel gear r i m .
A r e t u r n spring w i l l close the o n - o f f valve r e s u l t i n g i n c u t - o f f o f main a i r

supply and the a i r s t a r t e r motor stops t o crank.
P
NOTE: During r u n n i n g - o f the engine, the a i r supply t o the engine nust not be
interrupted.
Emergency s t a r t
The emergency s t a r t valve i s

activated by means o f a screw-
d r i v e r o r s i m i l a r as i l l u s t r a t -
ed.
-- - -
i I A R T I N G A I R SYSTEM 314.04
-
PNEUMATIC OPERATING E d i t i o n 18H
Fig. 1
A On-off valve
Overspeed device
C Air starter motor Slop cylinder
D
. Air filter Solenoid valve
E Start valve Filter
F Emergency valve Drain valve

MAINTENANCE - ON-OFF VALVE

E d i t i o n O1H
Pase 1 (2)
WARNING: Do n o t attempt any maintenance on t h e o n - o f f v a l v e u n t i l t h e pres-

sure i n the a i r system has been b l e d o f f .
IMPORTANT: The o n - o f f valve should be p e r i o d i c a l l y l u b r i c a t e d as f o l l o w s :
1. Bleed o f f t h e a i r pressure. F a i l u r e t o do t h i s c o u l d r e s u l t i n personal

injury.
2. Disconnect t h e No. 4 Hose from the tank a t t h e c o n t r o l a i r supply p o r t

near the b o t t o m o f t h e valve o p p o s i t e t h e a i r i n l e t . I n some i n s t a l l a -
t i o n s , t h i s 1/4" N.P.T. w i l l be plugged. Remove t h e plug. S q u i r t about 1
ounce (30 c c ) o f 10 W o i l i n t o t h e v a l v e through t h e hose o r p l u g opening.
Reconnect t h e hose o r r e i n s t a l l t h e plug.
. Disassembly and Reassembly
1. Clamp t h e Relay Valve i n a v i s e w i t h t h e R e t a i n i n g Ring ( 9 ) end up.
2. C a r e f u l l y remove the Retaining Ring. The End Plug ( 3 ) should s p r i n g out.

I f i t does not, t a p t h e Valve Housing (I)l i g h t l y w i t h a s o f t hanmer un-
t i l i t does.
STARTING AIR SYSTEM
MAlNTENANCE - ON-OFF VALVE Edition O1H

Page 2 ( 2 )
3. Remove the End Plug. Spring and Piston Assembly.

I. Remove and discard all used O-rings, O-ring Retainer (5). Bumper (7) and
Spring (8).
5. Wash all other parts in a clean. nonflammable solvent.
6 . Using O-ring lubricant, lubricate and install the new Piston O-ring ( 4 )
and the new Upper Piston O-ring (6) o n the Piston ( 2 ) .
NOTE: The Upper Piston O-ring is slightly larger in diameter than the
End Plug O-ring ( 1 1 ) .
I. Turn the Piston over and insert the new Bumper.
8. Using O-ring lubricant, lubricate and install the new End Plug Seal
O-ring ( 1 0 ) and the new End Plug O-ring ( 1 1 ) on the End Plug ( 3 ) .
9. Lubricate the lower small bore o f the Valve Housing ( 1 ) with O-ring lub-
ricant.
10. Insert the Piston Assembly into the Valve Housing. Push on the Piston un-
til the Piston O-ring seats against the beleved face.
11. Install the new O-ring Retainer (5) with the large opening over the Piston
O-ring.
12. Place the new Piston Spring (8) on the Piston.
13. Place the End Plug Assembly on the Piston Spring.
14. Using a press to hold down the End Plug Assembly, install the End Plug
Retaining Ring ( 9 ) .
f
r
Wodung Card Overhaul, Test and Inspection of Turbine Starter 513-01 -30
Page 1 (9) EchbonOl H
Safety precautlons: Speclal tools:
Stopped engine Plate no Item no Note

IShutoff starting air
CI Shut-off cooling water 52006 261 20 - 120 Nm
Shutoff fuel oil
Shutoff cooling oil
Descrlptlon:
Disassembly, overhaul and assembly of the air

starter. Hand tools:
Allen key, 4 mm.
Allen key (long), 8 mm
Screwdriver.
Stanlng posltlon: Big screwdriver.
Chisel.
All connections to the air starter have been re- Retaining ring pliers.
moved, and air starter is removed. Plastic hammer.
Lubricating oil.
Copaslip or similar.
Sleeve.
Bearing puller.
Related procedure: Impact Wrench
Bearing pressing tool.
Manpower: Replacement and wearlng pans:
Working time : 4 hours Plate no Item no aY/

Capacity 1 man
See plate 51309.
~&a:

Data for torque moment (Page 500.40)
6 38 - ESOSG
- -
513-01.30 Working Cafd .
EdiiwnOlH
Overhaul, Test and Inspection of Turbine Starter Page 2 (9)
General lnformatlon
1) Always mark adjacent parts on the housing

exhaust cover (1),motor housing (8),intermediate
gear case (13),gear case (28)and drive housing
(40)so these members can be located in the same
relative position when the starter is reassembled.
Note: Do not disassemble the starter any further

than necessary to replace worn or damaged parts.
Never reuse old seals or O-rings.
Never wash the inertia drive in a solvent.
2) Do not remove any part which is a press fit in

oron a subassembly unless the removal of that part
is necessary for replacement or repairs.
3) Always have a complete set of seals and 0-

rings on hand before starting any overhaul of the Fig f
turbine starter.
4) When grasping a part in a vice, always use 5) Remove the deflector retaining screw ( 5 ) ,
copper-covered vice jaws to protect the surface of deflector retaining spring (4) and the splash deflec-
the part and help prevent distortion. This is particu-
larly true of threaded members.
,.
tor (3) from the housing exhaust cover (1).See fig
Houslng Exhaust Cover, Motor Assembly, and

Motor Houslng
1) If replacing the motor assembly (12),remove

both housing plugs (10)and drain the oil from the
gearingbefote beginning disassemblyof the starter.
Inspect the magnetic housing plugs (10)for metal
Darticles. Vew fine metal oarticles are normal. Re-
move particles and reinstail plugs. Large particles or
chips are an indication of a problem. Disassemble
gear case (28)and inspect
2) Using a screw driver, unscrew the exhaust

cover (67)from the housing exhaust cover (1).
Fig 2.
3) Using an 8 mm hex-head wrench, unscrew
.
and remove the starter assembly cap screws (6)
and washers (7).See fig 1. 6) Tap the motor housing w l h a plastic hammer
Sr2
4) Pull the housing exhaust cover (1)from the

to dislodge it from the intermediate gear case (13).
6$
motor housing (8).To dislodge the housing exhaust 7) Grasp the rear of the motor assembly (12)and 8
cover, rotate it until the ears clear the motor hous- pull it from the rear of the motor housing (8).
ing. Using a plastic hammer, tap the ears akernately If the motor assembly (12)is d i i c u l to remove.
until the housing cover can be removed from the lightly push the motor pinion which is on the front of
motor housing. the motor assembly toward the exhaust side of the
motor housing in order to free the motor assembly.
7
wofkhg Card
Page 3 (9) EdhnOlH
gear case (13), See fig 3

8) Tap the intermediate gear case (13) with a
plastic hammer to dislodge it from the gear case 13) Remove the plangt gearframeassembly from
(28). the intermediate gear case. Using a sleeve that
contacts the outer race of the front gear frame
9) Positionthe intermediategear case (13) on a bearing (17). press the planet gear frame shaft seal
bench in a copperfacedvice sothat the intermediate (16) and the front gear frame bearing (17) fmm the
pinion (26) is secured inthe jaws of the vise. Tighten front end andout of the rearof the intermediategear
the vice only enough10 hold the intermediatepinion case.
securely.
14) Remove the reargearframebearing(24)from
10) Loosenthe intermediatepinion retaining screw the planet gear frame (la), using a bearing puller
P
(27) 1-112 turns only. Do not remove. and remove the gear shaft retaining washer (23),
see fig 4.
Wamlng: If the intermediate gear case is not sup- Remove the planet gear shafts (22), planet gears
ported on a bench and if the intermediate pinion (19), planet gear bearings (20) and bearing spacers
retaining screw is completely removed. the interme- (21).
diate gear case and compoments could fall causing
injury. 15) Remove the front bearingspacer ( X ) , using a
I
bearing puller and the gear shaft retaining washer
11) Tap the intermediate pinion lightly to back the (23) from the front of the planet gear frame by
planet gear frame assembly out of the intermediate
gear case.
12) Removetheintermediategearcaseassembly
from the vice and remove the intermediate pinion
(26). Remove the rear gear case O-ring (14) and
front gear case O-ring (15) from the intermediate
Fig 4.
pressing on the front of the planet gear frame shaft.

Remove the gear shaft retaining washer only if the
washer or front bearing spacer is damaged.
Drlve Houslng
Fig 3.
1) Grasp the drive pinion (63) in a copper-faced
r
1 51301-30
Edinon 01H
1 Overhaul, Test and Inspection of Turbine Starter I Wodung Card
pa9-~4(9) 1
vice with the starter supported on the workbench. Note: Do not remove the front drive shaft bearing
(42) or the driie housing.se,al (43) unless replace-
2) Remove the drive pinion retaining screw (61) ment is necessary and new parts are available. The
which has a right-hand thread. bearing and/or the seal will always be damaged
when removed from the drive housing.
3) Remove the starter from the vice
15) Remove the piston ring (55) from the piston
4) Remove the drive pinion washer (62) and the (54).
drive pinion (63).
16) Press the clutch spring cup (50) down and
5) Slide the pinion spring sleeve (64) and the remove the clutch spring cup retainer (49).
pinion spring (65) off the drive shaft (57).
17) Remove the clutch spring cup and clutch
6) Unscrew the drive gear screw (34). Using an spring (51).
impact wrench with a 5116"(8 mm) x 8" (203 mm) log
hex inserted into the end of the drive shaft. 18) Remove the two clutch jaws (52)
7) Unscrew and remove the drive housing cap 19) Remove the front drive gear bearing (30),
screws (38) and lock washers (39). drive gear cup (36), drive gear lock washer (35).
drive gear screw ring (37) and drive gear screw (34).
8) Tap the drive housing (40) with a plastic
hammer to help dislodge it from the gear case (28). 20) Remove the large drive shaft bearing retainer
(53) using a screwdriver.
Warning: Failure to follow this procedure could
resun in injury to personnel. 21) Press the rear drive shaft bearing and drive
shaft (57) out of the piston. If the rear drive shaft
9) Place the drive housing (40) in an arborpress, bearing needs to be replaced, proceed as follows:
piston end up. Apply a load to the piston (54) using
the arbor press to compress the piston return spring a. Cut and remove the small drive shaft bear-
(59) before removing the bulkhead retainer (45). Do ing retained in the drive shaft, using a small
not use compressed air to load the piston. chisel.
b. Press the rear drive shaft bearing (58) oft
10) Remove the bulkhead retainer (45). Using a the drive shaft.
screwdriver-and the arbor press.
22) Place the gear case (28) on a workbench
Caution:Make surethetensionofthe spring pushes
the bulkhead out of the drive housing before remov- 23) Remove the drive gear bearing retainer (32).
ing the drive housing from the arbor press. using retaining ring pliers and working through the
access holes in the gear web. See fig 5.
11) Remove the bulkhead (46) from the piston
(54). 24) Pull the drive gear (29) out of the gear case.
w
7
12) Remove the outer bulkhead ring (47) and the Note: DOnot disassemble the drive gear and c~utch
inner bulkhead ring (48). parts of the turbine powered starters. If the drive
shaft is defective, install a new or factory-rebuiH
8
-."7
d
I
13) Slide the drive shaft (57) from the drive hous- unit.
ing (40).
25) Remove the drive gear shaft bearing retainer
$
*
14) Pull the piston return spring (59) off the drive (33), using retaining ring pliers.
shaft.
26) Remove the rear drive gear bearing (31) from
the drive gear.
r
WoMng Card
Page 5 (9) H
Ed~donOl
5) Install the drive gear bearing retainer, using

retaining ring pliers and working through the access
holes in the gear web..
6) Lubricate the drive gear with approximately

240 rnl of lngersoll-Rand No. 28 lubricant.
7) Press the rear drive shaft bearing (58) onto

the drive shaft.
8) Slide the small bearing retainer. convex side

first, onto the drive shaft. Press it into position in
accordance with the instructions packaged with the
new retainer.
9) Assemble the drive gear Schrew (34), drive

Fig 5. gear lock washer (35), drive gear cup (36) and drive
gear screw O-ring (37).
I
Assembly of the Starter 10) Grasp the drive shaft (57) in a vice, external
splined end down. Place assembled drive shaft
1) Always press on the inner ring of a ball bearing screw Unit into the drive shaft, screwhead down.
when installing the bearing on a shaft. Lubricate the inside diameter of the drive shaft with
Ingersoll-Rand No. 28 lubricant.
2) Always press on the outer ringof a ball bearing
when pressing the bearing in a bearing recess. 11) Slide the drive gear bearing (30) into the drive
shaft.
3) Whenever grasping a part in a vice, always
use leather-covered, copper-covered vice jaws to 12) Lubricatewithlngersoll-RandNo. 28 lubricant
protect the sulface of the part and help prevent and install the driving clutch jaw teeth facing up and
distortion. This is particularlytrue of threaded mern- driven clutch jaw teeth facing down into the drive
r bers. shan.
4) Always clean every part, and wipe every part 13) Insert the clutch spring (51) into the drive
with a thin film of oil before installation. shaft.
14) Insert the clutch spring cup (50) into the drive
Gear Case shaft.
1) Place the drive gear bearing retainer over the 15) Press the inserted parts into the drive shaft,
rear end of the drive gear. and install the clutch spring cup retainer (49).
w
S 2) Pressthe reardrivegearbearing (31) onto the

4 rear end of the drive gear, using an arbor press.
n
2 3) b e a t the rear drive gear bearing into the gear

g case by tapping the opposite end of the drive gear,
? using a plastic hammer.
T
4) Install the drive gear shaft bearing retainer
(33). using retaining ring pliers.
96.38- ESOSG
AHYUNDLU -a
513-01.30 Overhaul, Test and Inspection of Turbine Starter Wodcing Card
Page 6 (9)
EdionOlH
Note: IfR is necessary to replace the drive housing 25) With the drive housing in the arbor press,
(40) and drive components, make sure that the press down on the rear face of the piston.
piston seal has been removed from the rear of the
new piston (54).The piston seal must be removed10 Note: Feel the underside of the drive housing to
prevent pressure build-up which will cause move- make sure the drive shafl passes through the bear-
ment of the planet gear frame shaft seal (16). If this ing.
conditions occurs, the piston cannot retract and the
drive pinion (63) will remain in engagement with the 26) Install the bulkhead retainer (45), using a
flywheel, causing damage to the starter drive train screwdriver.
and/or starter motor. To remove the piston seal,
insert a screwdriver inside the lip of the seal and pry Warn1ng:Make sure the bulkhead retainer is prop-
it loose from the piston. erly seated in the motor housing groove before
easing oft the arbor press. Failure to do so will allow
16) Install the piston (54) onto the drive shaft until improperly retained parts to separate when re-
the rear drive shaft bearing seats into the piston. moved from the arbor press resulting in injury to
personnel.
17) Coil the large drive shaft bearing retainer (53)
into the groove of the piston to retain the outer race 27) Remove the drive housing from the ahor
of the drive shaft bearing, using a thin flat blade press.
screwdriver to assist in this operation.
28) Lubricate and install the drive housing O-ring
18) Lubricate the piston O-ring (55) and install it in (41) in the groove of the drive housing.
the groove of the piston.
29) Position the assembled gear case on a work-
19) Position the drive housing in an arbor press, bench. The assembled unit must be upright to
pinion-end down and install the drive housing seal accept the drive housing.
'
(43) into the drive housing. Using a pressing sleeve Carefully posilion the assembled drive housing (40)
of the proper size, press the seal into the drive onto the gear case so as not to damage the piston
housing so that the lip of the seal faces away from seal. Align the punch marks of the gear case and
the drive pinion. drive housing.
20) Press the bearing into the drive housing until 30) Installthe drive housing cap screw lockwash-
R seats, using a sleeve that contacts the outer race ers (39) and the drive housing cap screws (38) and
of the front drive shaft bearing (42). Drop the piston tighten to 28 Nm torque.
return spring seat (60) on top of front drive shaft
bearing. 31) Tighten the drive gear screw (34) 77.3 Nm
torque, using an impact wrench wRh a 8 mm x 203
21) Slide the piston return spring (59) onto the mm long hex inserted into the end of drive shafl.
drive shaft and snap it into the front of the piston so
that it isagainstthe largedrive shaft bearing retainer 32) Grease and slide the pinion spring (65) and
(53). the pinion spring sleeve (64) over the pinion end of
the drive shaft.
22) Lubricate and insert the assembled drive shaft
into the drive housing. 33) Grease the pinion end of the drive shaft and
install the drive pinion (63).
23) 'lubricate and install the outer bulkhead O-
ring (47) and the Inner bulkhead O-ring (48) on the 34) Grasp the drive pinion in a copper-covered
bulkhead (46). vice with the starter supported on a workbench.
24) Slide the bulkhead onto the piston. 35) Place the drive pinion washer (62) onto drive
pinion retaining screw (61).
Worlung Card
Page 7 (9) EdiMnOlH
Note: The thread on the drive pinion retainingscrew Note: Do not move or turn over the planet gear
is right-handthread. frame until step 6 and 7 have been completed.
Movement of the plape!gear frame assembly could
36) lnstall the drive pinion retaining screw into the dislodge assembled components, making it neces-
end of the drive shaft and tighten it to 108.5 Nm sary to repeat step 5.
torque.
6) lnstall the other planet gear shaft retaining
washeroverthe shaft at the rear of the planet gear.
lntermedlate Gear Case, Motor Houslng, Motor
Assembly and Houslng Exhaust Cover 7) Press the rear gear frame bearing (24) on the
shaft at the rear of the planet gearframe, using the
1) Press the front gear frame bearing (17) into proper size bearing inserting tool.
r
the rear of the intermediategear case (13), using a
bearing pressing tool of the proper size. 8) Slide the planet gear frame as~embly,cou-
pling end first, into the rear of the intermediate gear
2) Press the planet gear frame shaft seal (16) case (13), making sure that the planet gears mesh
into the rear of the intermediate gear case over the with the ring gear. Use care so as to not damage the
front gear frame bearing, using a sleeve which seal.
contacts the outer ring of the seal.
t 9) lnstall the intermediate pinion (26), making
Note: Make sure the flat side of the seal is installed sure that the notches at the rear of the pinion align
against the bearing. with the notches and tangs in the shaft of the planet
gear frame.
3) lnstall the rear gear case O-ring (14) in the
groove at the rear of the intermediated gear case 10) Clean the threads of the intermediate pinion
and the front gear case O-ring (15) in the groove at retaining screw (27) and apply 2-3 drops of
thetront of the intermediategearcase.Coat both O- Permabond HM 118 to the threads approximately 3
rings. mm from the end of the screw. lnstall screw and
tighten enough to hold assembly together.
4) lnstall onegearshaft retainingwasher (23)on
the front of the planet gear frame (18). Press the 11) For final tightening, position the intermediate
,- front bearing spacer (25) on the front shaft of the gear case so the intermediate pinion is secured in
planet gear frame to hold the gear shaft retaining the jaws of the copperfaced vice. Tighten the inter-
washer snugly in position. mediate pinion retaining screw to 122 Nm torque.
Note: Coat the front bearing spacer with gear Lube 12) Remove the intermediate gear case from the
before installingit. Becarefulnot to gouge or scratch vice and set it on a bench.
the front bearing spacer during installation as this
could result in leakage between the planet gear Note: The intermediate gear case will work in only
frame and gear case. one orientation.
5) Place planet gearframe on a bench, shaft side Align the punch marks on the intermediate gear
: down. Place the planet gear bearing (20) inside of case and gear case and tap the intermediate gear
. planet gear (19). Place bearing spacers (21) on top case with a plastic hammer until it seats in the rear
i and bottom of bearing and gear. Slide the compo- of the gear case. Make sure the intermediatepinion
nents into the slots in the side of the planet gear meshes with the drive gear.
frame. Align holes in spacers and bearing with holes
in planet gear frame and insert planet gear shaft Coat the O-rings on the motor assembly and the
(22), integral keyed end down, through the spacers inside of the cylinder before installing the motor
and bearing so that the larger portion of the keyed assembly.
C- end of the shaft contacts the planet gear shaft
retaining washer (23). Repeat the procedureforthe
two remaining planet gears and components.
96 38 - ESOS-G
513-01.30 Overhaul, Test and Inspection of Turbine Starter W O ~ Q cad
Page 8 (91
EdtionOlH
Fig 6. TurbineSfarisr.
13) Installthe motor assembly through the rear of 16) Coatthe exhaust cover seal (2) and install it in
the motor housing with the geared end of the rotor the groove on the housing exhaust cover.
toward the front.
17) Align the punchmarksonthe housing exhaust
Note: Turn the intermediatepinion so that the gear cover with the punch marks on the motor housing
on the rotor meshes with the planet gears. Make and tap the housing exhaust cover with a plastic
sure that the rear of the motor assembly is installed hammer until it seats.
flush with the rear of the cylinder.
18) Install the housing exhaust cover on the rear
14) Align the punch marks on the motor housing of the motor housingusingthe starter assembly cap
with the punchmarks on the intermediategear case screws (6) and cap screwwashers (7). Use an8 rnm
and tap the motor housing with a plastic hammer hex-headwrench to tighten each a little at a time to
until it seats on the rear of the intermediate gear a final torque of 61 to 68 Nm increments.
case. .-
N
19) Mount the exhaust cover (68)on the housing

15) Install the splash deflector (3), deflector re-
taining spring (4) and deflector retainingscrew (5) in
exhaust cover (1). $
C:
I
the rear of the housing exhaust cover. Note: Use Intersoll-RandSMB-441 pipe sealant on a
all plugs.
Note: Coat the threads of the deflector retaining
screw with lngersoll-RandSMB-441 sealant.
Working Card Overhaul, Test and Inspection of Turbine Starter 51 3-01.30
I ~age9(9) Edition01H
20) Install the bottom housing plug (10) and the Measure the dimension from the face of the drive
housing plug inlet boss (11). Put the starter on its shaft pinion (63) to the face of the mounting flange.
side with the side plug hole upward. Add 175 ml It should be 69.0 +290 mm).
automatic transmission fluid through the side plug
hole. Remove the pressure from the "IN" port. Measure
the distance form the face of the drive shaft pinion
Caution: Do not overfill. to the the face of the mounting flange. It should be
Install the side housing plug (10) and tighten all 45.0 +2.0 mm.
plugs to 6.8 to 13.6 Nm torque.
4) Motor Adlon: Secure starter in a vise and
apply 90 psig (6.2 bar1620 kPa) pressure using a 31
Test and lnspedlon Procedure 8" (9 mm) supply line to the inlet of the motor. starter
r should N n smoothly.
1) Clutch Ratchetlng: Turn the drive shaft pin-
ion (63) by hand in the direction of the starter 5) Motor Seals: Plug the exhaust and slowly
rotation. The clutch should rachet smoothly with a apply 20 psig (1.38 bar1138 kPa) pressure to the
slight clicking action. inlet of the motor. Immerse the starter for 30 sec-
onds ino non-flammable,bubble-producingliquid. If
2) Motor and Gearlng Freeness: Turn the drive the starter is properly sealed, no bobbles will a p
shaft pinion (63) oppositethe diretiin of the starter pear.
rotation. The drive shaft pinion should turn by hand.
6) Gear Case Seals: Plugtheexhaust andslowly
Note: Inadvertent application of air pressure to the apply 20 psig (1.38 bar1138 kPa) pressure to the
"0UT"port will result in drive malfunction(pinionwill inlet of the motor. Immerse the starter for 30 sec-
fail to retract). If this condiiion occurs, loosen the onds in o non-flammable, bubble-producingliquid.
drive housing cap screws (38) to vent gear case
(28). Also, loosen housing plugs (10) and (11) to There should be no leakage in the housing joints in
vent motor. the gear case area or in the shaft seal in the
intermediate gear system. Ifthe starter is properly
3) Plnlon Engagement: Apply 50 psig (3.4 bar1 sealed, no bubbles will appear.
345 kPa) pressure to the engagement 'IN" port.
r drive shaft pinion (63) should move outward and air 7) Contlrm Drlve Rotatlon: Apply low pressure
should escape from the "OUT" port. to the motor and observe rotation. Drive pinion (63)
must rotate in the direction stamped on the name-
Plug the "OUT" port and apply 150 psig (10.3 bar1 plate. Chamfer on pinion teeth should be on the
1034 kPa) pressure to the "IN" port. Check and trailing edge of the gear tooth.
make sure that no air is escaping.
96 38 - ESOS-G
-
n~vuw-m
Plae
Page 1 (3) Turbine Starter 51309-01H
16.26- ESOS-G
Phm
51309-01H Turbine Starter Page 2 (3)
1
bignation Bmrvneln Daignation Bmmvndsa
Houiingaxhausl Hus lor udstuds- Bearings p w w Lgerndlemslykke

Covw dzaksel
Planet gear ahan Planetgevaksel
Exhaust Cover a u l Tasmingsringfor
udsto&&ksel C u r shaft retainw Spasnderingsskivefor
washa gearaksel
Spl~hdeflector Stankdellektor
Rear gear hama Eagerstegearstelleje
Defleclor return ReWrlJederfordefleMor bearing
spring
Front bearing spacer FonesregearstelleJe
Deflectorretaining Spandeskvetor
sum dehklor Intennedialapinion Meliemrandhjul
SIansr assembly u p Dasbelskruefor Inlannedislepinion Spandeskruefor

Lum montage af starter retainlngscrsw mellemtandhjul
Capsuawwaahw Skivo lordmkrdtkrue
Motorhoualng ~omrhus
Housing plug Prop 61 motorhus Front drive gear Fonestednyjearleje

bearing
Housing plug inlet lilgangsknastforpmp
bou dlmotorhus Rear drive gear Bagerslednvgeadeje
bearing
Motorauambly Motor samiing
Drivegear bearing Spandskruefor
Cylinder o r i n g wal. O-ringslaminglor relainn fivgeadqe
cylinder
Drive gear *hall Spasndskrue for
Housing oringasal. O-ringstrsmmglor bearingretainer drivgearakselleje
mtwhus
Driva gear screw Dnylearskrue
Intermediaegear Mellem gearkasse
sm Drive gear lock Skive for drivgear
washer
Raw gear cane o-ring Bagerste gearkasse o-
me Drivegear cup Drekselfor dnvgear
irontgasr cane o- Fonestegearkasse o- Drivagear screw o- O-nngfordrivgearskme
'ing ring ring
'lanet gear frame Tremingsringfor Drivehousing u p Drekseiskrue lor

~haflaed. planetgeaakoelsrel @craw dnyjear
;pacer ring Afstandsting Drivehousing cap Sk~vefor drekselskwe ti1

e c r m bckwssher dnvgeamus
Vent g a r frame Fonestegearstelleie
wering Drive housing k i l Drivgeamus
'lane1 gear frame Planetgearsml Drive houaing w i n g O-ringfordrivgearhus
JImatg u r Planetgear irontshaftbeuing Fonesteakseleje N

'lanet g u r n r d l e NAlevalteforplanet-
OIW gear
Ved besflling at reservedele,r e ogd side 500.50. 5
96.26 - ESOS-G
Turbine Starter
Item llen
No
-
Qty. Dsrignation
- No. Designation
504 1IS Drive housing vent 768

Plug
516 1/S Bulkhead retainer
528 11s ~ u ~ k h e kai d

l
541 111s Outer bulkhead o- Ydre skot o-ring

ring
553 IIS Inner bulkhwd o-rin! lndre skot o-ring
566 1IS Clutch spring cup Fjedertallerkenholder

retainer
5 n 1IS Clutch spring cup Fjedertallerken
589 1IS Clutch spring Koblings&&r
590 1IS Clutch jaw kit Koblingssat
600 I/S Largedriveshaft Storlejespasnderingfor

bearingrstainer drivaksel
612 1IS Piston kit Stempelsat
624 1IS Piston o-ring Sternpelo-nng
636 1IS Driveshall kit Drivakselsret
64a 11s Rear drive shaft Bagerstedrivakselleje

bwring
661 1IS Piston returnspring Sternpelreturtjeder
673 11s seat -g

685 11s Drive pinion retain- Tandhjulssprsnde.
ing screw she
697 11s Drive pinion washer Tandhjulsskve
781 1s Drivapinion Tandhjul
707 1IS Pinionspringsleeve Tandhjulsbmsning
719 1IS Pinionopring Tandhjulsfieder
720 11s Inlet flanga kit nlgangsflangesret
732 36 cover Dasksel
744 11s Self drilling s c r a m Selvborende skmer
756 TIE Turbinestarter. Turbmertafler.komolet

complete
When ordering spare part.. see also prgaH)0.50. Ved bestillinga1reservedele. sea@ sde500.50.
= Only available as psrt of a s p a n part. kit = Kun tilgamgelig scm en del a1etresewedelss.m
QlyJE = QlyJklotor (2ty.E = OrylMotDr
WJS = QtyJTurbineSuner aly.S = QlyAurb4nestaner
r
ON-OFF VALVE PLATE 31451-01H

:
ON-OFF VALVE PLATE 31451-0lH
Item No. Designation Ben9vnelse
Valve housing Ventilhus

Piston Stempel
End p l u g Endepl ade
O-ring O-ring
O-ring r e t a i n e r O-ring holder
O-ring O-ring
Bumper Stodfanger
Spring Fjeder
Retainer r i n g Laserin?
O-ring O-ring
O-ring O-ring
PNEUMATIC V A L V E - EMERGENCY VALVE PLATE 31454-0lH
PNEUMATIC VALVE - EMERGENCY VALVE PLATE 31454-01H
-
Casing Hylster
Cover Daksel
Valve bottom Ventilbund
Piston Sternpel
Jack screw Trykskrue
Pressure d i s c Trykskivr
Cover screw Dsksel s i r u e
Spindle nut Spindelwtrik
Locking r i n g Lasering
Valve s p r i n g Vent i 1 f j e d e r
Piston sealing r i n g Stempelldsering
Gasket Pakning
Gasket Pakning
Securing r i n g Sikkerhedsring
-
AWN= -a
Casing Hyl s t e r
Armature Anker
Armature spring Ankerfjeder
Sealing r i n g LAseri ng
Leadpipe Bl y r e r
Spool Spol e
Spool gasket Spolepakning
Indicator mark Indikatorwrke
Nylon nut Nyl onmetri k
92 50- ESOS
R . Y r kit eordsl of
ham 02,0&04,W. 07.
O(. lo& 1s
Dnln n l w
-L 73
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System
-.
-:
Fuel Oil System
Driven Machinery
Tools
.,&,q ' .:
!i
? : Engine Data
Operation of Engine
.- Engine Performance and Condition
Trouble Tracing

Crankshaft and Main Bearinas
1 .

Turbocharger System u
m
$
3
2 V)
Fuel Injection Pump
7;r
Fuel Injection $5
cnD
- pb
4
"8
==
' Automatics and Instruments $5
-I2
mm
Starting System zz
. gd
o
" m
- I
Fuel Oil System
Driven Machinery I
Tools
c
A. DESCRIPTION E d i t i o n 20H
A l l moving p a r t s o f the engine are l u b r i c a t e d w i t h o i l c i r c u l a t i n g under pres-

sure i n a closed system. The l u b r i c a t i n g o i l i s f u r t h e m r e used f o r the pur-
pose o f c o o l i n g t h e pistons.
The l u b r i c a t i n g o i l pump presses t h e o i l through a c o o l e r and a f i l t e r t o the

main l u b r i c a t i n g pipe, from where t h e o i l i s d i s t r i b u t e d t o t h e i n d i v i d u a l
p o i n t s t o be l u b r i c a t e d .
The engine p l a n t i s equipped w i t h an e l e c t r i c d r i v e n pump f o r p r i m i n g the l u b -

r i c a t i n g o i l system before s t a r t i n g and when checking t h e bearings.
P l a t e 31501, l u b r i c a t i n g o i l pump.
The l u b r i c a t i n g o i l pump, which i s o f t h e gear wheel type, i s mounted on the

end o f the engine remote from t h e flywheel. The pump i s d r i v e n through a claw
coupling from t h e f r e e end o f t h e crankshaft, o r through a r e s i l i e n t gear
transmission. The overspeed t r i p ( s e c t i o n 13) i s f i t t e d t o t h e end cover o f
the pump.
The pressure r e g u l a t o r forms p a r t o f t h e l u b r i c a t i n g o i l pump. Adjustment o f

the o i l pressure i s done by removing t h e cap n u t 0149 and t u r n i n g the a d j u s t -
i n g screw 0416 u n t i l reading t h e pressure s t a t e d i n s e c t i o n 301, data 303.
P l a t e 31502. l u b r i c a t i n g o i l f i l t e r .
The l u b r i c a t i n g o i l f i l t e r i s a duplex c a r t r i d g e - t y p e f i l t e r w i t h 2 replace-

able paper c a r t r i d g e s 0485 o f an i n i t i a l fineness o f 0.030 mn. Nom. fineness
i n service ab 0.015 mn.
The f i l t e r i s so dimensioned t h a t each side i s ab-

l e t o f i l t e r t h e e n t i r e q u a n t i t y o f lub. o i l de-
l i v e r e d by t h e pump. During normal service i t i s
recomnended t o s e t t h e 3-way cock i n the midposi-
t i o n , using both sides o f t h e f i l t e r t o o b t a i n a
b e t t e r f i l t r a t i o n o f t h e o i l . and a lonoer l i f e
o f t h e c a r t r i d g e s due t o t h e .lower f l o w - v e l o c i t y
on each side.
I n t h e c e n t r e o f each side i s placed a guide tube

0118, which a l s o a c t s as a s a f e t y f i l t e r , w i t h a
fineness o f about 0.060 mn.
. Both f i l t e r s i n
service.
I f t h e pressure drop across t h e f i l t e r exceeds 1.8 bar, the two small by-pass
valves 0752 placed a t t h e t o p o f each s i d e w i l l open and t h e engine w i l l run
w i t h o n l y 0.060 m s a f e t y f i l t e r 0118.
- ~~ --
I f the pressure drop across the f i l t e r exceeds 3.5 bar, the c e n t r a l l y placed
by-pass valve 0930 below the cock w i l l open and the engine w i l l then run with-
out the o i l being f i l t e r e d a t a l l .
To ensure safe f i l t e r i n g o f the lub. o i l none o f the by-pass valves must open
during normal service and the elements should be replaced a t 4 pressure drop
across the f i l t e r o f 1.5 bar.
When replacing f i l t e r elements during operation o f the engine, the e n t i r e lub.

o i l quantity i s passed through one side o f the f i l t e r , while the other i s being
replaced, and vice versa.
Operation o f p r e l u b r i c a t i n g pump
The separately driven ( e l e c t r i c ) p r e l u b r i c a t i n g pump must be arranged f o r auto-

matic operation, ensuring s t a n d s t i l l of the prelub. pump when the engine i s
running, and running o f the prelub. pump during engine s t a n d s t i l l i n stand-by
position.
Running period o f the prelub. pump i s preferable t o be continuous. I f i n t e r -

m i t t e n t running i s required f o r energy saving purpose, the timing equipment
should be set f o r shortest possible i n t e r v a l s , say 2 minutes o f running. 10
minutes o f s t a n d s t i l l , etc.
Running
ENGINE
Stand-by
Running
PRELUB. PMP.
Stmdstlll
Running
PRELUB. PMP.
Standstill
-
THERMOSTATIC VALVE E d i t i o n 22H
P l a t e 31504H
The t h e r m o s t a t i c v a l v e i s designed as a T-piece whose i n l e t i s through the

cover A under which the t h e r m o s t a t i c element 05 i s located. The o u t l e t t o
t h e engine i s marked "B" and t h a t t o t h e c o o l e r i s marked "C".
I n the p e r i o d when the engine i s warming up, t h e o i l i s by-passed round the
c o o l e r , when t h e o i l from t h e engine reaches t h e normal temperature (see sec-
t i o n 301) a c o n t r o l l e d amount o f o i l passes through t h e c o o l e r .
The t h e r m o s t a t i c element must be r e p l a c e d i f d u r i n g normal operation, the tem-

p e r a t u r e d e v i a t e s e s s e n t i a l l y from t h a t s t a t e d i n t h e t e s t r e p o r t .
The valve cannot be s e t o r adjusted, and i t r e q u i r e s no maintenance.

Principle of the Plate Heat Exchanger Every second plate is turned through 180". This
means that the double gasket seal occurs around
The b u i i t a lubricating oil cooler is a plate heat every second inlet to the channels between the
exchanger. plates.
The plate heat exchanger consist of a number of The plate pa& now forms a series of parallel flow
coldpressed plates which are compressed between channels in which the fluids flow in acountercurrent
a fixed port (head) and the mobile part (follow) by regime.
means of tie bolts.
The plates are made with special corrugations.

which ensures turbolent flow and h~ghheat transfer
r
cotlicients.
Plates
After clamping of the plate pack, the plates - which

I
are Wed wth gaskets - ensure an effective seal
between Ruds ard atmasphere. In a&Nin, intemaing
of the fluids is eliminated by a double gasket seal
around the inlet ports.
1 315.10
Edlclon 02H
Lubricating Oil Cooler Descrlpdon
Page 2 (4)
Separation Detergents
Cooling and Pressure relief The definition of a suitable detergent is brief and to
the point. Coatings on the plates must be removed
Before opening the plate heat exchanger, it must be without damaging plates and gaskets. It is important
cooled below 40" C, and it must not be pressurised! not to decompose the passivating(protective)film of
-
stainlesssteel the film contributes to preservingthe
Cooling must not exceed 10" C per minute. The resistance o l the steel to corrosion.
pressure drop must not exceed 10 bar per minute.
Do not use chlorinecontaining agents such as hyd-
If these standards are disregarded, the guarantee rochloric acid (HCI).
will no longer apply.
Exammmmples:
Separation of Edge-Clamped Frame - OIL AND FATS are removed with a water
emulsifying oil solvent, e.g. BP-SYSTEM CLEA-
On completion of the procedure "Cooling and Pres- NER.
sure Relief", separate the frame.
- ORGANIC AND GREASY COATINGS are
NOTE: Take care that the follower does not keel removed wim SODIUM HYDROXIDE (NaOH) - max.
over! concentration 1.5% - rnax. temperature 85' C. 1.5%
concentration corresponds to 3.75 130% NaOH per
Loosen the bolts uniforrnty (rnax. 10 mm per m 100 1 water.
distance in difference), then push the follower to-
wards to the end of guide bar. - FURRINGS AND SCALE DEPOSITS are re-
moved with NITRIC AClD (HN03) - max. concentra-
NOTE: When using plate heat exchangerson board tion 1.5% - max. pressure 65" C.
, ships, the follower must be secured in orderto avoid
danger during the movements of the ship. 1.5%mncentration correspons to 1.75 162% HN03
per 100 1 water. Nitric acid has an important cons-
Cleaning tructive effect on the passivating film of stainless
steel.
The capacities and resistance to corrosion of plate
heat exchangers depend on the plate pack being Control of Cleaning Fluid Concentration
kept clean. Fwlings on the plates can be removed
manually. SODIUM HYDROXIDE (NaOH) solution is titrated
with 0.1 n HYDROCHLLLLORIC AClD (HCI) with
Manual Cleaning methyl orange or methyl red as indicator. NITRIC
AClD (HN03) solution is titrated with 0 , l n SODIUM
Clean the plates with a soft brush and a suitable HYDROXIDE(Na0H)with phenolphtaleinas indica-
detergent. In case of thick layers of scale or organic tor.
materials, the plates must be put in a bath of deter-
gent. The concentration of the cleaning fluid in % can be
calculated from the titration result according to the
NOTE: Never use steel brush, metal scraper or the following formula:
like.
CONCENTRATION -
- bxnxm %
A sigh-pressure cleaner can be used with care - ax10
however, never with sand or other abrasives added.
r t
O w n
Lubricating OilCooler 315.10
( cage 3 (4) Edrtion 02H
a = ml cleaning fluid taken out for titration Looking towards the gasket side, the plate is desig-
b = ml titration fluid used for change of colour nated a left plate when the V is upwards or a right
n = normally of tritation fluid plate when the H is upwards. V-plates have inlet and
m= molecular weight of cleaning fluid (NaOH) outlet via corner holes 1 and 4, respectively H-
molecular weight 40 - HN03 mlecular weight 63). plates have inlet and outlet via corner holes 2 and 3,
respectively.
Assembling
Replacement ofplates
If the plates have been dismounted, they must be
correctly inserted according to serial numbers. Before inserting a spare plate in the plate pack, it
must becheckedthat the spare plate is identicalwith
The head has No. 1 , and the serial numbers of the thedefectiveplate - the samecorner holesopen, and
fobwing plates and theconnectorgrids, i f any. are 2. the marks V and H must face right.
3 , 4 , 5 etc.
Replacement of Glued Gaskets
The serial number is marked in the top right-hand
corner of the plates - do not forget that the gasket On the plate in this section, you will find an order list
Side must face towards the head. for gaskets and details of glue type and quantity.
Also given is informationconcerning the degreasing
Clamping solvent for the new gaskets.
The plate heat exchanger must beclamped until the The first plate after the head and the connector grid
follower, touch the distance pieces. must have a gasket in all grooves. These gaskets
are, in fact, two 'normal' gaskets cut in half and
Replacement of Plates and Gaskets glued in place around all grooves. You should care-
fully note how the old gaskets are assembled before
' Marking removing them.
The plates are marked with material codes and Removal of Old Gaskets
reference numberspluscodes for non-gluegaskets.
if any, and slao have the letter V and H stamped at - PLIOBOND glued gaskets can be loosened
either end (Fig. 1). by heating in water at 100" C. The plates are
cleaned, and coatings, if any, are removed.
Cleaning
Setial number
(piease state when
New gaskets and the gasket grooves of the plates
! ordwlng single plates) are cleaned with a cloth moistened with degresing
agent. The gluing surfaces must be absolutely clean
- without finger prints elc.
As degreasing agent use what is stated on the
enclosed plate.
Alternatively, use: TRICHLOROETHYLENE. CHLO-

ROTHENE VG. ACETONE, METHYL ETHYL KE-
TONE or ETHYL ACETATE.
Four k t dqils of me ref. H Fwr lart dqits of me ref.
number of #ate or n u m h of me plate
It is important that all degreasing agent has evapo-
v (OnIyMplatestorm
rated, before the glue is applied. This will normally
glue gasket) take approx. 15 min. at 20" C.
Fg. 1
-
315.10 Lubricating Oil Cooler -Pm

Edilicn O W p-4 (4) .
It is advisable to clean the guing surfaces of the The plates with the gaskets are now suspended in
gaskets with fine-grain sandpaper instead of degre- the frame which is clamped lightly.
asing agent.
The plate heat exchanger is heated to 90-100' C by
Gluing means of water or steam - the temperature must be
kept for 1'h- 2 hours!The liquidpressure must be kept
- PLIOBOND 25, which is a nitrile ~ b b eglue r as low as possible.
on solvent basis (25%solids), is applied with a b ~ s h
in a thin layer on the backs of the gaskets. The If there is no possibility of heating the plate heat
gaskets are put to dry in a clean and dustless place! exchanger, it must stand at a place as warm as
The gaskets grooves of the plates are now coated possible with dismounted connections.
with a thin layerof glue, and the gaskets are cernen-
ted into the grooves. The insertionof gaskets starts The drying time will at 20" C be appmx. 48 hours. At
-
at both ends of the plate and continues with the e.g. 40" C, the drying time is reduced to appm. 24
straight sections along the edges. hours.
8
The gluing process is most easily effected by laying
the gasketsand the plateson a table - as the gaskets
are cemented into the grooves of the plates, the
plates should be stacked.
Description 515.1 5
Page l ( 1 ) Centrifugal By-Pass Filter Edition 01H
Description
The centrifugal filter is a bypass filter mounted For proper filtration, it is important that the rotor is
directly at the engine base frame. The centrifugal always correctly balanced.
filter is a supplement to the main filter.
An wt-of-balancecondiion can occur as a resun of
During sewice, a part of the lubricating oil supplied an uneven built-up of sludge or as a result of ex-
from the engine driven lubricating oil pump enters cessive bearing or spindle wear.
the centrifugal filter and returnstotheoil sump in the
base frame.
The centrifugal filter relies on the centrifugal force

and can therefore remove high densly, sub-micron
-. particles.
Principle of Operation
Oil enters the base of the filter and depresses the

cut-offvalve (A) which has a preset pressurevaive.
t
The cut-off valve is fitted to ensure that at low
pressure and flow conditions the entire oil pump
output is suppliedto theengineworkingparts. Having
depressed the cut-off valve the oil travels up the
centre of the spindle. Through holes at the top (8)
and enters the rotor (C) at the maximum height
above the stand tube. The oil completely tills the
cleaning chamber (D) and travels through the strai-
ner (E) into the drive chamber (F), leaving under
pressure via diametrically opposed tangential nozz-
- les in the bottom of the rotor.
The reaction of the oil leaving the nozzles provides

the driving force causing the rotor to spin about the A Cut-off vaNe D Cleaning cham be^
B TOP E Stainer
spindle at high speed. The oil leaving the nozzles is C Rotor F Drive chamber
then allowed to drain backtothesump, by gravity at
atmospheric pressure.
Fig. I. Dmgram showing Pnnuple of Cperah.
The centrifugal force field within the spinning rotor
forces the contaminants to travel to the inner wall of
the rotor, where they form a dense rubber-likeshd-
ge which is easily removed.
-
96.03 ESOS-G
DESCRIPTION OF PRELUBRICATING PUMP E d i t i o n 01H

Page 1 ( 6 )
P r e l u b r i c a t i n g Pump
The working p a r t s o f t h e p r e l u b r i c a t i n g pump a r e t h e t h r e e screws and t h e sur-

rounding c a s i n g w i t h i n which t h e y r o t a t e . The t h r e a d s u r f a c e s a r e so designed
t h a t t h e y form t i g h t s e a l s b o t h i n r e l a t i o n t o each o t h e r and t o t h e pump cas-
i n g . When t h e screws r o t a t e . The s e a l s move a x i a l l y , t h e r e b y f o r c i n g t h e li-
q u i d enclosed between them t o move forwards so t h a t a pumping a c t i o n r e s u l t s .
The w o r k i n g p r i n c i p l e on which t h e f u n c t i o n i s based i s t h a t t h e moving p a r t s

a r e l u b r i c a t e d by t h e pumped l i q u i d . The pump i s s e l f - p r i m i n g . The pump i s
b u i l t f o r one r o t a t i o n a l and one pumping d i r e c t i o n and t h e c o n s t r u c t i o n o f
t h e pump i s i l l u s t r a t e d by t h e s e c t i o n a l view on p l a t e . F o r adjustment o f t h e
pump d e l i v e r y head d u r i n g o p e r a t i o n , a b u i l t - i n , a d j u s t a b l e bypass v a l v e i s
provided. A t d e l i v e r y ex work t h e p r e - s e t pressure o f t h i s v a l v e amounts t o
about 3 bar.
The s h a f t seal i s a mechanical s e a l , formed by two f l a t s e a l i n g surfaces which

a r e i n c o n t a c t w i t h each o t h e r - one r o t a t i n g w i t h t h e s h a f t and one s t a t i o n a -
ry.
The s u r f a c e s a r e l u b r i c a t e d by t h e pumped l i q u i d and t h e c o n t a c t pressure i s
m a i n t a i n e d w i t h a s p r i n g . The s e a l i n g a b i l i t y depends upon c l e a n and unscored
surfaces.
Operating
Before S t a r t i n g .
A f t e r i n s t a l l a t i o n o r a f t e r d i s m a n t l i n g and subsequent reassembly, t h e pump

must be f i l l e d w i t h o i l . Only under these c o n d i t i o n s t h e pump can be s t a r t e d
w i t h o u t r i s k o f d r y r u n n i n g which c o u l d cause damage t o t h e r o t a t i n g p a r t s and
s h a f t seal.
D i r e c t i o n o f Rotation.
When t h e pumping i s ready t o be s t a r t e d , check t h a t t h e d r i v e motor r o t a t e s i n

the c o r r e c t d i r e c t i o n as i n d i c a t e d on t h e pump by b r i e f l y s w i t c h i n g i t on and
by watching t h e f a n i m p e l l e r o f t h e e l e c t r i c motor. Note. Do n o t check t h e d i -
r e c t i o n o f r o t a t i o n w i t h o u t p r i o r f i l l i n g t h e pump w i t h o i l .
Starting.
.S t a r t i n g should always take p l a c e w i t h f u l l y open v a l v e s i n t h e s u c t i o n and

delivery lines.
As t h e pump i s s e l f - p r i m i n g i t c a r r i e s o f f t h e a i r i n t h e s u c t i o n l i n e and t h e
n o i s e r e v e a l s when t h e pump begins t o work. I t i s e s s e n t i a l f o r t h e a i r t o l e d
o f f w i t h o u t any a p p r e c i a b l e counter-pressure i n t h e d e l i v e r y l i n e .
Edition 01H
DESCRIPTION - OVERHAUL Paqe 2 ( 6 )
As soon a s t h e pump has s t a r t e d t o work normally, t h e bypass valve must be s e t

by means of a pressure gauge a t t h e required pressure.
Set the bypass valve, with t h e screw on the end cover of the pump body beneath
the trade mark. Turning t o the r i g h t increases t h e opening pressure. Do not
s e t the valve a t pressures higher than necessary.
This pressure s e t t i n g should be maintained while t h e pump i s in operation.
If the pump refuses t o work properly a f t e r having been s t a r t e d , i t must not be

allowed t o r u n more than about half a minute. Fresh attempts t o make t h e pump
go may be made a t i n t e r v a l s a t about a minute and in conjunction with these
attempts t h e bypass valve tension should be increased s l i g h t l y . I f t h i s does
not help, something must be wrong and t h e f a u l t must be located and remedied
before the pump i s p u t i n t o operation. See "Trouble Shooting".
Attention and Maintenance during Operation.
When c o r r e c t l y i n s t a l l e d and properly s t a r t e d the pump require b u t l i t t l e a t -

tention. Except when otherwise d i c t a t e d by special circumstances, they a r e
operated and looked a f t e r in t h e same way a s any other pump. Which include
check of t h e pump function and t h a t there a r e no disturbances a s leakage, in-
correct pressure or abnormal noise.
Periodic Overhauls.
Periodic overhauls f o r the purpose of avoiding functional trouble are not nor-
mally necessary f o r the pump. When properly used, t h e r e i s very l i t t l e wear on
the screws.
Nevertheless periodic overhauls should be c a r r i e d out so t h a t worn parts can
be replaced in good time. The i n t e r v a l s between such overhauls a r e determined
by experience i n each individual case.
After periods of about 3-6 years t h e s h a f t s e a l s usually need t o be replaced

on account af aging of the containing rubber parts.
Trouble Shooting
The following functional disturbances a r e in most cases e a s i l y remedied:

Wrong Direction of Rotation.
- In bhree-phase motors, two of the e l e c t r i c connection wires must be reversed.
Pump Oil output to Small (pump a l s o gets too warm while in operation).
- The shut-off valves in the suction o r delivery l i n e s a r e not f u l l y open.

7-
Edition 01H
- The bypass valve i s s e t a t too low a pressure.

Pressure too Low
- Counterpressure in the delivery l i n e too low.
- The bypass valve tension i s i n s u f f i c i e n t .
- The bypass valve has got jammed.

- The pump i s worn.
Drive Motor d i f f i c u l t t o S t a r t o r tends t o s t o p by t r i p p i n g of t h e motor over-
loads.
- Counterpressure too high.

- Oil too cold and therefore of higher v i s c o s i t y than anticipated.
- Motor output inadequate f o r t h e prevailing conditions.
- Motor overload relay cut-out s e t t i n g too low.
Pump noisy when Running ( c a v i t a t i o n noise)
- Oil flow t o pump i n s u f f i c i e n t .

- Suction pipe too long o r too small in proportion t o t h e volumetric flow and
v i s c o s i t y of the o i l .
- Clogged shut valve in the suction l i n e .
Can be checked with a vacuum gauge.
- Suction l i f t too great.
- Air leakage i n t o suction l i n e .
- Check suction positive pressure i f o i l temperature i s above 60° C (1400 F ) .
(NOTE! Heavy wear in the pump can occasionally be a source of n o i s e ) .
Oil Leakage a t Shaft Seal.

- Sealing capacity decreased due to i n c o r r e c t contact between t h e sealing sur-
. faces. The cause may be aged rubber p a r t s o r damage s l i d i n g surfaces due to
impurities in the o i l o r t o dry running.
A pump can get worn i f used f o r unsuitable l i q u i d s , f o r t h i n o r impure o i l and

too high a working pressure. Oil temperatures in excess of 900 C (1940 F) can
a l s o damage the pump s h a f t s e a l .
F
Edition 01H
OVERHAUL Paqe 4 ( 6 )
When a pump i s t o be reconditioned a f t e r heavy wear, the screws and t h a t part

of the pump which supports t h e screws should be replaced.
Shaft Seal
The axial type s h a f t seal of t h e pump is intended t o prevent t h e leakage of
f l u i d along t h e driven s h a f t of a pump. The s e a l s a r e intended f o r mineral
o i l s and s i m i l a r f l u i d s . In order t o ensure t h a t the seal does not wear during
operation, i t must be lubricated by the pumped l i q u i d . An i n s i g n i f i c a n t amount
of leakage may t h e r e f o r e occur and s u i t a b l e provision should be made f o r col-
l e c t i n g t h i s leakage from t h e d r i p ring of t h e pump.
Mechanical Seals Type Z/W-seat (Crane) P l a t e 31520
The r o t a t i n g seal (2000) rests against a c o l l a r on the power r o t o r (1932). The

seal (2000) r o t a t e s through the intermediary of t h e rubbing of t h e bellows a -
gainst the s h a f t . A r o t a r y seal ring (2377) - of carbon - i s pressed l i g h t l y
by the spring a g a i n s t the s t a t i o n a r y s e a t (2466) i n the f r o n t cover (0408) of
the pump.
The bellows seal along the s h a f t and a g a i n s t the back of t h e r o t a r y seal ring
(2377). The pressure of t h e r o t a r y seal ring (2377) a g a i n s t t h e s t a t i o n a r y
s e a t (2466) forms an e f f e c t i v e seal between t h e lapped surfaces of these two
components. The o-ring gasket (22881, f i n a l l y , s e a l s against the f r o n t cover
(0408), i .e. a g a i n s t t h e surrounding pump casing.
Dismantling/Reassembly Plate 31520
Impurities in t h e pumped l i q u i d o r c a r e l e s s handling during dismantling and
reassembly can r e s u l t in damage t o lapped sealing surfaces. The t a s k s of
dismantling and reassembling the seal should t h e r e f o r e be c a r r i e d out in con-
d i t i o n s of'scrupulous c l e a n l i n e s s and carefulness and every e f f o r t must be
made t o avoid touching the sealing surfaces with t h e f i n g e r s . The carbon ring
must be c a r e f u l l y handled. I t m u s t not come in touch w i t h grease.
When attending t o o r changing the s h a f t s e a l , proceed in t h e following manner,
using the tools and material l i s t e d below:
- Box-end wrench, s i z e 15 mm.
- Open-end wrench. s i z e 13 mm.
- Open-end wrench, s i z e 15 mm.
- Wrench key f o r hexagon socket screw, s i z e 2.38 mm.
- Spanner and screw d r i v e r .
- Lubdcating l i g h t o i l and grease.
- Vessels f o r cleaning removed p a r t s an p a r a f f i n , white s p i r i t , e t c . , and f o r
c o l l e c t i n g any waste o i l .
7
Edition O1H
Dismantling P l a t e 31520
- T u r n t h e motor, using the fan beneath the fan casing, u n t i l t h e s e t screw

(0131) which locks the pump s h a f t t o the motor s h a f t i s accessible i n one of
the inspection holes i n t h e pump body. Back o f f t h e s t o p screw a l l the way.
- Shut off t h e suction t o t h e pump and block t h e e l e c t r i c motor s t a r t i n g b u t -
ton.
- Loosen t h e screws which hold the motor and pump together and l i f t away the
motor.
- Remove t h e f r o n t end cover of t h e pump (0408). Do not damage the j o i n t
(0597) between f r o n t end cover and pump body.
- Press t h e s t a t i o n a r y seal with o-ring (246612288) out of t h e f r o n t cover.

- Remove t h e power r o t o r (1932) from the pump body.
I f only the seal i s t o be replaced, t h e i d l e r s can remain i n the pump body.
- Remove t h e rotary seal ring (2377).

- Press the r o t a t i n g seal (2000) out of t h e power r o t o r (1932). Due t o the
rubber be1 lows t h e necessary press-off power may be comparatively big.
Reassembly
The f i t of t h e r o t a r y seal on the pump s h a f t i s r a t h e r hard. To prevent damage
of the bellows i t i s advisable t o clean t h e pump s h a f t from possible coating
l i k e p a r t i c l e s of coke from o i l e t c . Polish t h e pump s h a f t by means of an
- emery o r cleaning c l o t h t o g e t a smooth f i n i s h . This preparation f a c i l i t a t e s
the mounting of t h e rotary s e a l .
The reassembly will take place in reverse o r d e r .

- After cleaning wipe the s h a f t over with l i g h t o i l (not grease). Press the
rotating seal (2000) with removed rotary s e a l r i n g (2377) onto the rotor
shaft.
- Check t h a t the bellows a r e pressed a g a i n s t the locating ring of the spring.
Keep during half a minute the seal pressed in t h a t position until the bel-
lows s t i c k .
-
. Mount the rotary seal ring (2377) with i t s smaller surface turning upwards,
taking care t h a t the grooves in the seal ring a r e in l i n e with the dimples
of the r e t a i n i n g sleeve.
- I n s e r t t h e power r o t o r in t h e pump casing (0686).
- Wipe over the outside of t h e s t a t i o n a r y s e a t with i t s o-ring gasket (2466/
2288) with l i g h t o i l and press the s e a t i n t o t h e f r o n t cover.
LUBRICATING OIL SYSTEM
E d i t i o n 01H
- Mount t h e f r o n t cover (0408) t o t h e pump c a s i n g (0686) making sure n o t t o

f o r g e t t h e j o i n t (0597) which seals between t h e pump c a s i n g and t h e f r o n t
cover.
- Screw t h e s e t screw (0131) i n t o t h e power r o t o r f a r enough t o be guided i n t o

the keyway i n t h e motor shaft.
- Mount the e l e c t r i c motor on t h e pump so t h a t t h e s e t screw (0131) enters t h e

motor-shaft keyway. Tighten t h e screws j o i n i n g pump and motor flanges.
- The power r o t o r s h a l l be f o r c e d up on t h e motor s h a f t by means o f a screw

d r i v e r p u t i n t o t h e groove o f t h e power r o t o r s h a f t . T h e r e a f t e r screw t h e
s e t screw (0131) f i r m l y a g a i n s t t h e motor s h a f t . T h i s i s necessary t o ensure
a correct play o f the i d l e r rotors.
- Check t h a t t h e pump r o t a t e s f r e e l y when t h e motor i s r o t a t e d by hand.

Open t h e valves i n t h e p i p e l i n e s and r e - e s t a b l i s h t h e e l e c t r i c supply t o t h e
motor. Proceed i n accordance w i t h t h e i n s t r u c t i o n s " S t a r t i n g up".
NOTE: Do n o t l e t t h e pump r u n f o r more than one minute w i t h o u t working.
Maintenance.
The seal i s s e l f - a d j u s t i n g and r e q u i r e s no subsequent t i g h t e n i n g .
I f copious leakage occurs, t h i s i s t h e usual s i g n o f wear, which may be due t o

such causes as incautions s t a r t i n g , d i r t y o i l , poor alignment o r running w i t h -
out o i l .
E d i t i o n 02H
EXCHANGE OF LUB. OIL FILTER CARTRIDGES Page 1 ( 2 )
POSITION OF THREE WAY COCK

The f o l l o w i n g procedure t o be s t r i c t -
l y followed.
EMPTYING OF FILTER:
Turn t h e 3-way cock i n t o p o s i t i -

on f o r l u b . o i l f l o w t o by-pass
t h e f i l t e r u n i t t o be cleaned.
I f executed d u r i n g engine i n ope-
r a t i o n a s c e r t a i n pressure droop
across f i l t e r n o t t o exceed
1.8 bar.
Vent screw i n the top cover t o

be loosened.
Remove t h e d r a i n p l u g a t bottom
o f f i l t e r housing and d r a i n o f f
oil.
Remove d r a i n p l u g i n the d r a i n
p i p e a t bottom f l a n g e and d r a i n
off oil.
DISMANTLING:
5. F i l t e r top-cover i s dismantled.
6. Remove upmost paper c a r t r i d g e .

Remove f i l t e r basket ( c e n t r e e l e -
ment), beware n o t t o damage the
filter gauze.
7. Take o u t and scrap t h e f i l t e r

cartridges.
CLEANING AND INSPECTION:
8. F i l t e r basket t o be thoroughly
and c a u t i o u s l y cleaned i f neces-
sary w i t h c l e a n i n g f l u i d .
Make sure n o t t o damage the fil-
t e r gauze.
EXCHANGE OF LUB. OIL FILTER CARTRIDGES E d i t i o n 02H

Page 2 ( 2 )
9. Remove any d i r t t h a t may have accumu-

l a t e d i n t h e f i l t e r housing. Clean t h e
i n s i d e o f t h e f i l t e r housing c a r e f u l l y
by m a n s o f a d u s t l e s s c l o t h (never use
t w i s t o r c o t t o n waste) and i f necessa-
r y use a solvent.
S e a l i n g r i n g s a r e inspected and r e p l a c -
ed i f necessary.
ASSEMBLING:
A. New f i l t e r c a r t r i d g e s ( 7 ) a r e f i t t e d .
Upmost c a r t r i d g e t o be f i t t e d a f t e r t h e f i l t e r basket i s p o s i t i o n e d .
Check t h a t gaskets on c a r t r i d g e s a r e i n p o s i t i o n .
Do not f o r g e t spacer r i n g s between c a r t r i d g e s .
U. F i l t e r basket ( 6 ) ( c e n t r e element) i s f i t t e d .
Check t h a t f i l t e r gauze i s n o t damaged.
C. Top cover ( 5 ) t o be f i t t e d .
Check f i n c t i o n o f valves b y p r e s s i n g s p r i n g s together. Vent screw ( 2 ) n o t
t o be t i g h t e n e d y e t .
D. R e f i t t h e d r a i n plugs (3 and 4 ) .
E. Turn t h e 3-way cock t o "operation" p o s i t i o n and t i g h t e n up t h e vent screw

( 2 ) a f t e r v e n t i n g t h e f i l t e r chamber.
The f i l t e r j u s t s e r v i c e d i s now ready t o be s e t i n operation.

Inspect f o r o i l leakages i n o r d e r t o a s c e r t a i n a l l s e a l i n g s t o be t i g h t .
Check t h a t pressure drop across f i l t e r i s c o r r e c t .
Clean the o t h e r s i d e o f t h e f i l t e r correspondingly.

LUBRICATING OIL SPECIFICATION Edition O l H

Page 1 ( 1 5 )
The lubricating oil of a 4-stroke engine is a cardinal element in good engine

operation, as it serves quite a few important purposes, such as:
Lubricating the bearings, the cylinders and piston rings and other moving
parts of the engine.
Neutralizing the effect of sulphur in the fuel oil to prevent corrosion of
cylinder liner and piston rings.
Cooling of bearings and pistons and keeping the engine interior clean.
Transporting contaminants such as dust, rust, water, fuel residues, lubri-
cating oil residues, etc. away from the engine to the filters and separa-
tors.
Consequently, the lubricating oil is a finely balanced mixture of a suitable
base oil to provide lubrication and cooling, and a series of lubricating oil
additives to take care of the neutralizing task, the cleaning and transporta-
tion of contaminants, as well as other additives to ensure the continuity of
such abilities of the lubricating oil.
Lubricating Oil -Specification for B&W 4-stroke Engines.

In the guiding lines below we have classified the system oils by using the
API Con~nercial Class System and added some comments on alkalinity in relation
to sulphur content.
However, reference to any kind of lubricating oil system, e.g. the API or simi
lar systems, should be taken only as a guide, as no current specification sy-
stem fully covers the needs and requirements of marine lubricating oil whether
during diesel oil or intermediate fuel oil running. Such requirements compri-
se:
Anti-foam characteristics, anti-wear properties, load-carrying ability, deter-
gency level, oxidation resistance, anto-corrosion properties, waterseparation
ability (demulsibility), neutralization ability and alkalinity (TBN).
Such properties should be accounted for in specific cases by the lubricating
oil supplier.
For 4-stroke engines used for marine application, we recommend system oil with
a detergency level at least corresponding to API service CC/CO.
* Alteration and stabilization of TBN-value during a period of operation.
For engi 2s used for stationary purposes, we recommend system oils with a de-
tergency level at least corresponding to API service CO.
l UflRlCATlNG OIL 0315
E d i t i o n 01H
IUORICATING OIL SPECIFICATION Paqe 2 (15)
TBN
TBN
initial
TBN
equilibrium
-
Service hours
TEN-value i n r e l a t i o n t o f u e l o i l s u l p h u r c o n t e n t .
Ihe v i s c o s i t y o f t h e l u b r i c a t i n g o j l s h o u l d be w i t h i n SAE Class 30.
TON ( t o t a l base number) i n d i c a t e s t h e a l k a l i n i t y o f t h e l u b r i c a t i n g o i l and

consequently, i t s n e u t r a l i z i n g e f f e c t on a c i d s developed from t h e s u l p h u r i n
the f u e l o i l . The TBN i s n o r m a l l y reduced g r a d u a l l y d u r i n g t h e t i m e o f opera-
t i o n . The i n f l u e n t i a l elements a r e t h e s u l p h u r c o n t e n t i n t h e f u e l o i l and the
amount o f r e f i l l i n g due t o normal consumption. A f t e r a c e r t a i n time o f opera-
t i o n , the TBN w i l l s t a b i l i z e a t a l o w e r value, t h e TEN e q u i l i b r i u m .
c
E d i t i o n 01H
LUBRICATING OIL SPECIFICATION Page 3 ( 1 5 )
1 2 3 L ZuFhur.
In uel oil
A l t e r a t i o n dnd s t a b i l i z a t i o n o f TBN-value d u r i n g a p e r i o d o f o p e r a t i o n .
Above t h e r e l a t i o n s h i p between f u e l o i l s u l p h u r c o n t e n t and adequate TBN o f

the l u b r i c a t i n g o i l i s i l l u s t r a t e d . When s e l e c t i n g a l u b r i c a t i n g o i l , the area
"TBN i n i t i a l " i s t o be used and t h e s t a b i l i z e d l e v e l o f t h e l u b r i c a t i n g o i l
should be k e p t w i t h i n t h e area "TBN e q u i l i b r i u m " . R e f i l l i n g due t o normal l u b -
r i c a t i n g o i l consumption should be c a r r i e d o u t w i t h l u b r i c a t i n g o i l o f i n i t i a l
TBN .'
If the TON value s t a b i l i z e d w i t h i n t h e recommended area "TBN e q u i l i b r i u m " i s
d i s t u r b e d due t o t e m p o r a r i l y abnormal o p e r a t i o n c o n d i t i o n s and thus f o r c e d t o
a l e v e l o u t s i d e t h e recommended TUN e q u i l i b r i u m , i t might be a d j u s t e d by r e -
f i l l i n g w i t h a l u b r i c a t i n g o i l o f a s i m i l a r type as used i n t h e engine b u t
w i t h another T E N - i n i t i a l .
T h i ~ ,n ~ c t ~ l oodf d d ~ u s t l n gthe TUN value should o n l y be used 1n c o n c e r t w l t h the

l u b r ~ c a ~t n q0 1 1 s u p p l l c r .
. I F , r l u r i u g nor~ual o p e r a t i o n , t h e TUN i s found t o s t a b i l i z e a t a l e v e l o u t s i d e

the arcx;, of reco~~ln~cndcd TBN e q u i l i b r i u m , a change t o a l u b r i c a t i n g o i l o f more
s u i t a b l e TBN i n i t i a l should be considered.
The o i l ~ i s ot v e r l e a f may be used as a guide i n s e l e c t i n g l u b r i c a t i n g o i l t y p -

es f o r WW engines. The l u b r i c a t i n g o i l s i n c l u d e d i n t h e l i s t have a l l given
sat1s:acLury s e r v i c e i n B&W engines. The l i s t must n o t be considered complete
and i u h r l r a t i n g o i l s from o t h e r companies may be chosen.
E d i t i o n 01H
Page 4 (15)
I I -
ELF LVB WaM3015 0904
URINE Awelm 3030 0.910
GULF 1 Gdl Vsntar D m 30

Gun v e n e r sD 30
Gun Ve&s Selpc 30
0.893
TOTAL
ITerxnUr6aSupmU30
Texan Tsro XD 30
Texam Taro DP 30
Tolal Rubia 530

TOW HMA XI
0.897
o m
The l i s t intends t o be used as guidance only. Ye do n o t exclude o i l s o f s i m i l a r types b u t

from firms n o t comprised by the l i s t t o be
Ue take no r e p o n s i b i l i t y f o r d i f f i c u l t i e r s u i t a b l e f o r o u r engines.
caused by l u b . o i l s .
The l i s t s t a t e s l u b . o i l s r h i c h have proven

ratisfactory service r e r u l t s .
..- .
-
Edition 01H
MAINTCNANCC OF LUB. OIL CONDITION Paqe 5 (15)
Maintenance o f L u b r i c a t i n g O i l C o n d i t i o n
D u r i n g o p e r a t i o n o f t r u n k engines, t h e l u b r i c a t i n g o i l w i l l be contaminated
s l o w l y by small p a r t i c l e s 0 r i g i n a t i n g : f r o m t h e combustion.
The b u r n i n g o f heavy f u e l s w i l l n o r m a l l y i n c r e a s e t h i s c o n t a m i n a t i o n due t o

t h e increased c o n t e n t o f carbon r e s i d u e and o t h e r i m p u r i t i e s .
Contamination o f l u b r i c a t i n g o i l w i t h water, f r e s h o r s a l t , can a l s o take p l a -

ce.
A c e r t a i n amount o f contami-
nents can be k e p t suspended i n
the l u b . o i l without a f f e c t i n g
the l u b r i c a t i n g p r o p e r t i e s .
But the c o n d i t i o n o f t h e l u b .
o i l should be k e p t under obser-
v a t i o n by a n a l y s i n g o f o i l samp-
les.
The engine bearings a r e p r o t e c -

t e d by t h e f u l l - f l o w l u b . o i l
f i1t e r b u i 1t - o n t h e engine, t h e
f i l t e r c a r t r i d g e s having a
f i n e n e s s o f 15 micron and t h e
s a f e t y f i l t e r a fineness o f 60
micron.
The c o n d i t i o n o f t h e l u b . o i l
can b e maintained/reestablished
by exchange o f t h e o i l a t f i x e d
schedules o r based on a n a l y s i s
results.
A more economic s o l u t i o n i s t o
m a i n t a i n t h e c o n d i t i o n by con-
t i n u o u s treatment.
Experience has proved t h a t c e n t r i f u g i n g i s s u p e r i o r t o o t h e r methods f o r c l e a n -
.
ing l u b r i c a t i n g o i l s .
Optimum c l e a n i n g e f f e c t i s achieved by keeping t h e l u b r i c a t i n g o i l i n a s t a t e

o f l o w v i s c o s i t y f o r a l o n g p e r i o d i n t h e c e n t r i f u g e bowl.
Low v i s c o s i t y i s obtained by p r e h e a t i n g t h e l u b r i c a t i n g o i l t o a temperature o f

85OC - 95°C.
l UURICATING OIL
~~p
E d i t i o n 01H
Slow passage o f t h e l u b r i c a t i n g o i l through t h e c e n t r i f u g a l s e p a r a t o r i s ob-

t a i n e d by u s i n g reduced f l o w r a t e and by o p e r a t i n g t h e s e p a r a t o r 24 hours a
day, o n l y s t o p p i n g when c l e a n i n g of t h e bowl i s necessary.
When t r e a t i n g d e t e r g e n t t y p e l u b r i c a t i n g o i l , t h e f l o w r a t e i s u s u a l l y recom-
mended t o be reduced t o 15-25% o f t h e r a t e d f l o w o f the s e p a r a t o r .
For keeping t h e amount o f l u b r i c a t i n g o i l i n t h e engine i n good c o n d i t i o n , i t

i s necessary t o t r e a t 0.27 l/kW p e r hour (0.20 l/BHP p e r h o u r ) .
A c e n t r i f u g e f o r t r e a t i n g t h i s amount o f l u b r i c a t i n g o i l under t h e mentioned

derated f l o w c o n d i t i o n s should have a r a t e d c a p a c i t y o f 1.08-1.8 l/kW p e r hour
(0.8-1.3 1/BHP p e r h o u r ) , b u t i n each case t h e separator m a n u f a c t u r e r ' s recom-
mendations about c a p a c i t y and i n s t r u c t i o n s about o p e r a t i o n should be f o l l o w e d .
For engines w i t h c a r t r i d g e - t y p e o i l f i l t e r s (depth f i l t e r s ) , c o n t i n u o u s and

e f f i c i e n t p u r i f i c a t i o n o f t h e o i l i n t h e s e p a r a t o r i s e s s e n t i a l t o ensure l o n g
service l i f t o f the c a r t r i d g e f i l t e r s .
By i n s t a l l a t i o n o f a s e l f - c l e a n i n g f i l t e r i n l i n e w i t h , and p l a c e d b e f o r e t h e
c a r t r i d g e - t y p e f i l t e r , t h e l i f e t i m e o f t h e paper f i l t e r elements can be p r o -
longed c o n s i d e r a b l y .
Treatment o f t h e L u b r i c a t i n g O i l
FILLING UP
Whether t h e o i l svstem i s new o r whether t h e o i l i n the system ha s been emptied

owing t o r e p a i r & t h e engine o r renewal o f c i r c u l a t i n g o i l , u t no s t c a r e should
be taken t o a v o i d t h e presence o f a b r a s i v e p a r t i c l e s . F i l t e r s an~ d p u r i f i e r s w i l l
o n l y s l o w l y remove these and some a r e bound t o f i n d t h e i r wav t oI b e a r i n g s i n
the- engine-. M e t i c u l o u s c l e a n i n g o f pipes, c o o l e r s and bottom- tank as described
below i s f e r t h i s reason v e r y good economy p r i o r t o f i l l i n g up t h e system.
Cleaning o f L u b r i c a t i n g O i l System a f t e r a Major Repair
The below recommendation has been worked o u t , based on o u r experience, i n o r -

der t o g i v e t h e yards and t h e o p e r a t o r s t h e b e s t p o s s i b l e advice t o a v o i d
mishaps a f t e r a major r e p a i r .
Normal overhaul and r e p a i r does n o t n e c e s s i t a t e d i s m a n t l i n g o r opening-up o f

the l u b r i c a t i n g o i l c o n n e c t i o n between t h e paper c a r t r i d g e f i l t e r and main
bearings.
Uefore t h e r e p a i r work s t a r t s , t h e f i l t e r c a r t r i d g e s a r e t o be r e p l a c e d by new

ones ?see s p e c i a l i n s t r u c t i o n s ) . This i s done i n o r d e r t o be a b l e t o r u n t h e
engine f o r 'a f a i r l y l o n g p e r i o d o f t i m e a f t e r the f i n i s h e d r e p a i r w i t h o u t
changing t h e f i l t e r c a r t r i d g e s due t o b l o c k i n g - u p .
D u r i n g t h e r e p a i r , t h e f i l t e r should be k e p t c l o s e d i n o r d e r t o p r e v e n t abras-
i v e p a r t i c l e s e n t e r i n g the clean side.
Edition O1H
MAINTENANCE OF LUD. OIL CONDITION Paqe 7 (15)
I f p i p e s , c o o l e r o r pump in t h e l u b r i c a t i n g o i l system before f i l t e r a r e d i s -

mantled, c a r e f u l c l e a n i n g of t h e e n t i r e system must take place.
I f t h e l u b r i c a t i n g o i l system a f t e r f i l t e r i s , in e x c e p t i o n a l c a s e s , opened,
i t i s e s s e n t i a l f o r t h e o p e r a t i o n of t h e b e a r i n g s t h a t t h e e n t i r e system i s
a b s o l u t e l y c l e a n b e f o r e t h e engine i s r e - s t a r t e d .
As t h e l u b r i c a t i n g o i l i s l e d t o t h e main b e a r i n g s through bores in t h e frame,

by-passing t h e b e a r i n g s when f l u s h i n g i s not p o s s i b l e . When c l e a n i n g the bores
in t h e frame, t h e corresponding main bearing s h e l l s should be removed and t h e
l u b r i c a t i n g o i l bore i n t h e c r a n k s h a f t should be c l o s e d .
I f t h e p a i n t i n s i d e welded l u b r i c a t i n g o i l p i p e s i s damaged during r e p a i r ,
c l e a n i n g and r e p a i n t i n g should t a k e p l a c e b e f o r e remounting.
For r e p a i n t i n g , an o i l - r e s i s t a n t p a i n t must be used and i t i s important t h a t

t h e p r e p a r a t i o n of s u r f a c e s and a p p l i c a t i o n of t h e p a i n t i s done according t o
t h e recommendations f o r t h i s p r o d u c t .
Careful manual c l e a n i n g of t h e o i l panlbedplate should always take place a f t e r

any type of work has been c a r r i e d o u t in t h e crankcase.
Parameters i n f l u e n c i n g t h e Condition of L u b r i c a t i n g Oil
Cleaning of t h e l u b r i c a t i n g o i l d u r i n g o p e r a t i o n of t h e engine i s c a r r i e d o u t
by t h e i n - l i n e l u b r i c a t i n g o i l f i l t e r and t h e l u b r i c a t i n g o i l s e p a r a t o r .
In o,rder t o o b t a i n s a t i s f a c t o r y o p e r a t i o n of t h e s e p a r a t o r , i t i s important
t h a t t h e flow r a t e and t h e t e r n ~ e r a t u r ea r e a d-j u s t e d t o t h e i r o~timum. a s de-
s c r i b e d in t h e following:
S t a b i l i z a t i c n of t h e l e v e l of contamination in l u b r i c a t i n g o i l systems.
I UIIRICATING OIL 0315
- MAINTENANCE OF CUB. OIL CONDITION

Edition 01H
Page 8 ( 1 5 )
A centrifugal separator working on a charge of oil will, in principle after a

certain time remove an amount of contamination material per hour which is
equal to the amount of contamination material produced by the engine in the
same span of time.
This means that the system (engine, oil and separator) is in equilibrium at a
certain level of lub. oil contamination named Peq and usually measured as pen-
tane insolubles.
I, .
In a large lub. oil system, equilibrium will take place after a longer time
than in a small system, as shown in the fig., but the level at which equili-
brium occurs will be the same, because the system oil can be regarded only as
a carrier of contamination material.
C
The Cleaning Process
A separator can be operated at a greatly-varying flow rate (called Q).
i , Practical experience has revealed that the lubricating oil content of pentane
insolubles before and after the separator is related to the separator flow
rate as shown in the figure.
Qopt.
. Cleaning effect in relation to separator flow rate.
This means that p = p (before) - p (after) will decrease with rising Q.

It is obvious that a low Q, only a small portion of the oil is being cleaned.
At high Q, much oil is being little affected.
,-
E d i t i o n 01H
However, by c o r r e c t l y a d j u s t i n g t h e s e p a r a t o r f l o w r a t e , an o p t i m a l e q u i l i -
b r i u m can be o b t a i n e d .
The optimum i s o b t a i n e d by a p p l y i n g a s u i t a b l e f l o w r a t e t h a t i s o n l y a f r a c -
t i o n o f t h e s t a t e d maximum c a p a c i t y o f t h e s e p a r a t o r .
T h i s i l l u s t r a t e d i n t h e f i g . which shows t h e dependence between p e q u i l i b r i u m

and t h e f l o w r a t e . I t i s obvious t h a t t h e optimum f l o w r a t e i s a t t h e curve
L
Optimum c l e a n i n g f l o w r a t e .
The a b i l i t y o f t h e system o i l t o " c a r r y " c o n t a m i n a t i o n p r o d u c t s i s expressed

by i t s detergency/dispersancy l e v e l .
This mear,s t h a t a g i v e n c o n t e n t o f c o n t a m i n a t i o n , e.g. 1% w i l l , i n a detergent

o i l , be present as s m a l l e r , b u t more numerous p a r t i c l e s than i n a s t r a i g h t o i l
F u r t h e r n o r e , t h e p a r t i c l e s i n t h e d e t e r g e n t o i l a r e surrounded by a d d i t i v e s ,
which g i v e s a r e s u l t i n g s p e c i f i c g r a v i t y v e r y c l o s e t o t h a t o f the o i l i t s e l f ,
. han~peringt h e p a r t i c l e i n s e t t l i n g i n t h e s e p a r a t o r .
This i n f l u e n c e s the p o s i t i o n o f t h e minimum i n t h e f i g . which, f o r a detergent

o i l , w i l l be s i t u a t e d as i n t h e f i g u r e .
I t appears t h a t t h e e q u i l i b r i u m c o n t e n t o f pentane i n s o l u b l e s i n a detergent

o i l w i l l be h i g h e r than i n a s t r a i g h t o i l , and t h e optimum f l o w r a t e w i l l be
swai \(IT.
I l llOR1CATlNG OIL 0315
- MAINTCNANCE OF LUO. OIL CONDITION

Edition O l H
P a w 10 (15)
Optimum s e p a r a t o r f l o w r a t e when c l e a n i n g s t r a i g h t
t y p e / d e t e r g e n t type o f l u b r i c a t i n g o i l .
As the i m p o r t a n t f a c t o r i s t h e p a r t i c l e s i z e (which m i g h t i n v o l v e t h e r i s k o f
wear o f t h e j o u r n a l s ) more than t h e a c t u a l c o n t e n t o f i n s o l u b l e s , t h e above
mentioned d i f f e r e n c e i n e q u i l i b r i u m l e v e l s i s o f minor importance. I n general,
the optimum f l o w r a t e f o r a d e t e r g e n t o i l i s about 15-25% o f t h e maximum caps-
- c i t y whereas f o r a s t r a i g h t o i l , i t i s about 50-60%. For most system o i l s o f
today, which i n c o r p o r a t e a c e r t a i n detergency, t h e optimum w i l l be about 15-
- < 25%.
The temperature should be about 85-95'~.

-
E d i t i o n 01H
DETERIORATION OF 011
O i l seldom l o s e s i t s a b i l i t y t o l u b r i c a t e , i . e . t o form an o i l f i l m which r e -

duces the f r i c t i o n , b u t i t m i g h t become c o r r o s i v e t o t h e s t e e l j o u r n a l s o f the
bearings i n such a way t h a t t h e s u r f a c e o f these j o u r n a l s becomes t o o rough
and wipes t h e b a b b i t t . I n t h a t case n o t o n l y t h e b e a r i n g metal must be renewed,
b u t the j o u r n a l s ( s i l v e r y w h i t e from a d h e r i n g w h i t e m e t a l ) must be polished.
which i s c o s t l y . Corrosiveness o f t h e l u b r i c a t i n g o i l i s due t o e i t h e r f a r ad-
vanced o x i d a t i o n o f t h e o i l i t s e l f (TAN) o r t o t h e presence o f i n o r g a n i c acids
( S A N ) . I n b o t h cases, t h e presence o f w a t e r w i l l m u l t i o l v t h e e f f e c t , e s p e c i a l -
l y w i t h an i n f l u x o f seawater as t h e c h l o r i d e i o n s a c t as an i n o r g a n i c a c i d .
Oxidation o f O i l s
A t normal s e r v i c e temperature t h e r a t e o f o x i d a t i o n i s i n s i g n i f i c a n t . b u t the

f o l l o w i n g f a c t o r s w i l l a c c e l e r a t e t h e process:
High Temperature
The temperature l e v e l w i l l g e n e r a l l y be r a i s e d i f t h e c o o l e r s a r e n o t e f f e c -
tive.
High temperature w i l l a l s o a r i s e i n e l e c t r i c a l p r e h e a t e r s i f c i r c u l a t i o n i s
n o t continued f o r 5 minutes a f t e r t h e h e a t i n g has been stopped, o r i f the heat-
e r i s only p a r t l y f i l l e d with o i l .
Catalytic Action
O x i d a t i o n o f t h e o i l w i l l be c o n s i d e r a b l y a c c e l e r a t e d i f c a t a l y t i c p a r t i c l e s
a r e present i n t h e o i l . Wear p a r t i c l e s o f copper a r e e s p e c i a l l y harmful, b u t
a l s o ferrous p a r t i c l e s and r u s t a r e a c t i v e . Furthermore, t h e l a c q u e r and var-
n i s h - l i k e o x i d a t i o n p r o d u c t s o f t h e o i l i t s e l f have an a c c e l e r a t i n g e f f e c t .
Continuous c l e a n i n g o f t h e o i l i s , t h e r e f o r e , i m p o r t a n t t o keep t h e sludge con
t e n t low.
Signs o f D e t e r i o r a t i o n
I f c i r c u l a t i n g o i l o f i n f e r i o r q u a l i t y i s used and t h e o x i d a t i v e i n f l u e n c e be-

comes grave, prompt a c t i o n i s necessary as t h e l a s t stages i n d e t e r i o r a t i o n
might develop s u r p r i s i n g q u i c k l y , i . e . w i t h i n one o r two weeks. Even i f t h i s
seldom happens, i t i s prudent t o be a c q u a i n t e d w i t h t h e s i g n s o f d e t e r i o r a t i o n .
These may be some o r a l l o f t h e f o l l o w i n g :
* Sludge p r e c i p i t a t i o n i n p u r i f i e r m u l t i p l i e s .
Smell o f o i l becomes a c r i d o r pungent.
Machined surfaces i n crankcase become coffee-brown by t h i n l a y e r o f laquer.
P a i n t i n crankcase p e e l s o f f o r b l i s t e r s .
Excessive carbon i s formed i n p i s t o n c o o l i n g chamber.
/-
ILIIBRICATING OIL D315
E d i t i o n 01H
MAINTENANCE OF LUB. OIL CONDITION
Page 12 (15)
I n a grave case o f o i l d e t e r i o r a t i o n , the system should be cleaned thoroughly

~ n dr e f i l l e d w i t h new o i l .
WATER WASHING
Water washing o f HD-oils must n o t be c a r r i e d out.
WATER
-- I N THE OIL
I f the TAN i s low, a minor increase i n the freshwater content o f the o i l i s

not imnediately detrimental while the engine i s running. Naturally, i t should
Ire brought down again as q u i c k l y as possible (below 0.2% water content, which
1s permissible). I f the engine i s stopped when corrosion conditions are un-
w t i s f a c t o r y , i t should be turned j u s t over 1/2 r e v o l u t i o n once every hour
( t o stop i n d i f f e r e n t p o s i t i o n s ) while the o i l c i r c u l a t i o n and p u r i f y i n g a t a
high preheating temperature continue t o remove water. Water i n the o i l may be
noted by dew dormation on the s i g h t glasses, by appearance, o r ascertained by
immersing a piece o f glass o r a soldering i r o n heated t o 200-3000C i n an o i l
wnple. I f there i s a h i s s i n g sound, water i s present. I f a l a r g e quantity o f
water has entered the o i l system, i t may be p r o f i t a b l e t o suck up sedimented
water from the bottom o f tank. Taste the water f o r s a l t . I f s a l t y , an o i l
*.ample should be analyzed immediately f o r c h l o r i d e ions.
-
E d i t i o n O1H
CHECK OF OIL CONDITION Page 13 (15)
As described i n t h e f o r e g o i n g s e c t i o n "Signs o f d e t e r i o r a t i o n " and "Water i n

the o i l " , the s u r v e i l l a n c e o f t h e o i l c o n d i t i o n on board c o n s i s t s i n keeping
check on a l t e r a t i o n s i n separated sludge amount, appearance and smell o f the
o i l . and dew on s i g h t glasses.
Testing o f a c i d i t y (TAN) made r e g u l a r l y on board i s a v a l u a b l e complement t o

the p e r i o d i c analyses o f samples s e n t ashore, b u t should n o t r e p l a c e these
analyses. If,however, TAN r i s e s q u i c k l y and immediate i n f o r m a t i o n i s d e s i r a b -
l e , an a n a l y s i s on board w i l l be a good h e l p . As crew members a r e n o t chemists,
t e s t k i t s c o n s i s t i n g o f sealed b o t t l e s t o be thrown away a f t e r use a r e m s t
handy and l e a s t u n c e r t a i n . The b o t t l e s c o n t a i n a metered amount o f ready-made
indicating liquid.
O i l samples should be s e n t ashore f o r a n a l y s i s a t l e a s t once e v e r y t h r e e

months. The samples should be taken from a t e s t cock on a main p i p e through
which the o i l c i r c u l a t e s , w h i l e the engine i s running.
Analysis o f O i l
And1y;is may be c a r r i e d o u t i n t h e l a b o r a t o r i e s o f the o i l companies. It i s

normal s e r v i c e f o r these t o comment on t h e c o n d i t i o n o f the o i l based upon the
r e s u l t o f the analysis.
A r e p o r t on a u s e d - o i l a n a l y s i s u s u a l l y g i v e s t h e f o l l o w i n g c h a r a c t e r i s t i c s :
1) S p e c i f i c g r a v i t y : U s u a l l y 0.9-0.98 gr/cu.cm. M a i n l y used f o r i d e n t i f i c a -

t i o n o f the o i l .
2) F l a s h p o i n t : Lowest temperature a t which t h e o i l g i v e s o f f combustible

vapour. Gives an i d e a o f c o n t a m i n a t i o n w i t h f u e l o i l .
3) V i s c o s i t y : V i s c o s i t y r i s e s b y o x i d a t i o n , o r by contamination w i t h heavy
f u e l o i l o r water. Decrease i n t h e v i s c o s i t y may be due t o d i l u t i o n by
diesel o i l .
4) T o t a l a c i d number (TAN): T h i s i s t h e t o t a l c o n t e n t o f o r g a n i c and inorga-

n i c a c i d s i n tTie o i l . Organic ( o r weak ) a c i d s a r e due t o o x i d a t i o n .
5 ) S t r c ~ qa c i d number (SAN): T h i s i s t h e amount o f i n o r g a n i c ( o r s t r o n g )

a c i d s i n the o i l . I t i s u s u a l l y s u l p h u r i c a c i d from the combustion cham-
ber o r c l o r i n e f r o m seawater ( ought t o be s t a t e d ). SAN makes the o i l
. c o r r o s i v e , e s p e c i a l l y i f water i s present.
6 ) A l k a l i n i t y ( T o t a l base number, TBN): Gives remaining a l k a l i n i t y i n o i l s

mixed w i t h a c i d n e u t r a l i z i n g a d d i t i v e s .
7) Water: P e r m i s s i b l e up t o 0.2%. R i s k y i f TAN and SAN a r e h i g h . Seawater has

x i j h e r c o r r o s i v e e f f e c t on b e a r i n g s and j o u r n a l s than freshwater.
LllRRICATlNG OIL D315
- E d i t i o n 01W
(HtCK OF OIL CONOITION Page 14 (15)
A) Conradsen Carbon: Residue form incomplete combustion o f f u e l o r cracked

l u b r i c a t i n g o i l . Frequent i n t r u n k p i s t o n engines.
) P r e c i p i t a t i o n number: The amount o f i n s o l u b l e i n g r e d i e n t s i n the o i l .

Equal p a r t s o f t h e o i l sample a r e d i l u t e d by benzene (C6 116) and normal
pentane (C5 H12). As o x i d i z e d o i l ( l a c g u e r and v a r n i s h - l i k e components)
i s o n l y s o l u b l e i n benzene, t h e d i f f e r e n c e i n t h e p r e c i p i t a t i o n number i s
i n d i c a t i v e o f t h e degree o f o x i d a t i o n o f t h e o i l .
I
1 .
lo) Ash content: Some a d d i t i v e s leave ash, which may be used t o i n d i c a t e the
amount o f a d d i t i v e s . The ash a l s o c o n s i s t s of wear p a r t i c l e s , sand and
rust.
* Evaluation o f a n a l y s i s ' r e s u l t s
Further t o values f o r t h e parameters i n v e s t i g a t e d , a n a l y s i s f o r used l u b r i c a -

t l n q o i l u s u a l l y a l s o w i l l c o n t a i n a b r e i f comnent t o t h e general c o n d i t i o n o f
i * the o i l , concluding whether t h e o i l i s s u i t a b l e f o r f u r t h e r s e r v i c e o r should
he exchanged.
The determination o f t h e general c o n d i t i o n and t h e s u i t a b i l i t y o f the o i l i s

bdsed on c e r t a i n l i m i t s f o r t h e i n d i v i d u a l parameters o r changes i n values
compared t o those f o r t h e o i l i n unused c o n d i t i o n .
The l i s t s t a t e s such g u i d i n g l i m i t a t i o n - v a l u e s f o r used l u b r i c a t i o n o i l o f the

- heavy duty detergent type f o r f o u r - s t r o k e medium-speed engines.
:he l i m i t a t i o n - v a l u e s a r e based on experience and i n f o r m a t i o n from o i l compa-
r - 111es.
l t should be noted t h a t t h e values a r e o n l y guiding, n o t d e f i n i t i v e .
V a r i a t i o n ~ m a yoccur, b o t h i n form o f more r e s t r i c t i v e and more t o l e r a n t de-
mands, a l l i n dependence o f t h e c h a r a c t e r i s t i c s o f t h e l u b r i c a n t o i l type i n
question.
(.onclusions on t h e c o n d i t i o n o f used l u b r i c a t i o n o i l should n o t be based alone

on values f o r t h e i n d i v i d u a l parameters, b u t m a i n l y on t h e coherence o f para-
meters.
I n the l i s t t h e l i m i t a t i o n - v a l u e s a r e s t a t e d as maximum r e s p e c t i v e l y minimum

allowable values, o r as a l l o w a b l e v a r i a t i o n from t y p i c a l value f o r t h e o i l t y -
pe i n unused c o n d i t i o n .
-
CHECK OF OIL CONOITION E d i t i o n 01H

Paae 15 (151
Guiding L i m i t a t i o n - v a l u e s f o r E v a l u a t i o n o f A n a l y s i s ' R e s u l t s
f o r used L u b r i c a t i n g O i l o f t h e Detergent, HO Type.
Max. Value
Parameter Min. Value
Max. V a r i a t i o n
S p e c i f i c G r a v i t y , Max. V a r i a t i o n
Flash P o i n t ( Open Cup ) Min. 1 8 0 ~ ~
V i s c o s i t y . Max. V a r i a t i o n
T o t a l A c i d Number ( TAN ) Max. 2
Strong A c i d Number ( SAN ) Max. 0,l
A l k a l i n i t y . T o t a l Base Number ( TEN )

f o r MOO-operation Min. 3
f o r HFO-operat i o n Min. 7
Water
Fresh Max. 0,2-0.5 %
Sal i n e Max. 0,l %
Conradson Carbon Max. 3 %
Noncoagul a t e d
Pentane I n s o l u b l e s Max. 5 X
Noncoagul a t e d
Benzene I n s o l u b l e s Max. 2 %
Ash Content, Max. V a r i a t i o n

' Working Card
Page 1 (3) Centrifugal Bypass Filter 515-15.00
Edilion 01 H
/
j
Safety precautions: Special tools:
0 Stopped engine Plate no Item no Note

Shut-off starting air
0 Shut-off cooling water
0 Shut-off fuel oil
0 Shut-off cooling oil
U Stopped lub. oil circul.
Description:
Gleaning procedure, cleaning inte~als.

Maintenance intervals and procedures. Hand tools:
Big adjustable spanner.

Tools for cleaning.
Starting position:
Isolate the filter for lub. oil inlet
Related procedure:
Manpower:
Wolking time : 1 hour

Capacity 1 man Replacement and wearing parts:
Plate no hem no QY
Data for pressure and tolerance (Page 500.35) 51515 398 1IFiher
Data for torque moment (Page 500.40) 51515 408 IlFiker
Declaration of weight (Page 500.45) 51515 421 IlFiher
--
96.03- ESOS
515-15.00 Centrifugal Bypass Filter Wcnking Card ,
Edilion 01H PPeeZ(3I
Cleaning Procedure, see Plate 51515 Note: Failure to do so could cause an outof-
balance condition which will accelerate bearing
and spindle wear,
1) Isolate the fiher by closing the valve for
lubricating oil inlet to the filter. 7) Clean nozzlewith brasswire. Examinetopand
bottom bearings in tube assembly. If damaged or
2) Slacken cover clamp ring (266). Unscrew co- worn - replacetube assemblycomplete. ExamineO-
ver fixing nut and lift off cover. ring (063) and renew if damaged.
3) Lift off rotor assembly having allowed oil to 8) Reassemble rotor complete and tighten top
drain from nozzles. The rotor should be removed nut.
and replaced on the spindle with extreme care in
order to ensure that the bearings are not damaged. 9) Examine spindle journals. If damaged or worn 7
- replace with body assembly complete.
4) Unscrew rotor cover nut (026) and separate
cover (038) from body. 10) Reassemblefilter complete checking that ro-
tor revokes freely. Then replace filter body cover.
Tighten cover nut and secure safety clamp. The
clamp ring should be securely fined at all times and
the filter should not be run without the clamp ring
Wed.
11) Open for lubricating oil.
12) With filter ~ n n i n g

check all joints for leakage.
Check for excessive vibration.
-
Maintenance Bearings and Spindle
All rotors are conectly balanced before leaving the

factory. An out-of-balancecondition can occur as a
I
result of an uneven build up of sludge in the rotor or
as a result of excessive bearing or spindle wear.
Dependent on the conditions, wear will eventually

take place on the spindle and bearings and these
should be replaced with factory fitted assemblies
Fig I CcenVifugal Bypass niter
only.
5) Remove stand tube (075) and clean.
6) Remove sludge from insidethe rotorby means

of a spatula and wipe clean. Ensure that all rotor
components are throughly cleaned and free from
deqosits of dirt before reassembling the rotor.
96 03 - ESOS
,-I
worlong Card 515-15.00
f Page3 ( 3 ) Centrifugal Bypass Filter Edlwn 01H
To Check Bearing Clearances The maximum clearances when new are 0,08 mm at
top and 0,06 mm at bottom bearing. If the clearance
This is most easily done by applying a dial gauge to exceeds 0,25 mm top or 0,2 mm bottom then check
the outside of the mtor opposite each bearing in turn the sizes of the individual components and replace
and measuring the total play thus: as necessary.
1 Apply dial gauge and measure play. Spindle top journal diameter 14,98 Minimum
Spindle bottom joumal diameter 21$3 Minimum
2) Tum rotor 90' and repeat measurement. Top bearing bore diameter 15.06 Maximum
Bottom bearing bore diameter 21,69 Maximum
I, . 3) Re-applydial gauge at 90" to previousposition
and repeat. Thespindleandbody assembly andthe rotor bearing
fl- lube assembly are factory assembled items and
4) Turn rotor 90" and repeat. should only be replaced with complete assemblies.
The highest reading is the play in the bearing.

C
!
-
96 03 ESOS
-
LUBRICATING O I L PUMP PLATE 31501-12
LUBRICATING OIL PUMP PLATE 31501-12
Cap n u t tlattemetri k
Gasket Pakning
Nut Metrik
S p r i n g housing Fjederhus
Pin Stift
Soc kc t Muffe
Gasket Pakning
Cover Oaksel
Screw Skrue
Spring Fjeder
Cyl inder Cy 1 i nder
Piston Stempel
Pump housing Pumpehus
Key Feder
Bush Besning
Screw Skrue
End cover Endedaksel
Screw Skrue
Bush Basn ing
short kort
long lang
Self locking nut Selvldsende m e t r i k
Gear wheel Tandhjul
Key Feder
Gasket Pakning
Plug screw Propskrue
LUBRICATING O I L FILTER PLATE 31502-09H
-
LUBRICATING OIL FILTER PLATE 31502-09H
Item No.
F i l t e r top, complete F i l t e r t o p , komplet

Guide tube ( s a f e t y Styreror ( s i kkerhed-
f i1t e r ) filter)
Lub. o i l f i l t e r , compl Smereol i e f ilt e r , komplet
Spacer r i n g Afstandsring
F i l t e r element F i l terelement
Drain plug Aftapningsskrue
Cover DBksel
V e n t i n g screw
mm
page 112) Lubricating Oil Cooler 31 503-11 H
Generel
When ordering
plates, @easestale
the serial numbers
of the plates. The
serial numbers ol
the plates can-
lound in the top
nghlhandarnerof
the plates.
.
(See Description
315.10)
31 503-11H Lubricating Oil Cooler ~ !2 12)
P ; ,PI^,
Generel
-
ow.
WE Hor.gon screw
WE Washer
WE Washer
3lIE Pmuura plate
Gasket
DUE Guide bar
DUE Disunce piece
DIlE Frame plate
WE Garksl
DUE screw
DllE C+rnenl
3UE Guide bar

(lor dismantling)
IUE Screw
OWE
OWIC
--
Imm Nos. w e d w ~ m u e m y a v a w
OWJEngns
OVlCylmdn
zr panol a w m p u k1
L U B R I C A T I N G O I L THERMOSTATIC V A L V E P L A T E 31504H
LUBRICATING O I L THERMOSTATIC VALVE 1'1 A T t 311A)rlll

-
Body
Cover
Ring
Seat
Thermostats
O-ring
Stud b o l t , n u t
O-ring
PRELUBRICATING PUMP PLATE 3 1 5 2 0 - 0 1 H
-
PRELUBRICATlNG PUMP PLATE 3 1520-01H

-
0131 Set screw Sats krue

0220 Socket Muffe
0319 Screw Skrue
0408 F r o n t cover Fordeksel
0597 Joint Pakning
0686 Pump casing Pumpehus
.
0775
0864
Counter flange, compl
Joint
Modtryksflange , komplet
Pakning
-
0953 Joint Pakning
1021 Rear cover EndeMsel
1110' Idler rotor F r ilobsrotor
1209 Regulating screw Reguleringsskrue
1398 Retaining r i n g Ldsering
1487 Valve cover Ventildeltsel
1576 S e a l i n g washer Pakni ng
1665 O-ring O-ring
1754 Valve s p r i n g Ventil fjeder
1843 Valve p i s t o n Venti 1s tempel
1932. Power r o t o r Orivrotor
2000 S h a f t seal Aksel t a t n i n g
2199 Drip ring Drm
" 2288' O-ring O-ring
2377' Rotary seal r i n g Tatningsring
2466 S t a t i o n a r y seat S t a t i o n a r sa?de
-1
Plate 51515-01H
Page 1 (2) Centrifugal By-Pass Filter
I
-
94.23 ESOS
Plate
51515-01H Centrifugal By-Pass Filter page 2 (2)
nem nml
-
NO.
- -
No. nu
014 Rotor. eomplata incl. Rohx.Mmpk11M.lt.m 901 l/F

n m ~ m m . 0 7 5 . o26.m8.o63.o7~.io9.
lW.110.171.1D5and 110.171.195og 205 313 IIF
205
325 IIF
026 Cover nut Drekselmmtrik
038 Rotor c o w Rotordabel

337 bntrhwlby- Cenbi(ugal by-paa6
051 Body Sokkel I h , complete fitter. h p k d
063 Qrlng O-ring

E
YE
4 w.
'4 yl.
5 6 cyl.
7-8 cyl.
075 Stend tuba Standrer 349 VF

087 Pin Slin 350 VF kmw Skrve
098 Paper ln..ri PQrindsal6 362 IIF Imkal for mounting Konsol for momering
109 Rotor body Rolorsokkel 374 VF

110 Nozzle W e 388 IIF i.M Pakning
122 Plug (cut on valve) Prop (modlrybventll) 398 IIF p r o parts k k incl. -wedebat, iM.
Im087,218,291 end item 087,278,291 og
134 Spring (cut off valve) Feder (modtryksventil) Dl 301
146 Gaekat (cut Pakning (modtryks- 408 IIF p r a perm klt, lncl. Resewsdeksmt, inkl.
off vaka) ventil) mla,134,146md item122.134.146og
58 158
158 Shuttb (cut Ventilkegle (rnodbyks-
off valve) venlil) 421 IF Ip.n put. kit, Incl. ReservedeW, inkl.
lm063.146.129.230 ilem063.146.229.230
171 Bearing, complete Lejemontering.ko+t
incl. itm1658ndZQ5 inkl. item 1% og 205
195 Circlip w n g
205 Pin stin

229 Gasket Pakning
230 O-ring O-ring
242 Spindle Spindel
254 Body, CompIeta incl. Sokkel, komplet inkl.

n ~ n o s i , i a , i w i 4 6 , lt~m051.122.134.146.
158. a.230 and 242 158,229,230 og 242
266 Cover clamp ring Dmkselspmndering
278 Cover fixing nut Dmkselmabik
291 O-rlng O-ring
(D
When ordering ware pa*. sea also page 500.50. Ved bestilling af reservedele, se ogsA side 500.50. -
2
a.
Qty.lE
QtyJF
=
=
=
Only availabk u pert ot a w r a patin kit.
QtyJEngine
OlyJFiltar
AntaUE
AntaVF =
-. Kun lilgmngeli som en del af et resewedeW.
AntaVMolor
AntaUFmer
-
-
94.23 - ESOS
-7 \
-> ?
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System Z
m
Fuel and Fuel Treatment /

Driven Machinery
Tools
k' '
Engine Data
Operation of Engine
I
Trouble Tracing


I Exhaust Valves and Fuel lnjection Pumps
Turbocharger System
Fuel lnjection Pump
Fuel lnjection
a Camshaft and Camshaft Drive

, Starting System

p Fuel Oil System
" Fuel and Fuel Treatment
I
Driven Machinery
Tools
-
FUEL OIL SYSTEM 316.01
--
E d i t i o n 13H
The f u e l o i l system c o n s i s t s o f f u e l o i l p r i m a r y pump, f u e l o i l f i l t e r , f u e l

pump ( s e c t i o n 310) and f u e l v a l v e ( s e c t i o n 311).
FUEL OIL SURCHARGE PUMP PLATE 31601
The f u e l o i l surcharge pump, which i s of t h e gear pump type, i s mounted t o t h e

f r o n t end o f t h e engine frame and d r i v e n by t h e camshaft through a s p l i n e d
s h a f t coup1 i n g .
The pump housing i s equipped w i t h a s p r i n g l o a d e d a d j u s t a b l e by-pass valve.

which i n open p o s i t i o n connects o u t l e t and i n l e t chambers o f t h e pump.
The o u t l e t pressure o f t h e surcharge pump can be a d j u s t e d b y means o f an ad-

j u s t i n g screw i n t h e by-pass v a l v e assembly.
The surcharge pump i s s i t u a t e d i n t h e f u e l o i l i n l e t l i n e o f t h e engine.

A by-pass l i n e t o t h e surcharge pump w i t h a n o n - r e t u r n v a l v e a l l o w s f o r f u e l
o i l t o be s u p p l i e d t o t h e engine even i n s t a n d s t i l l by g r a v i t y feed o r by a
s e p a r a t e l y d r i v e n f u e l c i r c u l a t i n g pump.
FUEL OIL FILTER PLATE 31602
The f u e l o i l f i l t e r i s a duplex f i l t e r w i t h s l i t - t y p e f i l t e r elements. The

f i l t e r i s equipped w i t h a three-way cock f o r change o f b o t h i n l e t and o u t l e t
s i d e i n t o s i n g l e o r double o p e r a t i o n o f t h e f i l t e r s .
During normal o p e r a t i o n b o t h f i l t e r s s h o u l d be i n o p e r a t i o n , s i n g l e o p e r a t i o n
o n l y t o be used when d i s m a n t l i n g one o f t h e f i l t e r s f o r manual c l e a n i n g o r i n -
spection.
POSITION OF THREE-WAY COCK
-
r i l t---
e r right interrupted F i l t e r l e f t interrupted
This p o s i t i o n i s o n l y f o r This p o s i t i o n i s only f o r

c l e a n i n g o f the r i g h t f i l t e r , Both f i l t e r s i n cleaning o f the l e f t f i l t e r
n o t f o r continuous o p e r a t i o n . operation. n o t f o r continuous o p e r a t i o n .
t F M L OIL SYSTEM 316.02
- DESCRIPTION
E d i t i o n 13H
1987.03.02
Normally the f i l t e r s are cleaned during operation by t u r n i n g the handle on the

f i l t e r housing top a couple o f turns.
511111rltaneously w i t h t u r n i n g of the handle, the d r a i n cock i n bottom of the

t i l t e r housing shou1.d be opened i n order t o d r a i n o f f the d i r t being scraped
o f the f i l t e r element.
If no drainage occurs when the d r a i n cock i s opened. the f i l t e r housing should

I, - be dismantled f o r manual cleaning.
The f i l t e r element i t s e l f should never be dismantled, b u t has t o be replaced

1 f damage o r ma1 function i s experienced.
E d i t i o n 01H
FUEL OIL QUALITY
Page 1 (14)
General Considerations
The q u a l i t y o f a f u e l o i l i s , i n a n a l y s i s data, s t a t e d i n p h y s i c a l and chemical

p r o p c r t i e s , which are d e c i s i v e f o r t h e s u i t a b i l i t y o f t h e f u e l o i l f o r d i f f e -
r e n t a p p l i c a t i o n s . For d i e s e l engine f u e l s the combustion q u a l i t y , the impuri-
t y content, and h a n d l i n g p r o p e r t i e s a r e the main q u a l i t y c r i t e r i a .
Since r e s i d u a l f u e l s a r e t r a d e d and designated according t o v i s c o s i t y , i t has

become conmon p r a c t i c e t o associate v i s c o s i t y w i t h q u a l i t y . This p r a c t i c e can.
e s p e c i a l l y w i t h modern r e s i d u a l f u e l s , be very misleading, as a f u e l o i l o f
low v i s c o s i t y o f t e n can be j u s t as bad, o r even worse, than another f u e l o i l
o f very h i g h v i s c o s i t y .
The q u a l i t y o f r e f i n e r y residues a r e dependent on t h e o r i g i n o f t h e crude o i l ,

the grade o f u t i l i z a t i o n when r e f i n i n g t h e crude o i l , and t h e r e f i n e r y tech-
nique used.
Some o f t h e residues used i n f u e l o i l p r o d u c t i o n a r e o f a v i s c o s i t y r e q u i r i n g

visbreaking, a process which w i l l reduce t h e v i s c o s i t y w i t h o u t improving the
quality a t a l l .
When producing r e s i d u a l f u e l s from visbreaked, cracked residues and from

" s t r a i g h t run" residues, t h e f i n a l adjustment o f v i s c o s i t y t o f u l f i l the r e -
quirements o f the d i f f e r e n t grades o f i n t e r m e d i a t e f u e l s i s done by adding gas
oil.
However. i t i s t o be noted t h a t considerable l o w e r i n g o f the v i s c o s i t y i s a-

chieved by adding a r e l a t i v e l y small amount o f gas o i l , which w i l l g i v e o n l y a
minor improvement o f t h e q u a l i t y of the blend. This means t h a t t h e q u a l i t y t o
a major e x t e n t i s dependent on residues p r e s e n t i n the blend.
As a consequence o f t h e p o s s i b l e v a r i a t i o n s i n q u a l i t y o f residues and the i n -

fluence o f adding gas o i l , t h e q u a l i t y o f blended f u e l s can be v a r y i n g even
f o r f u e l o i l s o f equal nominal v i s c o s i t y .
combustion Qua1it y
Combustion q u a l i t y i s t h e a b i l i t y o f t h e f u e l o i l t o i g n i t e and burn i n a pro-

per way. The i g n i t i o n qua1 it y , combustion i n t e n s i t y , lenght and completeness
o f comburtion a r e p r o p e r t i e s i n f l u e n c e d by t h e chemical composition and s t r u c -
ture o f t h e f u e l o i 1.
I g n i t i o n q u a l i t y r e l a t e s t o i g n i t i o n delay, i.e. the time elapsed between

s t a r t o f i n j e c t i o n and t h e s t a r t o f combustion.
I g n i t i o n q u a l i t y i s expressed by the cetane number. d i e s e l index o r cetane i n -

dex, i n I 1 cases the h i g h e r the value, t h e b e t t e r the i g n i t i o n q u a l i t y .
For d i e s e l o i l the i g n i t i o n q u a l i t y i s expressed by the cetane number, deter-
m i n ~ dby a s p e c i f i e d method i n a standard engine running under standard condi-
tions.
E d i t i o n 01H
FUEL OIL QUALITY Page 2 (14)
For r e s i d u a l fuels the i g n i t i o n q u a l i t y can be expressed by t h e d i e s e l index

o r cetan index, b o t h t o be c a l c u l a t e d from physical p r o p e r t i e s such as t h e
a n i l i n e p o i n t , s p e c i f i c g r a v i t y and m i d - d i s t i l l a t i o n temperature. The cetane
number, d i e s e l index o r cetane index of a c e r t a i n f u e l o i l w i l l show reason-
dble c o r r e l a t i o n s between the numerical values.
The combustion c o n d i t i o n o f t h e f u e l o i l s i s normally evaluated from Conradson

Carbon residue and the asphaltene contents.
lmpuri t y Content
Ihc i m p u r i t y content of d i e s e l engine f u e l s should be k e p t as low as possible.

and harmful and unwanted i m p u r i t i e s should, t o t h e g r e a t e s t p o s s i b l e extent,
be removed i n t h e pre-treatment system i n o r d e r t o minimize wear and c o r r o s i o n
o f engine components. I m p u r i t i e s d e r i v e from t h e crude o i l i t s e l f , from r e f i -
w r y processes and from h a n d l i n g and storage o f o i l s . Some i m p u r i t i e s such as
sulphur and vanadium a r e o i l s o l u b l e and t h e r e f o r e impossible t o remove i n a
1.onventiona1 mechanical f u e l o i l treatment system, w h i l e t h e amount o f water
dnd s o l i d i m p u r i t i e s can be reduced by c e n t r i f u g i n g and f i l t r a t i o n .
5 n d , r u s t , metal oxides and c a t a l y s t p a r t i c l e s can be found as s o l i d p a r t i c -

IPSi n f u e l o i l .
Fuel r e l a t e d wear and c o r r o s i o n i n d i e s e l engines takes t h e form o f mechanical

wear and chemically induced c o r r o s i o n , t h e l a t t e r i n the form o f h i g h and low
temperature corrosion.
The s o l i d i m p u r i t i e s and p a r t i c l e s produced d u r i n g combustion, c o l l e c t i v e l y

known as ash, cause mechanical wear o f engine components.
E s p e c i a l l y c a t a l y s t p a r t i c l e s , s i l i c o n e and aluminium oxides and s i l i c a t e s i n

the form o f sand are very abrasive. From vanadium and sodium, c o r r o s i v e ash i n
the form o f oxides, carbonates and sulphates a r e created d u r i n g combustion.
rhe sulphur content of a fuel o i l may l e a d tb low temperature c o r r o s i o n o f

(.ombustion chamber components and formation of deposits on these. The c o r r o -
s i v e e f f e c t i s due t o t h e formation of s u l p h u r i c acid.
Water i n the f u e l o i l may l e a d t o several d e t r i m e n t a l e f f e c t s t o t h e f u e l sys-

tem and t o t h e d i e s e l engine i n general by g i v i n g r i s e t o mechanical and c o r -
r o s i v e wear, as w e l l as f o u l i n g .
Hand1i n g P r o p e r t i e s
Handling o f t h e f u e l , i.e. storage, pumping and treatment, i s m a i n l y a f f e c t e d

hy physical p r o p e r t i e s such as v i s c o s i t y , density. f l a s h p o i n t and pour p o i n t ,
h u t o t h e r f u e l o i l p r o p e r t i e s such as s t a b i l i t y . e m u l s i f i c a t i o n tendency, v i s -
c o s i t y index and t h e n a t u r e and amount o f water and s o l i d i m p u r i t i e s w i l l a l s o
influence t h e hand1 i n g system.
The nominal v i s c o s i t y i s d e c i s i v e f o r t h e preheating temperature necessary t o

o b t a i n adequate v i s c o s i t y f o r pumping, s e t t l i n g , c e n t r i f u g i n g and i n j e c t i o n .
FUEL O I L QUALITY E d i t i o3 n( 101H

Page 4)
The d e n s i t y i n f l u e n c e s the g r a v i t a t i o n a l s e t t l i n g o f water and s o l i d contami-

nants i n s e t t l i n g tanks. S p e c i f i c g r a v i t y i s a l s o an i m p o r t a n t parameter i n
the c e n t r i f u g i n g process. The f l a s h p o i n t i s , f o r s a f e t y reasons. l i m i t e d t o a
minimum o f 600 C by c l a s s i f i c a t i o n s o c i e t i e s and o t h e r a u t h o r i t i e s . The f l a s h
p o i n t i s r e l a t e d t o t h e v o l a t i l i t y o f t h e amount and n a t u r e o f l i g h t e r f r a c -
t i o n s i n t h e f u e l o i l , and m i g h t thus be used t o e s t i m a t e t h e l i a b i l i t y o f
g a s i f i c a t i o n i n non-pressurized p a r t s of t h e f u e l system.
The pour p o i n t d e f i n e s t h e temperature a t which wax c r y s t a l l i z a t i o n w i l l take

p l a c e and p r e v e n t t h e f u e l o i l from f l o w i n g and from b e i n g pumped.
The pour p o i n t t h e r e f o r e must be taken i n t o account when d e c i d i n g t h e presence

and c a p a c i t y o f h e a t i n g c o i l s i n bunker tanks.
Qua1it y Fuel o i l
criteria characteristics Main e f f e c t s
Conradson carbon Ignition ability

Asphal tenes Combustion c o n d i t i o n s
F o u l i n g o f gasways
Sulphur C o r r o s i v e wear
Vanadium Formation o f d e p o s i t s on exhaust

Sod ium valves and turbochargers h i g h
temperature c o r r o s i o n .
lmpuri t y Disturbance o f combustion process

content Increased h e a t - l o a d o f combustion
Water chamber components, f o u l i n g o f gas-
ways, mechanical wear and c a v i t a -
t i o n o f f u e l i n j e c t i o n system.
Mechanical and c o r r o s i v e wear o f

Ash combustion chamber components f o r -
m a t i o n o f deposits.
Mechanical wear o f f u e l i n j e c t i o n
Catalyst fines system, c y l i n d e r l i n e r s and p i s t o n
rings.
Viscosity Temperatures pressures and capaci-

Hand1ing Density t i e s o f f u e l o i l systems f o r storage,
properties Pour p o i n t pumping and pre-treatment.
Flash p o i n t S a f e t y requirements
--
Fuel p r o p e r t i e s a f f e c t i n g d i e s e l engine and f u e l systems

,
1 1 1 1 1 OIL SYSTEM 0316
E d i t i o n 01H
ANALYSIS DATA Pace 4 ( 1 4 )
Comments on A n a l y s i s Data f o r Fuel O i l s
Carbon Residue
The carbon r e s i d u e 0 f . a f u e l o i l i n d i c a t e s it5 coke-forming tendency and can

be used t o determine t h e tendency o f f o r m i n g d e p o s i t s i n t h e combustion cham-
b e r and gasways; t h e h i g h e r t h e carbon r e s i d u e value, t h e h i g h e r t h e f o u l i n g
tendency.
Some changes i n t h e combustion process, r e q u i r i n g adjustment o f t h e maximum

pressure, may a l s o be a t t r i b u t e d t o a h i g h carbon r e s i d u e c o n t e n t . The value
i s measured by standardized c a r b o n i z i n g k s t s , such as t h e Conradson o r Rams-
bottom t e s t s , which g i v e s i m i l a r r e s u l t s .
The non-vaporized r e s i d u e from t h e c a r b o n i z i n g t e s t c o n s i s t s o f carbonaceous

m a t e r i a l and i n o r g a n i c i m p u r i t i e s and i s expressed i n w e i g h t percentage o f
t h e f u e l sample t e s t e d . Carbon r e s i d u e and asphaltene c o n t e n t g e n e r a l l y move
i n p a r a l l e l , b o t h r e l a t e d t o t h e carbon-to-hydrogen r a t i o w i t h i n c r e a s i n g va-
lues f o r higher r a t i o .
The carbon-to-hydrogen r a t i o and t h u s t h e carbon r e s i d u e t o o , i s dependent on

t h e source o f the crude o i l and t h e t y p e o f r e f i n e r y p r o c e s s i n g used.
The e f f e c t o f carbon r e s i d u e i s i m p o s s i b l e t o c o u n t e r a c t by pre-treament o f

t h e f u e l o i l , as c e n t r i f u g i n g o n l y i n f l u e n c e s s o l i d i n o r g a n i c contaminants and
hard a s p h a l t s , which a r e o n l y small amounts o f t h e w e i g h t percentage c a l l e d
carbon r e s i d u e .
Aspha 1tenes
Asphaltenes a r e d e f i n e d as t h e p a r t o f a f u e l o i l sample b e i n g i n s o l u b l e i n
heptane. The c o n t e n t o f asphaltenes i s expressed i n w e i g h t percentage o f t h e
fuel o i l sample t e s t e d .
Asphaltenes, which a r e aromatic, slow-burning, s e m i - s o l i d hydro carbon com-

pounds d i s p e r s e d i n t h e f u e l o i l , have a s i m i l a r e f f e c t on t h e combustion pro-
cess as t h e carbon residue, t h e main impact b e i n g f o u l i n g o f gasways.
The s t a b i l i t y o f t h e f u e l o i l i s r e l a t e d t o t h e c o n t e n t o f asphaltenes.
Asphaltenes a l s o i n f l u e n c e t h e l u b r i c a t i o n p r o p e r t i e s o f t h e f u e l o i l and, i n
extreme cases, h i g h asphaltene c o n t e n t may l e a d t o f u e l pump s t i c k i n g .
Fuel o i l s w i t h a h i g h c o n t e n t o f asphaltenes w i l l have a tendency t o form s l u d -

ge, e s p e c i a l l y i f t h e water c o n t e n t i s a l s o high. The asphaltenes c o n t e n t o f a
f u e l o i l i s i n f l u e n c e d by p r e - t r e a t m e n t , t h e h e a v i e s t s e m i - s o l i d asphaltenes
and asphaltenes bound t o w a t e r a s s l u d g e can be separated by c e n t r i f u g i n g .
D i e s e l Index
D i e s e l index i s a c a l c u l a t e d values f o r d e t e r m i n i n g t h e i g n i t i o n q u a l i t y o f a
f u e l o i l . The i g n i t i o n q u a l i t y i s r e l a t e d t o t h e hydrocarbon composition, para-
f f i n b e i n g o f h i g h q u a l i t y , n-heptanes o f moderate and aromatics o f low q u a l i t y .
,
E d i t i o n 01H
ANALYSIS DATA Page 5 ( 1 4 )
P r o p e r t i e s o f t h e a n i l i n e p o i n t and t h e s p e c i f i c g r a v i t y r e f l e c t , w i t h c e r t a i n
exceptions, t h e hydrocarbon c o m p o s i t i o n o f a f u e l o i l , and a r e t h e r e f o r e used
i n t h e f o l l o w i n g s i m p l e f o r m u l a as an e x p r e s s i o n o f i g n i t i o n q u a l i t y :
D i e s e l index = ( a n i l i n e p o i n t OF x AP-I g r a v i t y ) x 0.01.
The a n i l i n e p o i n t i s t h e l o w e s t temperature a t which equal volumes o f t h e f u e l

and a n i l i n e become j u s t m i s c i p l e . The t e s t depends on t h e f a c t t h a t aromatic
hydrocarbons m i x c o m p l e t e l y w i t h a n i l i n e a t c o m p a r e t i v e l y l o w temperatures,
whereas p a r a f f i n s r e q u i r e c o n s i d e r a b l e h i g h e r temperatures b e f o r e they a r e
completely m i s c i p l e .
Thus a h i g h a n i l i n e p o i n t i n d i c a t e s a h i g h l y p a r a f f i n i c f u e l , and consequently

a f u e l o i l o f good i g n i t i o n q u a l i t y . S i m i l a r i l y , a h i g h API g r a v i t y number de-
notes a low s p e c i f i c g r a v i t y and h i g h p a r a f f i n i c i t y , and a g a i n a good i g n i t i o n
qua1 it y .
The d i e s e l index p r o v i d e s a reasonable i d e a o f t h e i g n i t i o n q u a l i t y , b u t gene-

r a l l y g i v e s f i g u r e s s l i g h t l y above t h e cetane number.
Fuel o i l s w i t h poor i g n i t i o n q u a l i t y and l o w d i e s e l index m i g h t e s p e c i a l l y

cause problems i n t h e s t a r t i n g o f t h e d i e s e l engines and r u n n i n g a t low loads.
I n a d d i t i o n t o s t a r t i n g d i f f i c u l t i e s , a prolonged i g n i t i o n d e l a y may g i v e r i s e
t o a l t e r a t i o n s i n t h e maximum pressure, l e a d i n g t o i n c r e a s e d mechanical o r
thermal load.
Furthermore, f u e l o i l s w i t h poor i g n i t i o n q u a l i t y may cause r e t a r d e d combus-

t i o n and subsequent f o u l i n g o f gasways.
Sulphur
Sulphur i s p r e s e n t i n f u e l o i l m a i n l y i n o r g a n i c compounds, t h e amount p r e s e n t

being expressed as weight percentage of an o i l sample t e s t e d . I f f r e e sulphur
i s present, i t may cause c o r r o s i o n i n t h e f u e l system. The main problem caused
by s u l p h u r i s low temperature c o r r o s i o n . D u r i n g combustion, s u l p h u r oxides a r e
produced i n t h e form o f gasses. Since h u m i d i t y a l s o i s present, s u l p h u r i c a c i d
may be formed on components i n t h e combustion chamber and i n t h e gasways, whe-
r e t h e temperature i s below t h a t o f the dewpoint f o r s u l p h u r i c a c i d .
The d e t r i m e n t a l e f f e c t o f s u l p h u r i n f u e l o i l i s c o u n t e r a c t e d be m a i n t a i n i n g
adequate temperatures o f t h e combustion chamber components and b y u s i n g a l k a -
l i n e l u b r i c a t i n g o i l t o n e u t r a l i z e t h e s u l p h u r i c a c i d produced d u r i n g t h e com-
bustion.
'Vanadium and Sodium
Vanadium and sodium a r e c o n s t i t u e n t s o f t h e ash c o n t e n t . The amounts o f these

a r e measured by a n a l y s i n g t h e r e s i d u e from t h e combustion t e s t used f o r d e t e r -
m i n a t i o n o f t h e ash content.
i f l l l l OIL SYSTCM D316
ANA1.Y S IS DATA
E d i t i o n 01H
Page 6 (14)
The amount o f vanadium and sodium present i s expressed i n ppm, p a r t s p e r m i l -

l i o n by weight r e l a t e d t o t h e f u e l o i l sample b e i n g t e s t e d f o r ash content.
Vanadium d e r i v e s from t h e crude o i l i t s e l f and, being o i l s o l u b l e , i t cannot
be removed from t h e f u e l o i l by conventional pre-treament. Sodium d e r i v e s from
the crude o i l , and a l s o from contamination w i t h - - s a l t water d u r i n g storage and
t r a n s p o r t o f t h e f u e l o i l . Sodium i s water s o l u b l e and, r e g a r d l e s s o f d e r i v a -
t i o n , trends t o combine w i t h t h e water p r e s e n t i n the f u e l o i l .
Owing t o i t s w a t e r - s o l u b i l i t y , i t i s p o s s i b l e t o remove o r reduce t h e amount

o f sodium present i n t h e f u e l o i l . During combustion c o r r o s i v e ash i s formed
from vanadium and sodium.
E s p e c i a l l y i f t h e weight r a t i o o f sodium t d vanadium exceeds 1:3, ash w i t h

very low m e l t i n g p o i n t and s t i c t i o n temperature i s formed g i v i n g r i s e t o h i g h
temperature c o r r o s i o n o f exhaust valves and d e p o s i t f o r m a t i o n i n turbochargers.
I t i s p o s s i b l e t o reduce t h e tendency t o f o r m a t i o n o f d e t r i m e n t a l vanadium-

sodium ash by e f f e c t i v e c e n t r i f u g i n g , which w i l l remove sodium s a l t s t o g e t h e r
w i t h water. I f a v e r y low c o n t e n t o f sodium i s ensured, a r e l a t i v e h i g h vana-
dium content m i g h t be acceptable.
-
Water
The water c o n t e n t o f f u e l o i l i s measured by a standardized d i s t i l l a t i o n t e s t

and i s expressed as a volume percentage o f t h e sample tested. Water i n f u e l
o i l may l e a d t o several d e t r i m e n t a l e f f e c t s o f the f u e l o i l system, c o r r o s i o n
and c a v i t a t i o n o f f u e l pumps and f u e l valves, and cause f o u l i n g o f exhaust
system and turbochargers.
S a l t water, due t o i t s c o n t e n t o f sodium, c o n t r i b u t e s i n combination w i t h va-

nadium t o t h e f o r m a t i o n o f l o w - m e l t i n g c o r r o s i v e ash, which a t t a c k s exhaust
valves and turbochargers. Water, when i t d i s t u r b s t h e f u e l atomization, w i l l
lead t o poor combustion r e s u l t i n g i n h i g h e r heat loads o f t h e combustion cham-
b e r components.
I t i s p o s s i b l e t o reduce t h e water c o n t e n t o f a f u e l o i l p r i m a r i l y by c e n t r i -
fuging, and t h i s should be done t o t h e w i d e s t p o s s i b l e e x t e n t i n o r d e r t o a-
v o i d t h e d e t r i m e n t a l e f f e c t s o f water i n t h e f u e l o i l .
Ash c o n t e n t i s a measure o f i n o r g a n i c non-combustible m a t e r i a l present i n the

f u e l o i l . The ash c o n t e n t i s determined by a combustion t e s t , and i t i s ex-
pressed as a weight percentage r e s i d u e from complete combustion o f t h e o i l
sample tested.
Ash-forming m a t e r i a l s a r e present i n the f u e l o i l as n a t u r a l components o f

crude o i l and due t o e x t e r n a l contamination o f t h e f u e l o i l .
E d i t i o n O1H
ANALYSIS DATA
Page 7 (14)
Ash-forming m a t e r i a l s e x i s t b o t h as s o l i d contaminants and i n s o l u b l e com-

pounds. The s o l i d contaminants may l e a d t o a b r a s i v e wear i n t h e f u e l i n j e c t i o n
system. Ash formed d u r i n g combustion may l e a d t o a b r a s i v e as w e l l as c o r r o s i v e
wear o f combustion chamber components and g i v e r i s e t o formations o f detrimen-
t a l deposits. It i s therefore e s s e n t i a l , t o t h e greatest possible extent, t o
reduce t h e amount of ash-forming m a t e r i a l s by c e n t r i f u g i n g .
S o l i d contaminants such as sand, r u s t , c e r t a i n m e t a l oxides and c a t a l y s t f i n e s

can be removed by c e n t r i f u g i n g , and t h e same goes f o r w a t e r - s o l u b l e s a l t s such
as sodium.
Some o f the components i n c l u d e d i n t h e ash c o n t e n t have been found t o be par-

t i c u l a r l y harmful and a r e t h e r e f o r e s t a t e d i n d i v i d u a l l y i n t h e a n a l y s i s data.
S i l i c i u m and Aluminium Oxides
Residual f u e l s produced be r e f i n e r i e s u s i n g f l u i d c a t a l y t i c c r a c k i n g may be

contaminated by c a t a l y s t p a r t i c l e s i n form o f s i l i c i u m and aluminium oxides.
C a t a l y s t p a r t i c l e s , if any, a r e comprised by t h e v a l u e f o r ash content.
Separate values f o r t h e s i l i c i u m o x i d e s c o n t e n t and t h e aluminium oxides con-
t e n t a r e measured by a n a l y s i n g t h e ash c o n t e n t .
The amount o f s i l i c i u m and aluminium o x i d e s i s expressed i n ppm r e l a t e d t o the

weight o f t h e o r i g i n a l f u e l o i l sample b e i n g t e s t e d f o r ash content.
As c a t a l y s t p a r t i c l e s a r e v e r y h a r d and a b r a s i v e , they can cause extreme me-

c h a n i c a l wear o f t h e f u e l i n j e c t i o n system, c y l i n d e r l i n e r s and p i s t o n r i n g s .
C a t a l y s t p a r t i c l e s , b e i n g s o l i d and i n s o l u b l e , can be removed from t h e f u e l

o i l . The g u i d e - l i n e s f o r dimensioning t h e c e n t r i f u g e s i z e i s based on t h e f a c t
t h a t approx. 1/3 o f t h e c a t a l y s t p a r t i c l e s w i t h r e g a r d t o weight i s removed.
Viscosity
V i s c o s i t y i s a measure o f t h e i n t e r n a l f r i c t i o n o r r e s i s t a n c e o f an o i l t o
flow.
T r a d i t i o n a l l y ' t h e v i s c o s i t y of f u e l o i l s have been expressed i n seconds Red-

wood No. 1 ( s R l ) . '
I n 1977, however, t h i s d e s i g n a t i o n was o f f i c i a l l y superseded by t h e m e t r i c

u n i t o f Kinematic v i s c o s i t y , c e n t i s t o k e s ( c S t ) , and t h e temperature a t which
nominal v i s c o s i t y i s t o be r e l a t e d was a l s o changed.
. C o m e r c i a 1 d e s i g n a t i o n s o f r e s i d u a l f u e l s f o r marine use, s t i l l being r e l a t e d

t o nominal v i s c o s i t y , have thus changed from v i s c o s i t y expressed i n seconds
Redwood No. 1 a t 100° F t o v i s c o s i t y expressed i n c e n t i s t o k e s a t 500 C. The
r e l a t i o n b h i p between t h e two methods o f e x p r e s s i n g t h e nominal v i s c o s i t y i s
shown i n t a b l e .
CUCL OIL SYSTEM D316
E d i t i o n 01H
Furthermore, the d e s i g n a t i o n heavy f u e l o i l (HFO), bunker C f u e l o i l and No. 6

f u e l o i l f o r t h e h e a v i e s t and cheapest grade o f r e s i d u a l f u e l o i l f o r marine
use, have been superseded by t h e comnon d e s i g n a t i o n marine f u e l o i l (MFO) or
i n t e r m e d i a t e f u e l o i l ( I F ) f o r a l l grades o f r e s i d u a l f u e l s f o l l o w e d by a num-
b e r i n d i c a t i n g t h e nominal v i s c o s i t y .
Old d e s i g n a t i o n New d e s i g n a t i o n
Sec. Redwood No. 1/100° F cSt/500 C
The use o f t h e S.I. system a l s o i n f l u e n c e s the nominal v i s c o s i t y d e s i g n a t i o n

f o r marine gas o i l (MGO) and marine d i e s e l o i l (MDO) , b o t h now t o be expressed
i n c e n t i s t o k e s a t 40° C.
V i s c o s i t y i s an i m p o r t a n t parameter i n connection w i t h pumping, pre-treatment

and i n j e c i i o n o f f u e l o i l , s i n c e t h e p o s s i b i l i t y and e f f i c i e n c y o f these p r o -
cesses t o a l a r g e e x t e n t i s dependent on adequate v i s c o s i t y .
Adjustment o f the v i s c o s i t y i n t o adequate values i s p o s s i b l e b y t a k i n g advan-

tage o f the interdependence between temperature and v i s c o s i t y index o f the
fuel o i l .
The nominal v i s c o s i t y o f a f u e l o i l i s t h e d e t e r m i n i n g f a c t o r f o r preheating

temperatures necessary t o o b t a i n adequate v i s c o s i t y f o r pumping, c e n t r i f u g i n g
and i n j e c t i o n o f t h e f u e l o i l , and thus a l s o i s t h e determining f a c t o r f o r the
c a p a c i t i e s o f the preheating equipment i n the f u e l o i l system.
Density
Density i s defined as the mass o f a u n i t volume and i t i s expressed i n g/cm3

a t a temperature o f 15O C.
E d i t i o n 01H
S p e c i f i c g r a v i t y i s t h e r a t i o o f t h e mass o f a g i v e n volume o f l i q u i d a t 600 F

( 1 5 . 6 ~C) and t h e mass of an equal volume o f w a t e r a t t h e same temperature.
For a g i v e n l i q u i d , t h e s p e c i f i c g r a v i t y w i l l g e n e r a l l y g i v e t h e same numeri-
c a l l y as t h e d e n s i t y .
A P I - g r a v i t y i s an a r b i t r a r y s c a l e c a l i b r a t e d i n degrees and r e l a t e d t o speci-

f i c g r a v i t y b y the f o l l o w i n g formula:
141.5
API-gravi t y (degrees =) + 131.5
S p e c i f i c g r a v i ty/600 F
As the formula i n d i c a t e s , t h e A P I - g r a v i t y i s i n i n v e r s e r a t i o t o d e n s i t y and

specific gravity.
D e n s i t y i s an i m p o r t a n t parameter i n t h e c e n t r i f u g i n g process, where separa-

t i n g water and w a t e r - d i s s o l v e d i m p u r i t i e s from t h e f u e l o i l i s based upon the
d i f f e r e n c e i n d e n s i t i e s . I f t h e d e n s i t y of t h e f u e l o i l approaches t h a t o f wa-
t e r , c e n t r i f u g i n g thus becomes l e s s e f f e c t i v e , n e c e s s i t a t i n g reduced f l o w r a t e
and t h e r e f o r e i n c r e a s e d c e n t r i f u g e c a p a c i t y .
ANALYSIS DATA FOR FUEL OILS
Carbon Residue % weight

Asphal tenes % weight
D i e s e l Index
Ash % weight
ENGINE Sulphur % weight
Rf LEVANT % volumen
Water
PROPERTIES
Vanadium PPm
Sod ium PP'"
S i l i c i u m Oxide PPm
Aluminium Oxide PPm
Viscosity sec. Redw.l/lOOO F

cSt/50° C
I'ISTALLATION
Oensi t y
RFLCVANT
PJWPERTIES Flash Point
Pour P o i n t
tWEL OIL SYSTEM 0316
E d i t i o n 01H
ANALYSIS DATA
Paqe 10 ( 1 4 )
The water separation a b i l i t y o f f u e l o i l i s increased by p r e h e a t i n g t h e f u e l

o i l p r i o r t o c e n t r i f u g i n g s i n c e t h e d e n s i t i e s o f f u e l o i l and water change
w i t h t h e temperature a t d i f f e r e n t r a t e s , thus g i v i n g p o s s i b i l i t i e s o f o b t a i n -
i n g optimal d i f f e r e n c e i n d e n s i t i e s .
To some extent, t h e q u a l i t y o f a f u e l o i l can be judged by t h e d e n s i t y , s i n c e

t h i s i s d i r e c t l y p r o p o r t i o n a l t o t h e carbon-to-hydrogen r a t i o , which again i s
i n d i r e c t r a t i o t o a r o m a t i v i t y , carbon r e s i d u e and asphaltene content, b u t i n
reverse r a t i o t o c a l o r i f i c value.
Pour P o i n t
The pour p o i n t i s t h e lowest temperature a t which an o i l w i l l f l o w o r can be

poured. The pour p o i n t i s measured under s p e c i f i e d t e s t c o n d i t i o n s . Fuel o i l
must be stored, handled and pumped a t temperatures above t h e pour p o i n t t o a-
v o i d wax c r y s t a l 1i z a t i o n , which may r e s u l t i n p r e c i p i t a t i o n i n storage tanks,
b l o c k i n g o f f i l t e r s and p i p e l i n e s and p r e v e n t i o n o f pumpability.
Normally t h e pour p o i n t o f r e s i d u a l f u e l o i l does n o t g i v e any problems s i n c e
t h e temperature needed t o reduce t h e v i s c o s i t y t o pumpable l e v e l s w i l l be ade-
q u a t e l y i n excess o f t h e pour p o i n t .
Flash P o i n t
The f l a s h p o i n t o f an o i l i s d e f i n e d as t h e temperature a t which i t g i v e s off

s u f f i c i e n t vapour t o c r e a t e on inflammable m i x t u r e w i t h a i r . This m i x t u r e w i l l
i g n i t e o r f l a s h under t h e i n f l u e n c e o f an open flame, b u t w i l l n o t support t h e
combustion i t s e l f . The f l a s h p o i n t o f f u e l o i l i s normally t e s t e d by t h e Pen-
sky-Martens closed-up method.
I n o r d e r t o p r o v i d e a s u f f i c i e n t margin o f s a f e t y from f i r e r i s k d u r i n g s t o r -
age, handling and t r a n s p o r t a t i o n , f u e l o i l s f o r shipboard use must meet t h e
c l a s s i f i c a t i o n s o c i e t i e s ' requirement of f l a s h p o i n t , l i m i t e d t o a minimum o f
600 C.
- - -
E d i t i o n 01H
FUEL OIL CLEANING Page 11 (14)
P u r i f i c a t i o n Recomnendations
Fuel o i l s a r e always contaminated and should t h e r e f o r e be thoroughly cleaned

f o r s o l i d as w e l l as l i q u i d contaminants b e f o r e use. The s o l i d contaminants i n
the fuel a r e mainly r u s t , sand, d u s t and r e f i n e r y c a t a l y s t s . L i q u i d contami-
nants are mainly water, i.e. e i t h e r f r e s h w a t e r o r s a l t water.
The i m p u r i t i e s can cause damage t o f u e l pumps and f u e l valves, can r e s u l t i n

increased c y l i n d e r l i n e r wear and d e t e r i o a t e t h e exhaust v a l v e seats.
Also increased f o u l i n g o f gas ways and turbocharger blades may r e s u l t from the
use o f inadequately cleaned f u e l o i l s .
E f f e c t i v e c l e a n i n g can o n l y be ensured b y means o f a c e n t r i f u g e . We recomnend

t h e c a p a c i t y o f t h e i n s t a l l e d c e n t r i f u g e s t o be a t l e a s t according t o t h e ma-
k e r ' s i n s t r u c t i o n s . To o b t a i n optimum c l e a n i n g i t i s o f t h e utmost importance
t o operate t h e c e n t r i f u g e w i t h as low a v i s c o s i t y o f t h e f u e l o i l as p o s s i b l e
and a l l o w the f u e l o i l t o remain i n t h e c e n t r i f u g e bowl as l o n g time as pos-
sible.
Low v i s c o s i t y i s obtained by o p e r a t i n g t h e c e n t r i f u g e preheater a t the maximum

temperature corresponding t o the f u e l v i s c o s i t y concerned.
~ -~
CLEANING OF H.F.O. BY CENTRIFUGING
S i n g l e c e n t r i f u g e as p u r i f i e r
Operating
Two c e n t r i f u g e s i n p a r a l l e l
options
I
Two c e n t r i f u o"e s i n s e r i e s
~ -
Optimum o p e r a t i n g c o n f i g u r a t i o n s
Water Content P a r a l l e l operation
Normal below 1% Purifier/Purifier
conditions or
D e n s i t y a t 150 C Series o p e r a t i o n
below 0.991 Purifier + Clarifier
Water Content
above 1%
P a r a l l e l operation
Density a t I S 0 C Purifier/Purifier
Extreme
conditions above 0.991
I I
High Content
Series o p e r a t i o n
Purifier + Clarifier
c a t a l y Osft f i n e s
Especial l y f o r f u e l s above 180 cSt/50° C (1500 sec.Rw/lOOO F) t h e highest pos-

s i b l e temperature 980 C should be maintained i n the c e n t r i f u g e o i l preheater.
FIJFL OIL SYSTEM D316
E d i t i o n 01H
IUEL OIL CLEANING Page 12 ( 1 4 )
The f u e l i s k e p t i n the c e n t r i f u g e as l o n g as p o s s i b l e b y a d j u s t i n g t h e f l o w
r a t e through t h e c e n t r i f u g e so t h a t i t corresponds t o t h e amount of f u e l r e -
q u i r e d by t h e engine w i t h o u t excessive r e - c i r c u l a t i n g . Consequently, t h e cen-
t r i f u g e should operate f o r 24 hours a day except d u r i n g necessary cleaning.
Taking t o d a y ' s f u e l q u a l i t i e s i n t o c o n s i d e r a t i o n t h e need f o r c l e a n i n g c e n t r i -

fuges ( " s h o o t i n g frequency") should n o t be underestimated. C o r r e c t c h o i c e and
adjustment of t h e r e g u l a t i n g screws and/or t h e g r a v i t y d i s c s a r e o f s p e c i a l
importance f o r e f f i c i e n t water removal. The c e n t r i f u g e manual s t a t e s t h e d i s c
o r screk adjustment which should be chosen on t h e b a s i s o f t h e s p e c i f i c g r a v i -
t y o f the fuel.
Normal p r a c t i c e i s t o have a t l e a s t two 2 e n t r i f u g e s a v a i l a b l e f o r fuel clean-

ing. Results from experimental work on c e n t r i f u g e s t r e a t i n g today's q u a l i t i e s
o f r e s i d u a l f u e l have shown t h a t t h e b e s t c l e a n i n g e f f e c t e s p e c i a l l y as r e -
gards removal of c a t a l y s t f i n e s i s achieved when the c e n t r i f u g e s a r e operated
i n s e r i e s , i n p u r i f i e r j c l a r i f i e r mode.
RATE O F FLOW
% RELAIEO l o RAIEO WCIW a CENIRIFUGE
1
Therefore - s e r i e s o p e r a t i o n o f
c e n t r i f u g e s ensuring a makimum o f
safety i s a f u l l y accepted a l t e r -
n a t i v e t o t h e p r e v i o u s l y recom-
mended para1 l e l o p e r a t i o n p r o v i -
ded t h e o p e r a t i n g c a p a s i t y o f
each i n d i v i d u a l c e n t r i f u g e can
handle t h e t o t a l amount o f f u e l
r e q u i r e d by t h e engine, w i t h o u t
exceeding t h e f l o w r a t e recommen-
ded by t h e c e n t r i f u g e maker f o r
OC SEPARATION TEMPERATURE
t h e o p e r a t i n g mode i n question.
I f the i n s t a l l e d c e n t r i f u g e ca-
p a c i t y i s on t h e low s i d e c o r r e s -
ponding t o t h e s p e c i f i c v i s c o s i t y
o f t h e used f u e l o i l , and i f more
than one c e n t r i f u g e i s a v a i l a b l e ,
p a r a l l e l operation i n order t o
o b t a i n an even lower f l o w r a t e
may be considered. However, i n
view o f t h e above r e s u l t s and re-'
commendations s e r i o u s considera-
t i o n s should be g i v e n t o i n s t a l -
l i n g new equipment i n correspon-
dance w i t h today's f u e l q u a l i t i e s
and f l o w recomnendations.
,
E d i t i o n 01H
FUEL OIL CLEANING
Page 13 ( 1 4 )
For t h e d e t e r m i n a t i o n o f c e n t r i f u g i n g c a p a c i t y , we g e n e r a l l y a d v i s e t o f o l l o w
t h e recomnendations o f t h e c e n t r i f u g e maker, b u t t h e curves can be used as a
guidance.
A homogenizer may be i n s t a l l e d i n the f u e l o i l system as a supplement t o the

c e n t r i f u g e s t o homogenize p o s s i b l e water and sludge s t i l l present i n t h e f u e l
a f t e r centrifuging.
FUEL OIL CONDITIONING
Fuel o i l temperature and primary pump pressure have t o be a d j u s t e d according

t o the a c t u a l f u e l o i l q u a l i t y used i n o r d e r t o ensure c o r r e c t atomization, t o
prevent o v e r l o a d i n g o f t h e f u e l o i l system, and t o p r e v e n t g a s i f i c a t i o n .
The f u e l o i l p r e h e a t i n g i s t o be a d j u s t e d i n accordance w i t h t h e v i s c o s i t y o f
the o i l and the f u e l i n j e c t i o n pressure. I f t h e p r e h e a t i n g i s c o n t r o l l e d by
thermostats, these a r e t o be a d j u s t e d a c c o r d i n g t o t h e graph below, which i n -
d i c a t e s t h e p r e h e a t i n g temperature as a f u n c t i o n o f t h e f u e l o i l v i s c o s i t y i n
cSt1500 C.
The v i s c o s i t y should be a t t h e range 12-18 cSt.
F U E L O I L PREHEATING TEMPERATURE, 4-STROKE ENGINES
The cross-hatched area i n d i c a t e s the recommended v i s c o s i t y (12-18 c S t ) a t i n -

j e c t i o n pr.essure.
Exan(p1e: Fuel o i l 180 cSt/500 C (1500 sR1/lOOO F) should be heated t o

110-125° C, r e s u l t i n g i n a v i s c o s i t y i n t h e range 18-12 cSt a t i n l e t
engine.
- FUEL OIL CONOITIONING

E d i t i o n O1H
Paae 14 (14)
The primary pump pressure has t o be increased i n accordance w i t h t h e prehea-

t i n g temperature i n o r d e r t o p r e v e n t gas f o r m a t i o n and a consequent uneven
puml1 f i11 ing:
F U F L 011. P R I M A R Y P U M P PRESSURE.
Thc hatched area i n d i c a t e s the recomnended primary pump pressure as a f u n c t i o n

o f the f u e l o i l v i s c o s i t y .
Example: When r u n n i n g on I F 0 180 t h e f u e l o i l i s heated t o a temperature o f

110-1250 C. A t t h i s temperature range t h e p r i m i n g pump pressure '
should be 4-5 bar.

POSITION OF THREE MAY COCK
F i l t e r a t l e f t i n operation F i l t e r a t r i g h t i n operation
This p o s i t i o n i n use when This p o s i t i o n i n use when

f i l t e r a t r i g h t has t o be 00th f i l t e r s i n f i l t e r a t l e f t has t o be
opcned f o r maintenance. operation. opened f o r maintenance.
llem No.
Fuel o i l f i l t e r . Briendsel sol i e f i1 t e r .

complete kompl e t
F i 1 t e r element F i l terindsats
Gasket Pakning
Drain cock, complete Aftapningshane, komplet
Union Forskruning
Pipe Rer
I
WbY
P q d 112) I Fuel Oil Leakage Alarm 31605-01H
mak
31605-01H Fuel Oil Leakage Alarm P.ro. 2 (2)
Flange
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Cooling Water System r-
Treatment of Cooling Water Fi
/
Driven Machinery
Tools
Engine Data
Operation of Engine
Trouble Tracing

' Piston and Connecting Rod

Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Fuel arad Fuel Treatment
: Cooling Water System
' Treatment of Cooling Water
Driven Machinery
* Tools
E d i t i o n 10H
The cooling water system consists of two separate systems.
Thc low temperature c i r c u i t for c o o l i n g the charging a i r and the l u b r i c a t i n g

o i l . and the a1 ternator i f the l a t t e r i s watercooled.
The high temperature c i r c u i t ( j a c k e t water) i s used f o r c o o l i n g o f the c y l i n -

der u n i t s .
The low temperature system i s normally cooled by sea water o r raw water, but
i s often cooled by means o f a central f r e s h c o o l i n g water system.
The high temperature system i s always cooled by f r e s h water.
80th systems are c i r c u l a t e d by engine-driven, o r e l e c t r i c driven centrifugal

P'J"'PS-
The heat picked up by the f r e s h water i s d i r e c t e d t o the f r e s h water cooler,
i n which the heat i s transferred t o and removed by sea water.
~ n order t o maintain constant fresh water temperature a thermostatic valve i s

i n s t a l l e d a t cooling water o u t l e t from engine.
This automatic 3-way valve, a c t i n g as a d i v e r t i n g valve, i s maintaining con-

s t a n t temperature o f the cooling water o u t l e t from engine by allowing p a r t of
the water flow t o by-pass the fresh water cooler.
I n case o f damage t o the fresh water c o o l i n g system the engine can be cooled
w i t h sea water; i f so, the engine load must be reduced t o approx. 70 per cent
of the normal, and the c o o l i n g water o u t l e t temperature must n o t exceed 450 C
t o avoid deposits o f s a l t i n c y l i n d e r jackets and c y l i n d e r heads.
Cooling Water Pumps Plate 31701 and 31702
The engine can be equipped w i t h b u i l t - o n f r e s h water pumps.
The pumps are o f the c e n t r i f u g a l type and mounted on the f r o n t end cover o f
the enqine and driven through a toothed gearing.
The pump bearings are l u b r i c a t e d automatically w i t h o i l from the l u b r i c a t i n g

o i l system o f the engine.
. I f a pump leaks and the s h a f t sealing r i n g s are worn, i t i s recomnended t o re-

place the s h a f t seal (see i n s t r u c t i o n section 301, data 317).
P r o t e c t i o n a g a i n s t Corrosion i n Freshwater Cooling System
I n order t o reduce t h e r i s k of s e r v i c e d i f f i c u l t i e s o r i g i n a t i n g i n t h e c o o l i n g
water. such as c o r r o s i o n o r t h e formation o f deposits which can r e s u l t i n , i n -
s u f f i c i e n t heat t r a n s f e r , i t i s necessary t o t r e a t t h e c o o l i n g water. We r e -
c ~ m i e n dt h a t t h i s treatment i s c a r r i e d o u t according t o t h e f o l l o w i n g proce-
du I-e:
1. Clean thc c o o l i n g water system.
2. F i l l up w i t h deionized o r d i s t i l l e d c o o l i n g water ( f o r example from the

freshwater generator) w i t h c o r r o s i o n i n h i b i t o r added.
3. Carry o u t r e g u l a r checks o f t h e c o o l i n g water system and t h e c o n d i t i o n

o f the c o o l i n g water.
Observance o f these precautions, and c o r r e c t v e n t i n g o f t h e system, w i l l r e -

dt~ces e r v i c e d i f f i c u l t i e s caused by t h e c o o l i n g water t o a minimum.
1. Cleaning o f t h e Cooling Water System
Before s t a r t i n g t h e i n h i b i t i o n process, any e x i s t i n g deposits o f l i m e

o r r u s t , o r any o i l sludge, should be removed i n o r d e r t o improve t h e
heat t r a n s f e r and t o ensure u n i f o r m p r o t e c t i o n o f t h e s u r f a c e by means
o f the i n h i b i t o r .
The c l e a n i n g should comprise degreasing t o remove o i l sludge, and des-

c a l i n g w i t h a c i d afterwards t o remove r u s t and l i m e deposits.
Ready-mixed c l e a n i n g agents. s p e c i a l l y made f o r c l e a n i n g t h e c o o l i n g

water system, can be obtained from companies s p e c i a l i z i n g i n c o o l i n g
water treatment. These companies o f f e r assistance and c o n t r o l o f the
treatment i n a l l major p o r t s . A number of these companies a r e mention-
ed i n t h e enclosed l i s t . We p o i n t o u t t h a t t h e d i r e c t i o n s g i v e n by them
should be c l o s e l y followed. It i s of p a r t i c u l a r importance t o f l u s h t h e
system completely a f t e r cleaning.
Cleaning agents e m u l s i f i e d i n water as w e l l as s l i g h t l y a l k a l i n e c l e a -

n i n g agents can be used f o r t h e degreasing process, whereas ready-mixed
c l e a n i n g agents which i n v o l v e t h e r i s k o f f i r e must o b v i o u s l y n o t be
used.
. For descaling w i t h acid. e s p e c i a l l y products based on amino-sulphonic

acid. c i t r i c acid, and t a r t a r i c a c i d a r e recomnendable, as these acids
a r e u s u a l l y o b t a i n a b l e as s o l i d substances, e a s i l y s o l u b l e i n water.
and do n o t e m i t poisonous vapours.
The cleaning agents should n o t be d i r e c t l y admixed, b u t should be d i s -

solved i n water and then added t o the c o o l i n g water system.
Normally, cleaning can be executed without any dismantling o f the en-

gine. We p o i n t o u t t h a t the water should be c i r c u l a t e d i n the engine t o
achieve the best possible r e s u l t .
As cleaning can cause leaks t o become apparent i n poorly assembled

j o i n t s o r p a r t l y d e f e c t i v e gaskets, inspection should be c a r r i e d o u t
during the cleaning process. The a c i d content o f the system o i l should
also be checked imnediately a f t e r cleaning, and 24 hours afterwards.
2. Cooling Water - Inhibitors
The f i l l i n g - u p w i t h c o o l i n g water and the admixture o f the i n h i b i t o r i s

t o be c a r r i e d o u t d i r e c t l y a f t e r the cleaning i n order t o prevent f o r -
mation o f r u s t on the cleaned surfaces.
2.1. Raw Water
The formation o f l i m e stone on c y l i n d e r l i n e r s and i n c y l i n d e r heads

may reduce the heat t r a n s f e r , which w i l l r e s u l t i n unacceptably h i g h
temperatures i n the material.
Therefore, i t i s recommended t h a t deionized o r d i s t i l l e d water ( f o r ex-

ample from the freshwater generator) i s used as cooling water.
However, on account o f i t s l a c k of hardness, t h i s water w i l l be r e l a t i -
v e l y corrosive, and corrosion i n h i b i t o r should therefore always be ad-
ded.
If deionized o r d i s t i l l e d water cannot be obtained, normal d r i n k i n g wa-

t e r can be used i n exceptional cases. I f so, the t o t a l hardness o f the
water must not exceed 90 dH (German hardness degrees).
Furthermore, i t should be checked t h a t the pH value o f the water l i e s
hetween 5-8 a t 20° C.
The chloride, c h l o r i n e , sulphate, and s i l i c a t e contents are also t o be

checked. These contents should n o t exceed the f o l l o w i n g values:
Chloride 50 P P ~ (50 mg/l it r e )

Chlorine 10 - (10 mg/l i t r e )
Sulphate 100 - (100 mgll it r e )
Silicate 150 - (150 mg/litre)
There should be no sulpide and amnonia content. Rain water must n o t be

used, as i t may be h e a v i l y contaminated.
IREATMENT OF COOLING WATER E d i t i o n 09H
I t should be noted t h a t s o f t e n i n g o f the water does n o t reduce i t s s u l -

phate and c h l o r i d e contents.
2.2. Corrosion I n h i b i t o r s
l o p r o t e c t freshwater c o o l i n q svstens i n marine d i e s e l enoines a q a i n s t

corrosion, various types o f i n h i b i t o r s a r e a v a i l a b l e .
Generally, o n l y n i t r i t e - b o r a t e based i n h i b i t o r s a r e recomnended.
A number o f t h e products marketed by m a j o r companies a r e s p e c i f i e d on

the enclosed l i s t , together w i t h t h e necessary dosages and admixing
procedures. We recornend t h a t these d i r e c t i o n s a r e s t r i c t l y observed.
Treatment o f t h e c o o l i n g water w i t h i n h i b i t i n g o i l s i s n o t recommended,

as such treatment i n v o l v e s t h e r i s k of o i l adhering t o t h e heat trans-
m i t t i n g surfaces.
Chromate i n h i b i t o r s must n o t be used i n p l a n t s connected t o a fresh-

water genera t o r .
Evaporated c o o l i n g water i s t o be replaced w i t h n o n i n h i b i t e d water,

whereas a l o s s of water through leakage must be replaced w i t h i n h i b i t e d
water.
When overhauling i n d i v i d u a l c y l i n d e r s , a new dosage o f i n h i b i t o r must,

i f necessary, be added i n m e d i a t e l y a f t e r completing t h e job.
3. Checking o f the Cooling Water System

and the Cooling Water d u r i n g Service
I f t h e c o o l i n g water i s contaminated d u r i n g s e r v i c e , sludge o r deposits
may form. The c o n d i t i o n of t h e c o o l i n g water system should t h e r e f o r e be
r e g u l a r l y checked, e s p e c i a l l y if deionized o r d i s t i l l e d water i s n o t
used. I f deposits are found i n t h e c o o l i n g spaces, these spaces or, i f
necessary, the e n t i r e system should be cleaned.
According t o experience, a z i n c galvanized c o a t i n g i n t h e freshwater

c o o l i n g system i s o f t e n very s u s c e p t i b l e t o c o r r o s i o n , which r e s u l t s i n
heavy formation o f sludge, even i f the c o o l i n g water i s c o r r e c t l y i n h i -
b i t e d . The i n i t i a l d e s c a l i n g w i t h a c i d w i l l , t o a g r e a t extent, remove
t h e galvanized coating. Generally, t h e r e f o r e , we advise against the use
o f galvanized p i p i n g i n t h e freshwater c o o l i n g system.
The q u a l i t y o f the c o o l i n g water i s t o be checked r e g u l a r l y , i f pos-

s i b l e , once a week. The i n h i b i t o r concentration, t h e pH value, which
should be 7-10 measured a t 200 C, and c h l o r i d e concentration, which i s
normally n o t t o exceed 50 ppm (50 m g f l i t r e ) , should be determined.
-
For t h i s purpose t h e i n h i b i t o r manufacturers n o r m a l l y supnly simple

test kits.
The c o n c e n t r a t i o n o f i n h i b i t o r must under no circumstances be allowed

t o f a l l below t h a t recomnended b y t h e producer, as t h i s would increase
the r i s k o f corrosion.
The water sample f o r these t e s t s i s t o be taken from t h e c i r c u l a t i n g

system, and n o t from t h e expansion tank o r t h e p i p e l e a d i n g t o i t .
A c l e a r r e c o r d of a l l measuring r e s u l t s should be kept, s o t h a t t h e ac-

t u a l c o n d i t i o n and t r e n d of t h e system may be c u r r e n t l y a s c e r t a i n e d and
evaluated.
A sudden o r gradual i n c r e a s e i n t h e c h l o r i d e c o n t e n t o f t h e c o o l i n g
water may be i n d i c a t i v e o f s a l t w a t e r leakages. Such leakages a r e t o be
t r a c e d and r e p a i r e d a t t h e f i r s t o p p o r t u n i t y . A c h l o r i d e c o n t e n t i n the
c o o l i n g water h i g h e r t h a n t h e 50 ppm s p e c i f i e d m i g h t , i n e x c e p t i o n a l
cases, be t o l e r a t e d . However, i n t h a t case t h e upper l i m i t s p e c i f i e d by
the i n d i v i d u a l i n h i b i t o r s u p p l i e r must n o t be exceeded.
A sudden o r gradual decrease i n pH value, o r an i n c r e a s e o f the sulpha-

t e content, may i n d i c a t e exhaust gas leakage. The pH v a l u e can be i n -
creased by adding i n h i b i t o r ; however, if major q u a n t i t i e s a r e neces-
sary, t h e water s h o u l d be r e p l a c e d .
Every t h i r d month a c o o l i n g w a t e r sample should be s e n t ashore f o r l a -

b o r a t o r y a n a l y s i s , i n p a r t i c u l a r t o a s c e r t a i n t h e contents o f i n h i b i -
t o r , sulphate, and i r o n , as w e l l as t h e t o t a l s a l i n i t y o f the water.
CLEANING AND INHIBITING PROCEDURE

--
The engine must n o t be r u n n i n g d u r i n g t h e c l e a n i n g procedure, as t h i s may i n -
v o l v e t h e r i s k o f o v e r h e a t i n g when d r a i n i n g .
Degreasing
Use c l e a n t a p water f o r filling-up. The c o o l i n g water i n t h e system can be

used, i f i t does n o t c o n t a i n i n h i b i t o r s .
.Heat t h e water t o 600 C and c i r c u l a t e t h e w a t e r c o n t i n u o u s l y .
D r a i n t o lowest water l e v e l i n expansion tank.
Add t h e m o u n t o f degreasing chemi.ca1 s p e c i f i e d by t h e s u p p l i e r , p r e f e r a b l y

from the s u c t i o n s i d e o f t h e f r e s h w a t e r pump.
<
Drain t o lowest water l e v e l i n t h e expansion tank d i r e c t l y afterwards.
C i r c u l a t e t h e c l e a n i n g chemical f o r t h e p e r i o d s p e c i f i e d by t h e s u p p l i e r .
.The
. c o o l i n g water system must n o t be k e p t under pressure. Check, and r e p a i r
any leaks.
l l r a i n t h e system and f i l l up completely w i t h c l e a n t a p water, i n o r d e r t o

f l u s h o u t any o i l o r grease from t h e tank.
C i r c u l a t e the water f o r 2 hours, and d r a i n again.
I k s c a l i n g w i t h Acid S o l u t i o n
F i l l up w i t h c l e a n t a p water and heat t o 70-750 C.
Dissolve t h e necessary dosage o f a c i d compound i n a c l e a n i r o n drum w i t h h o t

water.
Be c a r e f u l - use p r o t e c t i v e spectacles and gloves.

For engines which have been t r e a t e d before t h e t r i a l t r i p , t h e lowest concen-
t r a t i o n recomnended by t h e s u p p l i e r w i l l n o r m a l l y be s u f f i c i e n t .
For untreated engines, a h i g h e r c o n c e n t r a t i o n - depending on t h e c o n d i t i o n o f

t h e c o o l i n g system - w i l l normally be necessary.
F i l l t h e drum h a l f up w i t h water and s l o w l y add t h e a c i d compound, w h i l e s t i r -

r i n g vigorously. Then f i l l t h e drum up completely w i t h h o t water w h i l e con-
t.inuing t o s t i r (e.g. using a steam hose).
Drain some water from t h e system and add t h e a c i d s o l u t i o n v i a t h e expansion

tank.
The c o o l i n g water system must n o t be p u t under pressure.
Keep t h e temperature o f t h e water between 70° C and 75O C and c i r c u l a t e i t

constantly. The d u r a t i o n o f t h e treatment w i l l depend on t h e degree o f f o u l -
ing. Normally, t h e s h o r t e s t time recommended by t h e s u p p l i e r w i l l be s u f f i -
c i e n t f o r engines which a r e t r e a t e d b e f o r e t h e t r i a l t r i p . F o r untreated en-
gines, a longer time must be reckoned w i t h . Check every hour, f o r example w i t h
pH-paper, t h a t t h e a c i d i n t h e s o l u t i o n has n o t been used up. A number o f des-
c a l i n g preparations c o n t a i n c o l o u r i n d i c a t o r s which show t h e s t a t e o f t h e a c i d
s o l u t i o n . I f t h e a c i d content i s exhausted, a new a c i d s o l u t i o n can be added,
i n which case, the weakest recomnended c o n c e n t r a t i o n should be used.
The s o l u b i l i t y o f acids i n water i s o f t e n l i m i t e d . Therefore i f , i n excep-

t i o n a l cases, a l a r g e amount i s required, d e s c a l i n g can be c a r r i e d o u t i n two
stages w i t h a new s o l u t i o n o f a c i d compound and c l e a n water. Normally t h e sup-
p l i e r w i l l s p e c i f y t h e maximum s o l u b i l i t y .
-
A f t e r completing the descaling, d r a i n the system and f l u s h w i t h water. Acid

residues can be n e u t r a l i z e d w i t h clean tap water containing 10 kg soda per ton
o f water. C i r c u l a t e the m i x t u r e f o r 30 minutes, then d r a i n and f l u s h the sy-
stem.
The c o o l i n g water system must n o t be put tinder pressure.

.-
Continue t o f l u s h u n t i l the water used i s n e u t r a l ( p a~p p r o ~ . 7 ) .
Adding o f I n h i b i t o r s .
F i l l up the c o o l i n g water system w i t h water from the evaporator t o the lowest

water l e v e l i n the expansion tank.
Weight out the q u a n t i t y o f i n h i b i t o r s s p e c i f i e d by the s u p p l i e r and dissolve

i n a clean i r o n drum w i t h h o t water from the evaporator.
Add the s o l u t i o n v i a the expansion tank t o the system. Then f i l l up t o normal

water l e v e l w i t h water from t h e evaporator.
Allow the engine t o r u n f o r n o t l e s s than 24 hours t o ensure t h a t a stable

p r o t e c t i o n of the c o o l i n g surfaces i s formed.
Subsequently, t e s t the c o o l i n g water w i t h a t e s t k i t ( a v a i l a b l e from the i n -

h i b i t o r s u p p l i e r ) t o ensure t h a t an adequate i n h i b i t o r concentration has been
obtained.
This should be check every week.
The a c i d content o f the system o i l i s t o be checked d i r e c t l y a f t e r the des-

c a l i n g w i t h acid, and again 24 hours afterwards.
--
NITRITE.BOkATE CORROSION INHIBITORS E d i t i o n 09H
Maker's minimum
Name o f Del iv e r y Recomnended
Firm
Inhibitor Form Dosage, kg/ t o n
C o o l i n g water
A t l a s Products & A t l ~ sC 11 Liquid 12
Services L t d . A t l a s C 12 Liquid 23
IKrith, Kent, England A t l a s C 14 Powder 2.5
I ) I A Prosim Rll I 1 m Powder

Vilry-sur-Scine. France
DRFW Chemical Corp. Ameroid

New York, U.S.A. DEWT-NC Powder
Gamlen Chemical Company, Gamcor NB Powder

Ilxbridge, England
llouseman Hegro C o o l t r e a t 101 Powder

Uurnham, Slough, England
Magnes Mari tec Boroni t e Powder

lnternational Inc.
Idyewater, New Jersey
1J.S.A.
Nalfloc Limited N a l f l e e t 9-121 Powder

Nortwich. Cheshire,
Ingland
The P e r o l i n Company, I n c . Formet 326 Powder

Wilton, Connecticut,
U.S.A.
Aochem ships Eq. A/S Rocor NB Powder

Oslo, Norway
"VECOM" B.V. Vecom D9Y Powder

Maassluis, H o l l a n d
I h e l i s t i s t o be used as a guide and must S u i t a b l e cleaners can

n o t be considered complete. We undertake n o r m a l l y be s u p p l i e d
no r e s p o n s i b i l i t y f o r d i f f i c u l t i e s t h a t b y these f i r m s .
might be caused by these o r o t h e r w a t e r
treathents.
Ihc f i r m s a r e l i s t e d i n a l p h a b e t i c a l o r d e r .
0147 Plug screw Props k r u e

0236 Gasket Pakning
0325 Pump housing ( f r e s h - Pumpehus ( f e r s k -
water) vand)
0414 Key Feder
0503 Nut Mstrik
d 6 9 2 Impeller Lsbehjul
0781 Screw Skrue
-870 Rotating sealing Roterende pakdase
4 9 6 9 Sealing r i n g Tztningsring
Bearing housing Lejehus ( f e r s k -
(freshwater) vand)
Shaft Aksel
Circlip Lasering
Key Feder
Gear wheel Tandhjul
Lock p l a t e Sikring
Nut Mstri k
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery 2
(3
Tools
.k .
?E' . n g i n e Data
Operation of Engine
\
Trouble Tracing


I, .

Turbocharger System
b
Fuel lnjection Pump
Fuel lnjection
-
%
I
' Camshaft and Camshaft Drive

, Starting System

-
Fuel Oil System
Fuel agd Fuel Treatment
s%
m Driven Machinery
-
Tools
DRIVEN MACHINERY 318.01
DESCRIPTION Edition 05
The engine can be turned by means o f s t a r t i n g a i r . Open t h e i n d i c a t o r valves

on t h e c y l i n d e r s , depress t h e s t a r t i n g b u t t o n of t h e p i s t o n valve, and cau-
t i o u s l y open t h e shut-off valve on t h e s t a r t i n g a i r r e c e i v e r , so t h a t t h e
engine t u r n s slowly.
The engine can a l s o be turned with a b a r r i n g rod used a lever i n t h e holes
i n t h e flywheel.
3 9%
C
Engine Data
Operation of Engine
Trouble Tracing


Turbocharger System
Fuel lnjection Pump
Fuel lnjection

Starting System

Fuel Oil System
Driven Machinery
Tools
,k* -
iL.
Engine Data
b
Operation of Engine
Trouble Tracing

' Operating Gear for Inlet Valves,

b , Turbocharger System
Fuel lnjection Pump
Fuel lnjection
I Control and Safety Systems

I Starting System

-
I Fuel Oil System

1/ E:
Driven Machinery
Tools
TOOLS 319.51
HYDRAULIC TIGHTENING
Plate 31951
Nu15 on studs provided w i t h threaded ends f o r a h y d r a u l i c tensioning t o o l may

be loosened and tightened only w i t h the special t o o l s supplied. P l a t e 31951
i l l u s t r a t e the design and use o f a h y d r a u l i c t o o l .
The hydraulic t o o l s c o n s i s t of a jack w i t h i n t e r n a l thread t o s u i t the draw

thread on the stud o r b o l t , and a spacer r i n g (base) which i s t o be placed
under the jack and around the n u t t h a t i s t o be loosened o r tightened. The
jack i s connected t o a high-pressure pump. which i s set t o d e l i v e r hydraulic
o i l a t the pressure indicated on the j a c k and i n the data sheets f o r the en-
gine plant. The stud o r b o l t concerned i s thereby lengthened t o the o i l pres
sure applied and the p i s t o n area, and the n u t can be loosened o r tightened,
respectively, w i t h the a i d o f a t o m y bar.
The jacks must never be overloaded o r exposed t o blows o r impacts. They are
marked w i t h a "Max. l i f t " , which must n o t be exceeded.
i n the hydraulic t o o l s which a r e so designed t h a t the pressure i s r e l i e v e d a t

the bottom o f the pressure chamber i n the event t h a t the "Max. l i f t " l i m i t i s
exceeded, the o i l w i l l be' pressed o u t i n t o the space between the stud and the
spacer r i n g .
When the pressure i s r e l i e v e d i n t h i s way, the lowermost sealing r i n g w i l l i n
most cases be damaged. Therefore inspect and, i f necessary, replace t h i s sea-
l i n g ring.
The o i l which i s used must be pure hydraulic o i l o r t u r b i n e o i l . O i l s such as,

f o r instance, l u b r i c a t i n g o i l (system o i l ) o r c y l i n d e r l u b r i c a t i n g o i l must
NOT be used as these o i l s are normally a l k a l i n e which can damage the suppor-
t i n g rings.
NOTE: WHEN USING HYDRAULIC TOOLS EYE PROTECTORS SHOULD BE USED.
a. Dismounting o f nuts.
1. Carefully clean the draw thread, the n u t and the surrounding parts.
mixture.
.2. Position the base around the n u t i n such a p o s i t i o n t h a t the tomny bar can
be used through the s l o t o f the base f o r unscrewing the nut, and so that
:.he .ni 11i n g f o r the f e e l e r blade i s turned towards the contact face f o r
the :rt.
TOOLS
Screw the jack on t o the draw thread and a d j u s t so, t h a t t h e clearances (S)
between the p i s t o n and the c y l i n d e r , t o provide f o r c o n t r a c t i o n o f the
holtfstud, i s approximately o n e - t h i r d o f the "Max. l i f t " stamped on the
tool .
Check t h a t the c y l i n d e r i s t i g h t against the base and t h a t the base i s g u i -
ded i n the recess o f the c y l i n d e r .
Connect high-pressure pump t o the quick coupling on the jack, loosen the
venting screw, and f i l l up w i t h o i l u n t i l i t flows out of the venting screw
without a i r bubbles, whereafter the venting screw should be closed
Now r a i s e the o i l pressure t o the pressure stated on the jack. I f the nut
cannot be loosened w i t h the pressure, increase the pressure slowly while
continuing t o see whether the n u t has loosened by means o f the tomny bar.
however, the pressure must n o t exceed the stated pressure by more than 10%.
If the nut i s s t i l l not loose, t e s t w i t h a 0.05 mn f e e l e r blade whether the
nut i s clear o f the support. I f the n u t i s c l e a r but cannot be loosened.
reduce the pressure u n t i l the blade can j u s t be i n s e r t e d under the nut.
whereafter t r y t o loosen the n u t by knocking the tomny bar. I f the nut i s
not c l e a r o f the support, i t must be presumed t h a t the n u t has been t j g h t e -
ned w i t h a wrong pump pressure, so the pump pressure must again be increas-
ed u n t i l the nut can be loosened.
Examine the b o l t and nut f o r deformities and check the manometers o f the
pump.
Uy means o f the tommy bar, screw the n u t upwards and check t h a t i t does not
go against the c y l i n d e r of the jack.
Relieve the o i l pressure from the system.
Remove the connection t o the pump and dismount the h y d r a u l i c jack.
Tightening o f nuts
Carefully clean the draw thread, the n u t and the surrounding parts.
mixture.
Screw the nut on the thread and t i g h t e n l i g h t l y w i t h the tomny bar, check
w i t h 0.05 mn f e e l e r blade t h a t i t l i e s t r u e around the whole circumference.
Place the base around the n u t i n such a p o s i t i o n t h a t the tomny bar can be
used through the s l o t of the spacer r i n q when t i g h t e n i n g the n u t and so
t h a t the m i l l i n g f o r the f e e l e r blade i s turned towards the contact face
f o r the nut.
Press the p i s t o n and the c y l i n d e r f i r m l y together. Screw the hydraulic jack

on t o the draw thread. Make sure t h a t the c y l i n d e r o f the jack bears f i r m l v
against the spacer r i n g and t h a t the p a r t s are guided c o r r e c t l y together.
r
TOOLS 319.53
The h i g h - p r e s s u r e pump i s t o be connected t o t h e q u i c k c o u p l i n g on t h e

jack, t h e v e n t i n g screw loosened and t h e pump f i l l e d w i t h o i l u n t i l i t
flows o u t , w i t h o u t a i r bubbles from t h e v e n t i n g screw, w h e r e a f t e r t h e ven-
t i n g screw i s t o be c l o s e d .
Now r a i s e t h e o i l pressure i n t h e j a c k t o t h e s t a t e d pressure, w i t h maxi-

mum d e v i a t i o n + 21
0
T i g h t e n t h e n u t l i g h t l y w i t h t h e tomny b a r through t h e s l o t i n t h e base

and check t h a t i t l i e s t r u e a g a i n s t t h e c o n t a c t f a c e by means o f t h e 0.05
mm f e e l e r blade.
The o i l pressure i n t h e system can now be r e l i e v e d , t h e connection t o t h e

pump removed and t h e j a c k dismounted.
A f t e r t i g h t e n i n g new s t u d s o r b o l t s f o r t h e f i r s t time, do n o t remove t h e

j a c k b u t loosen t h e n u t as s t a t e d under "dismounting o f n u t s " items 5 t o 7.
Then t i g h t e n t h e n u t a g a i n as s t a t e d i n items 6 t o 8. T h i s i s done t o r e -
duce t h e e f f e c t s f r o m permanent deformations, i f any, on t h e c o n t a c t faces
and i n t h e studs ( b o l t s ) from t h e f i r s t t i g h t e n i n g .
Maintenance
The h y d r a u l i c t o o l s r e q u i r e no maintenance except exchange o f s e a l i n g r i n n s

on r a r e occasions. Each r i n g groove i s p r o v i d e d w i t h an o - r i n g and a sup-
p o r t i n g r i n g . When exchanging r i n g s , i t i s i m p o r t a n t t o f i t them so t h a t
t h e s u p p o r t i n g r i n g s a r e f u r t h e s t away from t h e p r e s s u r e chamber as shown.
Before assembling p i s t o n and c y l i n d e r again, check t h a t t h e s l i d i n g faces
a r e c l e a n and w i t h o u t scores. The presence o f metal p a r t i c l e s would r u i n
t h e s e a l i n g r i n g s . When assembling p i s t o n and c y l i n d e r , use t h e t o o l
31951/0140. The o i l which i s used must be pure h y d r a u l i c o i l o r t u r b i n e
o i l . O i l such as, f o r instance, l u b r i c a t i n g o i l (system o i l ) o r c y l i n d e r
l u b r i c a t i n g o i l must NOT be used as these o i l s a r e n o r m a l l y a l k a l i n e which
can damage t h e s u p p o r t i n g r i n g s .
T i q h t e n i n g w i t h t o r q u e spanner
Before t h e n u t s a r e screwed on, t h e threads and t h e c o n t a c t faces should

be greased w i t h a m i x t u r e o f g r a p h i t e and o i l i n t h e p r o p o r t i o n 1 : l o r
w i t h "Molykote" grease, t h e t i g h t e n i n g torques b e i n g based on a c o e f f i -
c i e n t o f f r i c t i o n i n t h e threads.
The n u t s should f i t e a s i l y on t h e thread, and i t should be checked t h a t

they bear on t h e e n t i r e c o n t a c t face.
I n t h e case o f new n u t s and studs, t i g h t e n and loosen t h e n u t s 2 o r 3 t i -

mes so t h a t t h e t h r e a d may assume i t s d i f i n i t e shape, thus o b v a i t i n g t h e
r i s k loose nuts.
TOOLS 319.54
- IIGHTENING-UP INSTRUCTIONS E d i t i o n 06
Nuts secured w i t h a s p l i t p i n are tightened t o the s t a t e d torque and then

t o the next s p l i t - p i n hole.
The following i n s t r u c t i o n s apply t o the use and maintenance o f torque

spanners:
Rahsol torque spanner
The handle o f the torque spanner i s provided w i t h a scale i n d i c a t i n g the

torque a t which the spanner can be set.
For s e t t i n g the spanner a t the torque required, there i s a b a l l on a smal

a n a t the end o f the handle.
When p u l l i n g the b a l l w i t h the a n outwards, a small crank handle i s f o r -

med.
A spring-loaded s l i d e i n the handle i s provided w i t h a mark which, when
turning the crank handle, can be s e t a t the required torque on the scale.
The torque spanner functions as follows:
The above-mentioned s ~ r i n qacts an a awl system i n the handle. and when

using the spanner, t h i s pawl system w i l l be- released when the i r e - s e t t o r -
que has been reached, a t which moment a small j e r k i s f e l t i n the spanner
and a small c l i c k i s heard.
The torque spanner must n o t be used f o r torque higher than those stamped
on i t , and i t must n o t be damaged by hammering on i t o r the l i k e .
TOOLS 319.55
APPLICATION AN0 OESIGNATION OF TOOLS E d i t i o n OlH

Paae 1 ( 5 )
The contents o f t h i s l i s t o f t o o l s are a sumnary o f STANDARD TOOLS f o r normal

maintenance, EXTRA TOOLS f o r reconditioning. TOOLS f o r LOW DISMANTLING HEIGH.
and HAND TOOLS which can be supplied from HYUNDAI HEAVY INDUSTRIES CO., LTD
ENGINE & MACHINERY O I m I O N . Thus, t h e l i s t comprises the t o t a l e x t e n t of
t o o l s a v a i l a b l e f o r t h i s engine type.
For each s p e c i f i c p l a n t , t h e amount o f t o o l s d e l i v e r e d depends i n t h i s respect

on c o n t r a c t u a l s p e c i f i c a t i o n s .
The t o o l s l i s t e d are assembled i n s e c t i o n s corresponding t o the s p l i t - u p o f

the i n s t r u c t i o n book and t o t h e s e c t i o n t o which t h e t o o l s apply.
Iiowever, some t o o l s , such as hand t o o l s , torque spanners, h y d r a u l i c t o o l s etc.,

may a l s o be used i n o t h e r a p p l i c a t i o n s . Information about e x a c t use o f the
t o o l s appears from t h e r e l e v a n t s e c t i o n s i n t h e i n s t r u c t i o n book.
Not o n l y are special t o o l s which might be p a r t o f t h e HYUNDAI HEAVY INDUSTRIES

CO.LTD ENGINE & MACHINERY DIVISION, supply mentioned o r i l l u s t r a t e d i n
d e s c r i p t i o n s o f overhaul procedures, b u t a l s o c m o n hand t o o l s and machining
t o o l s which a r e u s u a l l y a v a i l a b l e on board ships.
I n the f o l l o w i n g , the t o o l s a r e marked according t o the group t o which they be-

1ong .
STANDARD TOOLS a r e marked : S
EXTRA TOOLS a r e marked : E
TOOLS FOR LOW DISMANTLING and HAND TOOLS a p p l y t o separate paragraphs (319.56
and 319.57) i n the l i s t .
TOOLS 319.55
E d i t i o n 01H
5 : Standard Tools
No. Plate Item
-
Section 3 0 5
Au to1 og 1
H y d r a u l i c t o o l f o r main b e a r i n g
studs, complete 1
Lever 2
Dismantling t o o l f o r bearing s h e l l s 1
Supporting t o o l 2
Wire f o r b e a r i n g cap 2
Turning r o d 1
D i s t r i b u t i n g piece 1

Section 3 0 6
S D i s t r i b u t i n g piece 1
S Hose 4
S Hose 1
S H y d r a u l i c j a c k , complete 1
S O i l pump 1
S Support 1
S L i f t i n g b r a c k e t f o r c y l i n d e r head 1
. S D i s m a n t l i n g t o o l f o r valves, complete 1
S Wrench f o r r i n g n u t , f u e l v a l v e l i n e r 1
S G r i n d i n g mandrel f o r f u e l v a l v e l i n e r 1
TOOLS 3.19.55
E d i t i o n OlH
5 : Standard Tools
No. Plate 1 tem
E G r i n d i n g machine f o r valve seats
E Dismantling t o o l f o r valve seat r i n g s
E Disc
E Mounting t o o l f o r v a l v e s e a t r i n g s
S Handle
S Grinding d i s c
E Grindstone
E Honing brush
E Waste t r a y . complete
S Grinding t o o l
S L i f t i n g t o o l f o r c y l i n d e r l i n e r . complete
E Work t a b l e f o r c y l i n d e r head
Piston a n d Connecting Rod

Section 307
S I n t e r n a l 1 i m i t gauge, complete
5 Guide r i n g f o r p i s t o n
S Retaining t o o l f o r c y l i n d e r l i n e r
S P i s t o n r i n g opener
S Seegers forceps
. S Guide p i n
E E x t r a c t o r t o o l , complete
S Eye screw
TOOLS 319.55
s : Standard Tools
No. Plate 1 tem
E : Extra Tools off No. No.
-
S Shackle 1 30761 1231
O p e r a t i n g G e a r f o r I n l e t Valves,
Exhaust V a l v e s a n d F u e l I n j e c t i o n Pumps
Section 308
S Wrench f o r t h r u s t piece i n f u e l
pump r o l l e r guide 1 3085 1 0 152
E G r i n d i n g machine 1 30851 024 1
S Feeler gauge f o r i n l e t valve 2 30851 0330
S Feeler gauge f o r exhaust valve 2 30851 0429
Turbocharger System
Section 309
E Cleaning v e s s e l , complete 1 30951 0834
S Spanner 1 3090% 20'10
Fuel Injection Pumps

Section 310
S Special spanner f o r f a s t e n i n g f o r
f u e l pump 1 31051 0290
Fuel lnjection
Section 3 1 1
S Extractor f o r f u e l valve 1 31151 0148
E G r i n d i n g r i n g f o r v a l v c scat 1 31 151 0237
. S Testpump,complete 1 31152 0117
S Cleaning needles i n packing tube, compl. 1 31152 0751

,-
TOOLS 319.55
E d i t i o n 01H
APPLICATION AN0 DESIGNATION OF TOOLS Pane 5 ( 5 )
S : Standard Tools
Yo. Plate Itern
E : E x t r a Tools ~ f f No. No.
-

Section 3 12
S P i n gauge 1
S P i n gauge 1

Section 313
S Spanner f o r a d j u s t i n g t h e
overspeed t r i p 1

Specification and Treatment of Lub. Oil
Section 3 15
E R o l l e r mandrel 1
Tools
Section 3 19
S Max pressure i n d i c a t o r 1
S Torque spanner 1
S Torque spanner 1
S Compression t o o l 1
. !j Magnifier 1
.-
TOOLS 319.56
Edition OlH
SPECIAL TOOLS FOR LOW DISMANTLING HEIGH Paae 1 ( 1 )
Cylinder H e a d and Cylinder Liner

S e c t i o n 306
For l i f t o f c y l i n d e r l i n e r :
No. Plate Item
off No. No.
-
L i f t i n g t o o l , complete 1 30662 0182
Piston and Connecting R o d

Section 307
For l i f t o f p i s t o n and connecting rod:
C o l l a r f o r connecting rod, complete 30 76 1 1329
Shackle f o r p u l l l i f t 30761 1507
P u l l l i f t , complete 30 76 1 0162
TOOLS 319.57
E d i t i o n O1H
HAND TOOLS ( E X T R A T O O L S )
Page 1 ( 2 )
Tools lo. '1 a t e Item

Section 3 19 l-
ff No. No.
-
Set o f open end spanner. comprising: 1
Spanner 1 2310
Spanner 1 2312
Spanner 1 2313
Spanner 1 2314
Spanner 1 2317
Spanner 1 2319
Spanner 1 2322
Spanner 1 2324
Spanner 1 2327
Spanner 1 2330
Spanner 1 2332
Spanner 1 2336
Spanner 1 2341
Spanner 1 2346
Spanner 1 2350
Set o f socket spanners, small s e t .

comprising: 1 0100
Ratchet
S l i d e T-handle
Universal j o i n t
Extension
Extension
Socket
Socket
Socket
Socket
Socket

Set o f socket spanner. l a r g e s e t .

comprising: 1 0 150
Ratchet 20 mn
S l i d e T-handle 20 mn
Con t .
TOOLS 319.57
E d i t i o n 01H
HAND TOOLS ( E X T R A T O O L S ) Page 2 ( 2 )
No. Plate l tern

off No. No.
Universal j o i n t 20 mn
-
Extension 20.0200
Ex t e n s i o n 20.0400
Socket 24 mn
Socket 27 mn
Socket 30 mn
Socket 32 mn
Socket 36 mn
Socket 41 mn
Sct o f socket wrenches f o r i n t e r n a l hexagon,

comprising: 1 0160
Socket wrench 7 nm
Socket wrench 12 mn
Socket wrench 14 mn
Socket wrench 17 mn
Socket wrench 19 mm
Set o f socket wrenches f o r i n t e r n a l hexagon.

comprising: 1 0161
Socket wrench
Socket wrench
Socket wrench
Socket wrench
Socket wrench
Socket wrench
Socket wrench
Socket wrench
Socket wrench
P l i e r f o r lock r i n g . s t r a i g h t 1 0119
P l i e r f o r lock r i n g , s t r a i g h t 1 0120
\
- Wollung C a d 319-1
PW 112) Max. Pressure Indicator E~1m0111
General
I
Salely precaulions: Speclal l o o k :
O Stopped englne Ptale rm llcn~

no Nolr?
0 Shut-offstaflq alr
fl Shut-offcoolmg water
0 Shul off fuel 011
Shut-offcool~ngod
0 Stopped lub 011c~rcul
I Descriplion:
Operation.
Overhaul intervals tiand loots:
D~srnantlmg, overhaul and assembly
Allen key, 3 and 6 rnm
Starling posilion:
I Related procedure:
Man power: Replacement and wearing parts:
Work~ngtime . xxx Hours Plate no tlem no Oly pr cyl

Capacity : xxx man
I Data:
See plate 31956 01 H
Data lor pressure and tolerance

Data for torque mmenl
Oeclaratmn UI weight
1 EdbmOlH
319-1 1 Max. Pressure Indicator
WorLlng C r d
Paom 2 121
General
Operating:
1) Open the indicalor valve and blow through

sholtly.
2) Connecl lhe max. pressure indicator lo the

indicalor valve, and open lhc valve.
3) Afler 3-5 seconds seconds read the max

pressure on the gauge.
The measuring period should not exceed 30 se-

conds.
4) Close the indicalor valve and open the valve

screw (5). lig. 1
5) Disconnccl the nlax pressure ind~calorand

I Hou6mg 2 Allen saw
close the valve screw.
3 Scalmg 4 Screw
5 Valve screw
6) Carry on measuring lhe remaining cyl~nders
Overhaul Inlervals:
1 ) Aller 200 measuring periods dismounl and 4 ) Aller separaling ol [lie upper and lower pa0
clean !he non-relurn valve. II the pressure drop lake 011 !he non.relurn valve assembly.
wilhin 60 seconds is higher lhan 5 bar (lesl pressure
100 bar) we recommend lo relap the non-relurn 5) Lap lhe valve and the valve seal
valve
6) Renew the sealtng nng (3) and screw (2), il
2) Aller 1.000 measuring periods or after 12 necessary.
monlh use check the pressure gauge.
7 ) When mounling lhe upper and lower pad
please lake care lo use original screws only.
Attenlion: For lesling the pressure drop and the
pressuregaugeuseonly exhausl gasor nitrogengas 8) Coallhescrew (2) wilhmolykoleandtighlento
and never oil.' In caseof usingoil c a h n willdeposil 10 Nm.
inside the measuring inslrumenl.
9) Aller assembly the inslrumenl can be used
wilhout any new calibralion.
Dismantling and Assembly.
1) Dismount the valve screw (5). fig. 1 Check o l the pressure gauge:
2) Turn the screw (4) inlo the instrument lo 10) Testing of the instrument should only be made
ens@ dismounting of Ihe housing (I). by experts, so we recommend to send the instru-
ment to HYUNDAI HEAVY INDUSTRIES CO. LTD.
3) Loosenthe screw (2) (4 pieces) lor separating ENGINE & MACHINERY DIVISION for calibration.
upper and lower part.
-
Ouick coupling
Pulling thread
Venting screw
Piston
Cylinder
Sealing rings
Base
Tommy bar
Nut
Stud or bolt
0140 Compression tool Samnenpresnings-

verktej
TOOLS ( E X T R A TOOLS) PLATE 31953-05H
Combined box and open-ended spanner

Tolns 'LATE 31953-O5H
Item No.
Spanner Negle
Spanner Negle
Spanner Negle
Spanner Negle
Spanner Negl e
Spanner Negle
Spanner Negle
Spanner Negle
Spanner Negle
Spanner Neg 1 e
Spanner Negle
Spanner Negle
Spanner Negle
Spanner Negle
Spanner Negle
TOOLS (EXTRA TOOLS) PLATE 31954-03H
TOOLS PLATE 31954-03H
item No.
Socket spanner. Topnagleset, l i l l e

small s e t
Socket spanner. Topnegleset, s t o r t
large set
Socket wrench s e t f o r Unbraconeglesaet,
i n t e r n a l hexagon. komplet
complete
Socket wrench s e t f o r Unbraconaglesaet
i n t e r n a l hexagon
,
Tool s PLATE 31555-08li

Tools PLATE 31955-03H
P I h lor lock rlna
P l h tor ID& rho

PU.r lor lDcr r k g
Torqw m p m r
!a%120Nrn.
15-wb.n
PU.r tor lock rlng
,-
PW
pq.1(2)
Max Pressure Indicator 31956-01H
General
P(lb
Max. Pressure Indicator P ~ Oz (2)
Non return valve.

complde incl. scab
mnd housing screws
Conmting nut
*Kt. we*= 101
-
TOOLS PANEL (EXTRA TOOLS) PLATE 3 1 9 6 0 - 0 l H
Item No.
L i f t i n g straps f o r Mire f o r l e j e o v e r f a l d
main bearing
P i n wrench - h i g h pres- Negle f o r h e j t r y k s r e r
sure f u e l pipe
T - handle Hdndtag
P i n spanner Tapnegle
Ring inpact spanner Slagnegle
Spanner f o r s t a r t i n g Negle f o r s t a r t e l u f -
a i r pipe rer
Seegers forceps Tang f o r s i k r i n g s r i n g
Piston r i n g opener Stempelringstibner
Turning r o d Ternestang
Eyebolt f o r p i s t o n B j e b o l t f o r steinpel
Levers f o r main Vzgtstang f o r hoved-
bearing caps lejeoverfald
Extractor f o r f u e l Trekverktej f o r br.
va 1ve ventil
Tools f o r lub. o i l Valsedorn f o r smere-
cooler 01 i e k e l e r
Holding n u t Holder
Guide tube Styrerer
Tool panel Varktejspanel
'I

-
---
TOOLS PANEL (EXTRA TOOLS) PLATE 31961-0th
Benaevnelse
--. ..-.
Waste t r a y f o r honing Tragt f o r honing

Mounting d r i f t - Monteringsvwktoj -
valve seat rings v e n t i 1saderinge
Extractor - valve Aftrekker - ventil-
seat r i n g scmder ing
Grinding tool f o r Slibevarktnj for h r .
seat f o r fuel valve v e n t i 1sade
Tool panel Vacrktajspanel
Grinds tone S l ibesten
-
Tools PANEL (EXTRA TOOLS) PLATE 31962-01H
A)FYUNDPI -a
Item No.
01 Wrench Negle
02 Socket spanner Topnegl e
04 Check p i n Kontrolpind
05 Retaining t o o l - Modkold - c y l i n d c r -
cylinder l i n e r forinq
07 Guide r i n g f o r p i s t o n S t y r e r i n g f o r stcmpel
08 P i n gauge f o r crank- Sparrndl for. krumtap
shaft
09 P i n gauge f o r cam- Spzrmdl f o r s t y r e -
shaft aksel
10 L i f t i n g tool f o r Lsfteverktej for
11 Grinding handle f o r Slibevzrktej for
12 Mounting t o o l f o r Monteringsverktej f o r
valves ventiler
13 Guide f o r main bearing Styr f o r lejeoverfald
17 Tool panel Vdrktsjspanel
18 Grinding r i n g f o r Slibering f o r brwd-
f u e l valve ventil

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Instructions for plants based on engine type 23

The i n s t r u c t i o n s e a r n t h e purpose t o provide general information f o r

P a r t I i s t h e b a s i c i n s t r u c t i o n manual f o r t h e p a r t i c u l a r engine supplied

The basic i n s t r u c t i o n manual i s subdivided i n s e c t i o n s . In t h e s e c t i o n s

When designations with a " D M a r e used in drawings o r t e x t they r e f e r t o

. P a r t I1 comprises d e t a i l e d information of a u x i l i a r y and a n c i l l a r y equip-

The instructions consist of 2 volumes designated Part I respectively Part II

DESIGNATION OF CYLINDERS, ENGINE SIDES AND

Control side / Camshaft side / L e f t side

L e f t side Right side

' Engine Data

Engine Performance and Condition

Engine Frame and Bedplate

Cylinder Head and Cylinder Liner

Piston and Connecting Rod

Operating Gear for Inlet Valves,

Fuel Injection Pump

Camshaft and Camshaft Drive

Control and Safety Systems

Lubricating Oil System

Fuel Oil System

- Engine Performance and Condition

Engine Frame and Bedplate

Cylinder Head and Cylinder Liner

Piston and Connecting Rod

' Turbocharger System

Fuel lnjection Pump

" Camshaft and Camshaft Drive

. Control and Safety Systems

Lubricating Oil System

Cyl. Nos. available 54-74

Power range 525-1280 kW (715-1740 BHP)

Speed 72017501900 rpm

Strokelbore ratio 1.33:l

Piston area per cyl. 398 crn2

Swept volume per cyl. 11.9 1tr.

Compression ratio 131

Max. combustion pressure 130 bar

Turbocharging principle Ccnstaflt pressure system and intercooling

Fuel quality acceptance HFO up to 7W cSU5O' C (BSMA 1W-M9)

Power!ay-out tACR version ECR version UCR venton

Speed v 7 a 7% 720 750

Mean plslon speed msec 7.2 7.5 7.2 7.5

Mean eflsctve pressure / bar 1 18.2 1 18.1 1 14.7 1 14.7

Mar. mmbusuan pressure

medoad raung (10%) allowable in 1 hour for ever/ 12 hours

150 115 120 1 76

S t a r t i n g a i r p r e s s u r e , minimum ............ 7 bar

S t a r t i n g a i r pressure a t engine i n l e t , normal . 7 - 9 bar

Normal V :at Full load Alarm Set point Autostop o l engine

ub. 04, level in base hame \L 28RAH 213 lorubigh level

:uel Oil System

Exhaust Gas and Charge Air

Campressed Air Syslem

Speed Control System

F o r remarks t o some p a r a m e t e r s , see o v e r l e a f .

Remarks t o individual Parameters

A. Fuel Oil Pressure, HFO-operation.

When operating on HFO, the system pressure must be s u f f i c i e n t t o depress any