(DAIHATSU) TYPE | SECTION BEFORE RUNNING DAIHATSU DIESEL ENGINE i 1. Read the following rules for correct and safe operation of Daihatsu Diesel Engines before use. 2. Engine specifications and separate assembly drawings shall have priority over this manual. 3. In case of change in the fuel oil and/or in the working load, which is not shown in the ‘specification, necessitated after delivery, some modification is necessary on the engine side. ooo | Turbocharger Hydraulic governor (Woodward, Diese! Kiki and others) Remote auto control unit and protective units Automatic temperature control valves (for lubricating oil, cooling water, etc.) Reduction gears and operating units « Marine propulsion engine Generator 2... eeeee «+. Engine for generator Heavy fuel oil system related parts 0.00... When heavy fuel oil is used Other units as per special specification Contents of this manual are subject to change for improvement without notice I DL-20DAIHATSU ‘SECTION 2 1, General Description of Engine ‘The Daihatsu DL-20 Type Diese! Engine offers excellent performance and durability with special design emphasis on simple and sturdy construc- tion, easy operation, compact size, light weight ang high output. Designed in accordance with various standards, rules and regulations (NK, AB and LR), it has ‘many applications a8 marine propulsion engine, auxiliary engine and stationary engine for power generation and power sources for various systems. All the components parts are manufactured under the mass-production system and the strin- gent quality control system employed at Daihatsu plants to have complete interchengeability, and aro available in enough quantities at all times. ‘Output is af the flywheel end of the crankshaft ‘The opposite end is referred to as the front of the engine, where all operation apparatus and gauges are arranged. Cylinder numbers shall be 1, 2, 3 and so on, starting with the one locating at the front-most position. DL-20Type Diesel Engine comesin 6-ylinder models ‘equipped with turbocharger and air-cooler.Itis wide- ly adaptable to special specifications that it can easily be adapted to remote and automatic control systems ‘and also to MO system setup. General Description of Engine GENERAL (Example) (6) DLON ~ 20(L)(F)(S) (6)... +++. Number of eylinders DL@)..... Medium speed, vertical ype ) Marine propulsion engine 20......... Cylinder bore (em) wm Modified for reverse rotation (e) Modified for front end power takeoff (8).......- Modified for bottom install tion sole plate design Notes: 1) Rotating direction of engine when viewed. from engine flywheel side, shall bedefined 8 follows: ‘Clock wise rotation of fiywhee!: ‘Normal rotation Counterclockwise rotation of flywheel: Reverse rotation 2) Cylinder numbers shall be 1, 2, 3, and so (on, as below. Flywheel 050000 H| 87-6DAIHATSU GENERAL TRE] SECTION "Cross-section DL-20 | SHEET Lou20 Jz[us]DAIHATSU ‘SECTION 2 GENERAL Engine Specifications ‘Engine for generator and for general power unit | Marine Propulsion engine Model __epun20 should sting | OP*MOer TDC) ° roy - Lid Close (after T.D.C.) 125° Fuel nozzle injection pressure 300 kg/cm? Refer tothe factory operation tet result asthe Maximum explosion pressure 135 kg/em* values vary with individual engine specifications ted output Presure of olinger safety valve aes {etet press) Note: These values vary with each engine, For actual values, refer to engine nameplate and operation test rosult sheet, DL-20 | A| 87-6SECTION ENGINE ADJUSTMENT STANDARDS | TYPE 3 . - HEET Operating Spec DL-20 [SHEE ‘im Setng hem Design Vai |(émergency sop Remats _ _ Setting) ‘esoring wo turbocharer Intake air specifications Sing a : 15 20~30 Stati prowere of tank had loa *6.0~6.0) should be considered Pressure | Lubricating oil 40~5.0 2.52.0) _. \(kefem*) Rocker arm lubricating oil 06 ~1.2 03 ee ae ‘Tank head and external piping Sar? [oot conditions sould We couse z Specie for operation wth Note coolant presre 10~30 fea fo intake air | Bain net w0~50 Gxlnder outst : #0 exhaust xs [ Turbocharger ne 380 | Acorting to turbocharger = + eats Turbocharger outlet 480 a : nal vo te 65sec. RW No.1 [a0 see, RW No-l| vogies ar for teny cl aslo! | Engin inlet UNO 8 RON] nes ae or ary to Baga ne s0~ 00 6 Temper- | Lubricating 7 2 gue. | Engine outlet, 7 & {ile of LO cote) Engine inet 70 Tease of inet control atom | fcketine [sage outlet | 75 350) | Incase of cutet contol system cooting] Water) [ve seat coo ‘water Hing water outlet, °° _ Cooter | au = certs leneineinee | 24~32 Notes: 1) Lower limit values are used for pressure settings; upper limit values are used for temperature settings for alarm and emergency stop. 2) Thermometer for measuring temperature of exhaust gas at turbocharger inlet is special specification. 3) Whether or not alarm and emergency stopping devices are provided depends on specifications. 4) The value shown with * is that with heavy fuel oil rated for 3,500 sec., RW No.1, 100°F. '5) The design value shown in the above table are those when the engine is operated at the rated speed. Cc} 89-5DAIHATSU ENGINE ADJUSTMENT STANDARDS. Capacity of Lubricating Oil and Cooling Water (wait: 9 T tem Capacity | Remarks | | Engine 10 . 60... A 50 [a Bl... 73m? Lubricating oitcooter | $2 ‘ a AL sVIRIGI turbocharger 5. 7 B Turbochar 1 Ao VrRé) Lubricating oi — Lubricating ol tank recommendeg, | A¢¢ording to fuel oll porperty and bath ee) ded. | engine specifications Rocker arm oil tank 10 | - | = In oa (Sump type) eel eeet toe eA -UG-8 — a : ee are BA...9.7m, Bo... 73m? Lubricating ot cooter | S800 ees Se LVTRI61 Cooling water | Turbocharger " A 8 pi aon VIRI6) A DK30 Air cooler BoA on. . aioe Note: Capacity in this table may differ according to specifications. DL-20 |A| 87-6DAIHATSU ENGINE ADJUSTMENT STANDARDS a Tightening Torque Table ae ‘Names of bolts and nuts Size Caran Gerace Cylinder head tightening nut M30 x 2.0 E 41 1S Main bearing mounting nt e020 | ar 75 | Tie bot marx20 | at @ Connecting rod bol “Paeoze | a | RRC TER FO Balance weight mounting Bot 3002.0 | a6 @ | Flywheel mounting bote wasx3.0 | 30 70 uel cam tightening nat maxis | 0 ve Main | Camshaft drive gear tightening mut | M42x1.5 6 100 | bots |“ Nozio aide amp mat Mass | is al tuts [Nozze holder tightening nut Miox20 | 24 7 [Fuel nozzle mounting cap nut M28 x 1.5 2 10-13, * Rocker arm shaft holder tightening nut @ | M22x2.5 32, 23 Rocker arm shaft holder tightening nut @) | Mi4x2.0 2 7 Tale gear shaft mounting bot Migx20 | 24 7 Bativery vai for, F., pump wasao | «| a= * Tale gear shat ing bol waox20 | a @ [dle gear shaft retaining bolt MI2xL75 19 8 MIOx 1.5 7 ~ 15-2 General bolts and nuts ae a eae Mina0 | 2 35-5 M16 x 2.0 4 3-7 Notes: 1) Main bots and nuts marked * shouldbe tightened according tothe folowing specications. Connecting tod bolt - “Station 7, Shet (3, 1a Fuel eam ghteniog nut... ...-..c22s0, Seton 7, Shet 20,21 2) Nuts and bolts must be tightened in a diagonally alternating Sequence. 3) Be sure to.check for loose cylinder head tightening nuts and connecting rod bolts after a certain period of operation. Refer to Section 6 for inspection frequency. 4) Antisseizure agent should be applied before tightening to bolts seats and threads used for the parts ‘around the exhaust pipe, which are to be subject to high temperature. 5) Torque wrenches used for tightening shall be inspected periodically. 6) Anti-seizure agent (MOLYKOTE 1000 Spray type) should be applied before tightening to the seats and threads of tightening bolts and nuts marked with,DAIHATSU FECTION | TYPE 3 ENGINE ADJUSTMENT STANDARDS SHEET | DL-20 Clearance and Wear Limit ; Standard | Wear and repair | Rema and ut Seematicdrwing | sie] Sanlu sod vepir | Rema g | Tagen acsslacoos-oos| — azs | Eepeste ome nie : 5 et. | 7 3 5 | -rappec shat and | B| tate Be22|b-003~0.10] O18 | (hing i 3 | esha eg pe46/d=0.03~011| 0.20 | Aaeeteine 3 | Ccank pin easing Janis] a=009~018) 0.9 | Replae bean eee | ‘eg hen | Main bearing B=180| b=0.10~019 0.3 dy. g “Thrust basing e=013~030] 0.6 | Replace thst | Camshaft beating aso }ao.04~0.11] 0.2 | Repl beating. | canman eal | Cota ! bears os | Repos tas ating ane y ae ee ae iL A=60/a=0.03~012) 0.3 Replace bearing. i | Pe gz fal i ‘Sacklash i b=02~03 05 Replace gear. ig 3B) paxien b=03~06 0.8 | Replace gar i N 38) Mouering and - 106] 2=0.28~4 fe) tom B_ [eriapetasacs] ors oF DL-20 [2] 8a MAINTENANCE Dimensions of Disassembly and Weights of Main Parts DL-20 | "sheer Borl SIDE DAIHATSU ‘SECTION TYPE 3 TRMING SPACE Weights of main parts = e rT | She Lo Du ~ ~ Wb j — = | aT Unit: ka 6bL20 Cylinder head, complete 78 Piston and connecting rod, 35 complete 38 Cylinder k 2 Comshaft, complete 7 Lubricating oil pump 2 | Lubricating ollpump __| a ‘Turbocharger 160 204 Intercooler 240 __| [220 A| 86-4DAIHATSU ‘SECTION tee | _____ GENERAL CONSTRUCTION Sole plate, Frame and Related Parts, Cylinder Head and Related Parts cae ; 1. Sole Plate, Frame and Related Parts (1) Sole Plate and Frame Sole plate and frame, of one-piece coastruction respectively, are so designed to be sufficiently rigid yet lightweight and cause lease stress concentra~ tion, ‘A waterjacket is formed between upper part of frame and cylinder liner. Crankease is between lower part of frame and sole plate. ‘A large inspection hole is provided for each cy- inder on the side face of the crankcase to give access for inspection and overhaul of main bearing, connecting rod and the like main working parts. Each of the inspection windows is equipped with a safety valve, and a mist-gas outlet hole is provided at the rear part of the frame. Standard design of the solo plate is a flat bot- tom type which does not store oil, but @ ship- ottom type sole plate (equipped with oil pan) which can store minimam quantity of ofl may be available for special specification. Even in the case of the ship-bottom type sole plate, (not to men- tion the case where the standard flat-bottom type sole plate is used) a separate lubricating oil tank ‘must be provided to store enough quantity of oil for initial filling of oil to every part of the engine, “S—ratbottom type soe pate Sole plate and frame (2) Cylinder tiner ‘Cylinder liner is made of high grade cast iron material and its inner surface is super precision finished by honing. It is a so-called wet type liner forming a water jacket between the inner wall of the frame. Flange part of the liner is firmly secured vie packing along with the cylinder head to the frame to prevent leakage of water and exhaust gas. O- ing is inserted to the lower periphery part of the cylinder liner to prevent leakage of water into the crankcase while providing relief for thermal expan- ston of the liner. (3) Main bearing ‘Main bearing cap is made of nodular cast iron ‘material and is set in the sole plate to be fixed to ‘the frame with two metal cap bolts. It is boring finished together with the sole plate to form ‘metal housing. ‘catch Main bearing Main bearing is of a two-piece split type, in which aluminum alloy metal is deposited on mi steel backing to form a thin wall complete bearing. Although it is designed to be fully interchangeable, 4 must be replaced when necessary in a set of the upper and the lower halves without exception. Catch is provided at asymmetsic position on cach half of the bearing so that the bearing is set in place without rotating along with the shaft and that each half will be set correctly. The main bearing provided at the flywheel end serves concurrently as a thrust bearing to the crankshaft, with a thrust bearing being inserted in ‘the space betwoon the side of the main bearing hhouse and the crankshaft, 2. Cylinder Head and Related Parts (1) Cylinder head The cylinder head is made to have sufficient rigidity using high grade cast iron material and designed to form effective cooling jackets and highly efficient intake and exhaust passage. At its center is the fuel nozzle, around which intake and exhaust valves, rocker arm and rocker arm shaft holder, starting air valve, cylinder safety valve and indicator valve are provided. DL-20 | Z| 84-3GENERAL CONSTRUCTION TYPE Cylinder Head and Related Parts, Piston, Connecting Rod and Related Parts ‘A somisenclosed system is employed for the automatic lubrication of the area around the rocker arm on the top face of the cylinder head, ‘making it splash-proof by means of the cylinder head cover. (2) Intake and exhaust valves ‘The intake and exhaust valves are of poppet valve type equipped with valve rotator. They are s0 designed that an uniform thermal load can be obtained by rotating the valves. The guide and the seat of both intake and exhaust valves are pressuresit to the cylinder head. Water-cooled design is employed for the e: hhaust valve seat in consideration of use of heavy fuel oll ‘The doublecoil type valve spring is supported with the cylinder head at its lower end, while at its upper end split type cotter is inserted nesting fon the valve rotator, which serves to hold the spring in place while securing the valve in position. ‘Vae rotator cotter Intake valve Exhaust valve (3) Cylinder safety valve and indicator valve ‘The cylinder safety valve opens automatically if the explosion pressure inside the cylinder (Pmax) ‘exceeds the normal value to prevent the mechani- cal stress exerted on major structural parts of the ‘engine from becoming excessively great while issu- ing an alarm for abnormality in the con combustion, In compliance with the ship classifi- cation rules, the cylinder safety valve isso adjusted ‘that it will open automatically in case of a rise in the explosion pressure within 1.4 times the maximum ‘explosion pressure, ‘The indicator valve consistues a unit together with the cylinder safety valve and used when de- tecting combustion pressure vie a pressure indica- tor connected or for aiding in tuming of the en- ine by relieving the compression pressure. jon of Retaining rng DAIHATSU ‘SECTION 4 SHEET 2 DL-20 3. Piston, Connecting Rod and Related Parts: (1) Piston, Piston Pin and Piston Ring The piston is available in solid aluminum cast- ing type and solid nodular iron casting type for selegtion according to the property of the fuel oil Cocktail shaker method on nozzle jet is em- ployed for cooling the piston, and the construc tion of the piston having coolant passage inside ‘makes it resistant to high temperature and high pressure. ‘Three piston rings are fitted to the upper part of the piston; of which the top ring and the second ring are chromium-plated to minimize wear on the liner and the rings The oll ring with @ high tension has a coil to effectively shut out the upflow of lubricating oil. ‘The piston pin made of chrome-molybdenum teel material is grinding finished after hardening. ‘The fullfloating system employed for the piston boss hole and the piston pin bearing, which allows rotation in either direction inside these parts, cffectively prevents local wear because of the constant change in the pressure bearing surface and the sliding surface. Potonsing (ST 0 Tae lS Oil: eS —r mses Y Oilsing with coil Piston Piston pin Oi sing ‘Aluminum piston FCD piston Piston (2) Connecting rod and erank pin bearin ‘The connecting rod is made of solid forged steel to have high rigidity. Precisely machined piston pin bearing hole is bored at its small end and a crank pin shaft hole is provided at its large end. The trunk portion of the connecting rod having I-shaped cross section has an oil hole for lubrication of the piston pin bearing at its central part. The large end is split slantwise into ‘two with serrated surfaces, and is fixed firmly by ‘means of connecting rod bolts. DL-20 | Aj 87-6DAIHATSU SEENON SHEET | DL-20 [See coe ‘The piston pin bearing press-fit in the small end consists of lead bronze bearing metal deposited ‘on the forged steel back-up metal of cylindrical shape, The crank pin bearing is of thinshell type consisting of aluminum alloy bearing metal depos- ited by nonsoldering method on the two-piece split type forged steel backup metal, having the same feature as possessed by the main bearing ‘The connecting rod bolts are made of special steel material to have enough tightening force and to be sufficiently resistant to the force of inertia repeatedly exerted during operation. Connecting rod, 4. Valve Operating Mechanism ‘The tappet which follows the intake/exhaust ‘cam is of roller tappet type and slides along the tappet guide seated in the tappet hole provided con the frame, The tappet is provided with a push rod seat, and a push rod protective sheath is pro- vided between the tappet guide and the cylinder head. ‘The rocker arm recieves the vertical movement of the tappet controlled by the intake/exhaust ‘cam via the push rod and performs the rocking ‘motion around the rocker arm shaft to open and close the intake and the exhaust valves, ‘The valve clearance is necessary so that the valve will sit on the seat securely even when the valve stem and push rod expand with heat during operation. Thus an adjusting screw is provided on the rocker arm, GENERAL CONSTRUCTION Piston, Connecting Rod and Related Parts, Valve Operating Mechanism, Crankshaft and Flywheel _- Push rod protective | |], sheath Push rod Tappet guide Tappet | niakefexhaust cam ‘Valve operating mechanism 5. Crankshaft and Flywheel ‘The crankshaft is of one-piece construction using high grade RR forged steel and designed to have a high rigidity with greater shaft diameter in consideration of the pressure to be exerted on the bearing and torsional vibration that may occur in ‘each of the rotational frequencies during opers tion, Their dimensions are made to meet the re- quirements preseribed in different ship classifica- tion Rules and Regulations ‘The rear end of the crankshaft constitutes the power output shaft coupling, to which the fly- ‘wheel is mounted via reamer bolts If required by the special specifications, power take-off from the front of the crankshaft is possible Holes are provided along the periphery of the flywheel to facilitate for turning by inserting tum- ing bar in these holes. In the case of marine propulsion engine, engine torque is transmitted to the propeller shaft via ‘the shock-absorbing rubber. For more detail on this respect, please refer to the Operation Manual for Reduction Gear supplied in a separate volume.DAIHATSU GENERAL CONSTRUCTION TYPE | SECTION Camshaft and Cam, Timing Gear, Governor and Fuel Control Devices 6. Camshaft and Cam ‘The camshaft made of carbon steel material is driven, at 1/2 crankshaft rotation, by the crank- shaft via the timing gears. "The cam bearing is of a complete thin-wall type bearing, consisting of the white bearing metal de- posited thinly over the surface of the thin forged steel shell of semicircular cross section, having the seme feature’ as that of the main bearing and ‘the crank pin bearing used in this engine. ‘Thrust of the camshaft is received via the cam- shaft retaining ring at No.1 cylinder side, Both the intake/exhaust cam and the fuel cam are made of special steel material with their roller fitup surfaces having been grinding finished after hardening. While the intake/exhaust cam is fixed to the camshaft by means of @ key, the fuel cam is made to rotate around the camshaft to allow fine adjust- ‘ment of fuel injection timing. The camshaft is mounted to the frame via the camshaft bearing provided for each section wall {in the frame and fixed with lubrication bolts. Camshaft bearing cap is divided into two halves to be fixed together with reamer bolts. Where there is @ limitation to the space needed for extracting camshaft for maintenance, it is possible by special specification to employ a split camshaft construction divided at its contral part. Tightening mut RD camsnatt Fucleam Fuel eam Lubrication bott Socket-headed bolt me ‘The timing gear mechanism transmits the driving force imparted by the crank gear to drive the cam gear via the ile gear. Each of the gears is grinding finished after hard- ened by carburizing to improve wear resistance. ‘The crank gear is mounted at the front part of the crankshaft and fixed by shrinkage fit. 7. Timing Gear crank gear Timing gear 8. Governor and Fuel Control Devices The governor is of the hydraulic type. For details of its construction and correct handling, zefer to the separate Manual. ‘The force of the governor used to control the operation of the engine is transmitted to the rack Of the fuel injection pump from the common rod via the link spring fitted to the connecting rod. ‘The commion fod is fitted with shock absorbing springs for each of the cylinders, so that even if the rack for a certain cylinder should fail to move due to sticking during operation, other cylinders fare made to move in the direction reducing the rate of fuel ofl supplied, It can be started, run and stopped by operating the stop lever. In the case of a remote-control or selfstarting type engine, the stop lever is normally located at the RUN position and interlocked with ‘the pneumatic control piston at the time of start- ‘ing so that thrusting motion of rack is relieved. Various kinds of sensors are provided around the common rod, including the rack stopper and other safeguard devices. DL-20 | Aj 87-6DAIHATSU: GENERAL CONSTRUCTION Rocker Arm Lubricating Oil System and Related Parts 15. Rocker Arm Lubricating Oil System andl Related Parts 1. Since the oil which twbricates the rocker arm is apt f become dirty because of exheust gas or fuel oll contamination, the line is made independent and separate from the line for system oil. As shown in the following rocker arm lubrication system diagram, lubricating oil pressured-fed by the rocker arm’ lubrication pump, after lubricat- ing the rocker arm, drops onto the top face of the cylinder head and is recovered via the retum main pipe to the rocker arm lubricating oil tank. Howeve:, some oil retums directly to the rocker arm lubricating oil tank from the oil pressure regulating valve at the end of the supply oil main pipe. ‘The trochid type rocker arm lubrication pump is fitted with a safety valve and driven by the gear at the front of the camshaft ‘The rocker arm lubricating oil filter is of the metal lamination type; the pressure regulating valve is installed at the end of the supply oil main pipe to control the pressure inside the main pipe. ‘The rocker arrn lubricating oil tank is located at the rear of the engine, Lubricating ol iter Rocker arm tubriating oll pump Return main pipe Rocker arm lubricating oi tank Rocker Arm Lubricating Oil system Dia 2. In land/emergency spec. engines, rocker arm and system oil lubrication are by same system. Pressure regulating valve Supply ol main pipe Of low regulating valve 1m (Separate type) DL-20 87-6DAIHATSU GENERAL CONSTRUCTION nae Cooling Water System and Related Parts DL-20 16. Cooling Water System and Related Parts The cooling water system differs according to the grade of fuel oil used and the operating specifications of the engine. ‘Typical water cooling system setup is shown below. The water cooling system shown in this diagram is divided into two lines; the jacket line and the cooler line, The jacket line is so constructed that the cooling water in the line is bypassed to branch off from the cylinder jacket line to cool the turbocharger. Adjustment flange Standard cooling media used for the jacket line is fresh water and that for the cooler line is sea water. ‘The cooling water adjustment flange permits even distribution of cooling water to each cylinder. The adjustment flange is designed so that it is not fully ‘closed even if it is set at the fully shut position. The fully open position is marked “0” on the adjustment flange, while the fully shut position is marked “S The line marked with * is added for the specifi cation of heavy fuel oil, where water-cooling of the exhaust valve seat is employed. To prevent blockage of the flowline in the exhaust valve seat ‘cooling system, a full-flow strainer (installed on the ship's bull) is provided at the intake side of the cooling water pump. ‘Themometer i l —_ ip hy, Cooling Water Adjustment Flange { pean sa Jacket line outlet mal pipe = Valve seat outlet main pipe 4 1) ner ntsICEH Frahwater water outlet Cylinder head head tank Frame Fresh water pump for Jacket line sscyet line inlet main pipe TEL Fut-ow strainer umbochang Freshwater oooler t * Applies for engines operated on Seawater pump 'tervoler heavy fuel oils Tor cooler line Lubricating ot cooter Cooling Water System Diagram DL-20 |c| 90.DAIHATSU GENERAL CONSTRUCTION Nozzle Cooling Oil System and Related Parts 17, Nozzle Cooling Oil System and Related Parts (For engine operated on heavy fuel oil) Bither grade Diesel fue oil or thermal ol is used as nozale cooling oil, depending on the specifications, An ‘example nozzle cooling oil system is shown below. Pressure-fed cooling oil from the nozzle cooling cil pump cools the nozzle and then returned to the cooling oil tank, Part of the oil is directly returned to the return ‘main pipe through the pressure regulating valve of the return main pipe. ‘When grade Diesel fuel ol is used for this purpose, the tank containing the oil may commonly be used as the nozzle cooling oil tank with the nozzle cooling oil cooler omitted in some eases. . Se sun ml Psu pig ae chs) a boa ‘Automatic temperature ; > control valve ~9—4 — a — I—V t Sarovar oil tank [Nozze cooting b {setting fixed) | Nowe Nozzle Cooling Oil System Diagram [be20 Tay are]DAIHATSUDAIHATSU Disuse OPERATION AND DAILY MAINTENANCE Preparation for Initial Starting and Starting after Extended 1. Preparation for Initial Starting and Starting after Extended Disuse (1) Inspection prior to operation Check for: 1) Crankcase interior condition 2) Sufficient feed rate of cooling water; check for leakage after supplying water. 3) Quantity of lubricating oil and leakage after feeding oil in: 1. Lubricating oil tank (along with reduction ears in the case of marine propulsion engine). 2. Rocker arm lubricating oil tank, 3. Turbocharger. 4, Governor. (When model RHD6 or UGB is used) 5. Quantity of lubricating oil to cooling water pump. 4) Quantity of cooling oil supply to nozzle and leakage after oil supply. (When heavy fuel oil isused,) 5) Fuel oil qua supply. 6) Starting air tank pressure Starting air pressure should always be main- tained at 25 - 30kg/em?. 7) Indicator valve looseness 8) Rack movement Check if rack and common rod move smoothly. ‘Also check if the graduation on the rack comes to the position of “0” when the control ever is. brought to the STOP position. Also lubricate by hand around link. 9) Rotating condition (especially of turning bar) 10) Valve opening/closing of pipelines 11) Neutral position of clutch (in the case of ma- rine propulsion engine) 12) Drain discharge from Intake pipe and intercoot- cr outlet 13) With indicator valve fully opened, turn engine and check that cylinder is free from fuel oi, ‘water or lubricating oil, and leakage after fuel oil Correct level of cil in the rocker arm lubricating oil tank Turbin side Blower side Correct level of oil in the turbocharger ues Correct level of cil in the goveror DL-20 5OPERATION AND DAILY MAINTENANCE Preparation for Initial Starting and Starting after Extended Disuse, Starting DAIHATSU. 5 Citing port "Note: Supply oil until overfiow Correct level of oil in the cooling water pump (2) Opening and cleaning fiers Each of the filters used in the fuel oil, Iubrica- ting oil, rocker arm lubricating oil, cooling water and nozzle cooling oil ines should be opened and cleaned without fail prior to operation to remove dust or other foreign matter gathered there during transport or in ‘mounting. (3) Proparation for oper 1) Fuel oil priming and air bleeding 1. Open fuel oil Line valves. (In oil feed pump at- tached to engine, open check valve at bottom.) 2. Open fuel oil filter air vent cock to purge air. 3. Open injection pump air vent plug to purge 2) Lubricating oi priming Prior to operation, after turning and priming the engine sufficiently, check main bearing, piston pin, erankpin, cam bearing and cylinder liner for cil drip. If operation is to be long suspended, spread lubricating oil over liner and piston Since piston cooling oil is injected at 1 ka/em? max, check pressure regulating valve for sticking and injection carefully ‘Also hand lubricate rocker arm parts, governor ‘and around common rod link. eal : Keep starting alr pressure at 25~30 ke/em?. Prior to operation, discharge drain from air tank. It is desirable to keep air tank handle at 1/3 turn in consideration of high startability and low air consumption. 4) Operation of bypass valve Check for proper flow of cooling water. In sea water cooling, operate bypass valve carefully. In the cold seasons, keep lubricating oil cooler bypass valve open. Close valve when lubrication oil temperature is increased to 38°C or more If LO. thermostatic valve is provided, check for its proper operation. '5) Running motorlriven pumps for individual lines Run motordriven pumps for individual lines ‘and check if line pressures and temperatures attain the specified values. For standard pressures and temperatures, refer to the Operating Specifications shown on Section 3, Sheet 2. When no warming-up has been done prior to starting, warm up in accordance with the in- structions given in Section 5, Sheet 3. and in- crease the load gradually 2, Starting It is advisable to conduct check and preparation for daily operation in accordance with the instruc- tions given in “Preparation for Initial Starting and Starting after Extended Disuse: on Section 5 Sheet 1, But this may be ignored according.to the circumstances, if for example the period of disuse is short The engine should be started using diesel fuel ofl unless the use of heavy fuel oll is specified. (1) Precautionary instructions for starting Before starting, check that (© Operation level is set at STOP and the rack amount is reduced to zero. (© Rotary section is not obstructed by turning rod. © Cold start (with reference to automatic remote start-up engine) For intial starting or starting after a long in- terruption should start the engine manually 1) Air running Perform the air running 3 times (15 seconds /time) with the indicator valve held open. ‘Be sure to set the governor control lever at “STOP”. After air running, the indicator valve should be closed completely. DL-20_|c} 89DAIHATSU SECTION] type 5 OPERATION AND DAILY MAINTENANCE SHEET | DL-20 3 2) Confirmation of position of governor con. trol lever When starting the engine, ascertain that the control lever is in “START” position. After confirming the following items, move the lever to “RUN? position. ‘The control lever of the auto start-emote control engine is always set in “RUN” position, so it is unnecessary to operate the lever. Power switch for the protective circuit should be set at “ON” position. ‘STOP postion RUN position “START” position of governor control lever “RUN” position of governor control lever 3) Confirmation immediately after starting Pay special attention to the following items immediately after starting and ensure that there is no abnormality. (In the case of marine pro- pulsion engine, reduction gear is also included.) Oil pressure Cooling water pressure 5. Vibration at various parts Sound Pilot lamp in the protective circuit Others ‘Starting, Running-in, Warming-up 4) Increase rpm quickly If no abnormality is found among items in 3) above, increase engine revolution quickly to eliminate excessive torsional vibration, Refrain from continuous running at below the designat- ed idling speed. 3. Running i For running-in operation, use oil specified in class 1 Primary oil), Section 9, Sheet 7. ‘To prevent abnormal wear in the inital stage, at ‘engine specified for operation on heavy fuel oil should be run with diese! fuel oil for a period of 300 to 500 hours after installation. ‘Also, sudden increase in load should be avoided as much as possible for a period of 300 to $00 hours af- ter installation, or replacement of piston, piston ring or oylinder liner. 4, Warming-up 1) Warm-up at the rated engine speed (from {dling speed to S00 rpm for marine pro- pulsion engines) for about 10 minutes under no load. In the case of an engine having a specific speed region at which torsional vibration must be avoided, such region should be passed as quickly as possible. 2) Warm-up with diesel fuel ol. 3) Prior to warm-up, ait-bleed the lubricating oi filter, rocker arm lubricating ol filter and noz- le cooler filter. t Rocker arm lubricating oil fiter Nozzle cooling oil fiter DL-20 |B] 87DAIHATSU ‘SECTION OPERATION AND DAILY MAINTENANCE 5 Warming-up, Normal Operation Lubricating 4) Increase load gradually after engine operation is stabilized. If engine is started when cold, take much to increase ioad. 5. Normal Operation (1) Caution during normal operation 1) Measurement of engine performance ‘Measure the following values regularly, wader the same operational conditions, as possible, and record the data. These data can be utilized when working ‘out countermeasures in case of change in the en- sine’ performance or in the case of an abnormali- ty, and can also serve as reference material for setting up maintenance and inspection schedules. 1, Exhaust temperature at the outlet of each cylinder, 2. Maximum explosion pressure for each cylinder. Intake air pressure. Intake air temperature, ‘Turbocharger rpm. Graduation of the fuel rack indicated for each cylinder. 7. Temperature and pressure of jacket coating water. For details of the standard temperatures and pressures specified for individual parts and of the operating specifications, refer to the table of operating specifications, Section 3, Sheet 2 tnd the operation test results sheets: ‘Also check exhaust smoke concentration from, time to time to ascertain if combustion is going on normally. ‘SHEET 4 2) Intake air temperature It is desirable to keep the temperature of intake air at 40-50°C Adjust the temperature With the cock provided at the inlet side of the air cooler according to the room and cooling water temperature. The manufacturer's “TEST RECORD" is available in connection with the explosion pressure, ete. at Tull load with the intake alr temperature 40 - S0°C, If intake air is ‘overcooled, condensate is formed, with the resul- tant damage to intake valve and reduction in Iubricating performance, Therefore be sure to keep intake air at appropriate temperature. It is generally claimed that the temperature of exhaust gas will change at twice the rate at which intake sir cemperature changes. How- ever, since the temperature change is affected by the fuel oil in use, exhaust gas pressure, cleanliness of the turbocharger and intake and exhaust valves, and also by the degree of stain- ing on the ship's hull or the navigation con- ditions (including the shape of the propeller used), etc. in the cage of tharine propulsion engine, conditions of the installed engine must be understood with reference to the factory ‘operation data. 3) Draining of intake pipe In turbocharging engines, condensate is likely to collect because of the high intake air pressure and larger intercooler capacity. To cope with this, a drain separator is provided for such engines, The drain separator cock is normally open 1/3, and this should be increased as the quantity of condensate increases, ‘Also open the drain cock installed on the intake air pipe from time to time to drain it 4) Explosion pressure ‘The maximum explosion pressure (Pmax) varies according to the nature of fuel oil in use, the intake air temperature, etc. The dis- persion between cylinders should preferably be held within 3ke/em?. (However, it should not exceed the design pressure plus 3kg/em*,) Measure explosion pressure as described below. L2e20 c| 89DAIHATSU: SECTION] type 5 SHEET | DL-20 5 OPERATION AND DAILY MAINTENANCE Normal Operation Supanner How to measure maximum explosion pressure 1, Let relieve pressure indicator valve slightly just once, 2. Set pressure indicator. 3, Open pressure indicator valve to the full and measure pressure 4, When pressure has been measured, close pressure indicator valve completely, and tighten lock nut. 5. After reading the maximum explosion pres- sure, open the exhaust valve for the indies tor and disconaect the indicator after it indicates “0” kg/om* (Note) 1, Use gloves, since indicator becomes hot. 2. Measure after sufficient warm-up, 3. When compression pressure is measured by operating the priming handle, cut off the injection pump and measure at no load. If measured at load, the turbocharger may surge. Tn case of a heavy deviation of the Pmax from the design value, adjust by changing the timing of the beginning of delivery of ‘the fuel cam, (Refer to Section7, Sheet 20.) '5} Deacration of jacket cooling water Throughout engine operation keep open (fully to 1/2) the deaeration valye at the end of jacket cooling water outlet main pipe so as to deaerate the jacket line. However, throttle the flow to an extent that deaeration is maintained smooth when jacket cooling water temperature is to be rapidly increased immediately after engine start. (2) Daily maintenance 1) Cleaning filters ‘The various filters should be opened and cleaned periodically to keep them clean at all times, For detail of the cleaning procedure, refer to Section 10, Sheet 1.2, @ Fuel oil filter Either metal laminate type filter or notch wire double filter is used, depending on the quality of fuel oil used. Be careful when heavy fuel ol is used, as the fuel oil and the filter have been heated and become hot. It is recommended that the filter be over- hauled and cleaned while the engine is out of operation. © Fur-ftow lubricating oll fitter This is a notch wire type double filter, both sides of which are normally used. If the lubricating oil pressure falls, the filter should be blown off. Should the presture fail to recover the specified pressure level even after blowolf, open, filter and clean, © Rocker arm lubricating oil filter This is a metal laminate type filter. Since rocker arm lubricating oil is contaminated especially heavily, the filter should be turned once a day, with draining and cleaning upon disassembly once a week and once a month, respectively. @® Nozzle cooling oil filter ‘This filter isthe same metal laminate type as the rocker arm lubricating oil iter © Full flow fresh water filter (for jucket) This is Y-type filtor ‘The cleaning procedures are described in section 10 2) Daily maintenance of filters 1, Metal laminate typefilter (Seif-cleaning type) Filter Handle Operation DL-20 |C| 89-5(DAIHATSU) OPERATION AND DAILY MAINTENANCE seqren Normal Operation 2. Noteh wire type filter (Blow-off procedures) During normal operation, the lever should ‘be kept atthe upright position, where both filters are in use, Select lever position with care taken to its stopper and marking positions, while observing the pressure gauge (at idling or under low load). Blow-off operation should be performed when the pressure drops during operation, If pressure is not be restored after blow-off, be sure to clean filters, To perform blow-off, recline the lever to either left or right side blow-off position (to about 60°) and then return it to the normal upright position. Repeat this step for one side several times, allowing 1 to 2 seconds for each operation, Perform blow-off for the other side in the same way, The cleening procedures are described in Maintenance, Standard blow-off and cleaning procedures are also described on the filter nameplate. "Blow-oft" Operation Position 3) Lubricating oil pressure regulating valve ‘Standard lubricating oil pressure is 4~5 kg/cm? ‘when engine is operated at the rated speed. Pressure is adjusted via the pressure adjust- ment screw of the lubricating oil pressure- regulating valve, If oil pressure does not rise even when the adjustment screw is tured, the valve may stick, oF excess intake air or failure {in the lubricating oil lines may be considered; investigation of these possible causes is then necessary. SHEET 6 Pressure Lock nut — i = adjusting srew | Adjustment of lubricating oil pressure 4) LO. thermostatic valve The main function of the L.O. thermostatic valve is to raise lubricating oil temperature in a short time when the engine is started in a cold condition, In also functions to keep lubricat- ing oil temperature in the proper range (40 = 60°C). Jf is, Rowover, very difficult to keep precise control of temperature and it is not necessary to do $0. 1f cooling water temperature changes over a wide range due to seasonal change or change of posi- tion at sea, lubricating oil control temperature may be affected accordingly. This, however, can be compensated via the adjusting screw. The positioning of cap and lock nut is determined by the nature of the wax used. So, refrain from loosening them un- necessarily [Even when the thermostatic valve is in order, lubricating oil temperature may sometimes rise excessively, if the lubricating oil cooler be- comes too dirty, volume of cooling water flow decreases, or lubricating oil is heated too much because of abnormal combustion. Care should bbe taken as to these phenomena. If lubricating oil control temperature becomes too high due to a defective thermostatic valve, take the following emergency measures: Screw in the adjusting sccew {about 8mm max.) and open ‘he valve at the cooler side passage by hand. If the engine (with 1.0, thermostatic valve) is equipped with a bypass cock for lubricating ofl, cooler for emergency use, keep it fully open. ‘This bypass cock isintended for use when the LO. thermostatic valve is out of order and is removed. If the engine is operated with the cock closed, it may result in damage to the lubricating oil cooler and the thermostatic valve or in seizure of the engine. DL-20DAIHATSU ‘SECTION 5 OPERATION AND DAILY MAINTENANCE ‘SHEET 7 Z L.O, thermostatic valve In the absence of such an 1.0. thermostatic valve, it is necessary to manually adjust the bypass valve for the lubricating oil cooler to control the temperature of the lubricating oil ‘When the lubricating oil temperature is too Jow during the cold season, a vibrating sound is sometimes heard around ‘the lubricating oil outlet pipe and pressure relief valve due to the high viscosity of the oil. In this case, open the bypass valve fully to raise the lubricating oil temperature quickly to appropriate temper- ature, Operation of bypass valve 5) Cooling water outlet thermostatic valve ‘This valve is provided to raise the tem- perature of cooling water in the jacket line in a short time when the engine is started from the cold state, and to keep the temperature in the proper range (at around 75°C at the engine outlet) during operation, Careful temperature control is essential, as too low a temperature of cooling water in the Jacket line, especially when‘heavy fuel oil isin ‘use, is likely to cause insufficient combustion ‘or corrosion of important parts, For details of the automatic cooling water temperature adjusting valve, refer to the separate manual Tn the case of an engine without such an automatic cooling water thermostatic valve, perform sufficient warmup in starting the Normal Operation engine, with the bypass valve in the fresh water cooler fully open, and avoid feeding water of excessively low temperature. 6) Cooling water adjustment flange ‘Throttle the cooling water adjustment flange on the cylinder head properly so that cooling water will be supplied evenly to each cylinder with appropriate resistance, while reserving sufficient cooling water for the turbocharger and the valve seat cooling line, which are in the bypass line ‘Adjust flange so that cylinder outlet tempera- ture difference falls within + 3°C of the standard temperature specified in Section 3, sheet 2. For adjustment flange, refer to Section 4, Sheet 10, 7) Rocker arm lubrication oil 1. For details of the rocker arm lubricating oil, refer to Section 9, Sheet 3, Rocker ‘Arm Lubricating Oil. 2. Use manual lubrication slong with the automatic lubrication system to com= ensate for the insufficient lubricating oil immediately after starting, 3. The lubricating oil feed rate will decrease as the oil becomes contaminated. To ‘cope with this, the intial fred rate should be set alittle higher and lubrication at the valve end position should be checked periodically. Adjustment of lubricating oil feed rate to rocker arm (1) DL-20 |Cc| 92-9OPERATION AND DAILY MAINTENANCE SECTION Normal Operation Adjustment of lubrie arm (2) oil feed rate to rocker 4, Lubricating oil for the rocker arm tends to become contaminated more heavily than that in other lines, Therefore, this oil should be replaced more frequently so snot to cause sticking or abnormal wear in the intake/exhaust valves. (It is desira- ble to replace the oil once every 150 to 200 hours of operation). 5, Oil level should be checked at least once aday. 6. Inside of lubricating oil tank should be flushed once a month. 17. Special care should be taken in cleaning inside the lubricating ofl tank with dust cloth or the like to prevent cotton dust or similar foreign matter from blocking the suction inlet port, which may reduce the capacity of the rocker arm pump. 8) Nozzle cooling oil (when heavy fuel oil is used) For detail of nozzle cooling oil, refer to ‘Section 9, Sheet 4. jptimum temperature of the nozzle cooling oil differs according to the kind of fuel oil used and the particular starting method employed (for example, starting with heavy fuel oil). Refer to separate specification to determine proper oil temperature. 9) Turbocharger washing Contamination of turbocharger reduces intake air pressure, increases exhaust gas temperature or emits black exhaust gas, adversely affecting en- sine performance or service life. Therefore be sure to wash turbocharger periodically in accordance with Section 6, If turbocharger is provided with differential pressure manometer, wash turbocharger when the pressure loss exceeds 200 mmAa. or when intake air pressure is reduced by about 10%, DAIHATSU ‘SHEET 8 Wash prefilter wound around silencer filter weekly, For silencer washing procedures, refer to In- struction Manual for Turbocharger. “Turbocharger not contaminated so heavily can be injection: washed during operation. Perform in- jection washing appropriately for the effective use of turbocharger. Refer to Section 10, Sheet 3 for blower-side in- jection washing procedures and Section 10, Sheet 4 for turbine-side injection washing procedures 10) Protective devices For each of the protective devices provided, refer to individual manuals. I, Should any alarms be actuated during operation, stop engine immediately and investigate the cause, Close contact should be maintained with the personnel working on the decks so that appropriate actions may be taken in case of an alarm, to prevent accidents in the incipient stage 2, Each of the protective devices shall be functionally tested at least once s month to ensure that each functions satis factorily, actuating the alarm whenever fn alarm condition is reached. Prior to conducting decreased pressure tests, be sure to throttle the pressure switch takeoff valve to reduce the pres: ‘The pressure reduction in this case takes place only in the pressure switch circuit. ‘Therefore, such testing may be conducted while the engine is run under normal operating condition. The temperature switch can be functionally tested on utiliz- ing the separate hot water line. 11) Adjustment of fuel injection amount If a cylinder with replaced fuel injection pump or nozzle differs in exhaust gas tempera ture from other cylinders, adjust rack scale with adjusting screw shown below. No adjustment is required if variation in cyl- inders falls within approx, 30°C. Variation in racks should be kept at +1 scale. Do not adjust rack beyond that range. Gradual increase in exhaust gas temperature may generally result from contamination in ‘turbocharger or intercooler. Sudden increase in exhaust gas temperature, ‘on the other hand, may result from damage to propeller or other external causes. DL-20 |B 37-6]DAIHATSU OPERATION AND DAILY MAINTENANCE Normal 0} ration < Rack adjustment > Loosen the adjusting screw as shown in ‘the illustration and adjust the rack to the proper position om the graduated scale. Then tighten screw.Allowable Operational Range DAIHATSU OPERATION AND DAILY MAINTENANCE earners 6. Allowable operational Range (for marine propulsion engine) Allowable continuous operation range and recommended continuous normal operational range for marine propulsion engines are shown below. Values for low load limit may vary according to the output when heavy fuel oils in use; the values are normally set at about 35% and 20% for the specifications set up to deal with such low load operations, (1) With FPP (fixed-pitch propeller) Allowing for sea margin (hull resistance) created by soiling of ship bottom, etc., propeller horse power absorption is designed generally as shown in the graph with respect to the general marine engine characteristics. Such sea margin should be taken into consideration to avoid a torquesich state in the engine as 2 result of soiling on the ship's bottom, which may lead to possible damage of the parts constituting the combustion chamber, or may render proper engine maintenance at proper intervals impracticable. Itis therefore, necessary to understand the accurate operational performance ‘of the engine and operate it within the recom- mended range at all times. ‘An excessively torque-rich condition may some- times induce @ surging effect in the supercharger. Adobe optran age Recommended continuous normal operational range ry) + ouput oe a (2) With CPP (controllable-pitch propeller) In a CPP, the vane angle can be changed to ‘match different engine speeds, allowing optional selection of engine output (load), This feature contributes to fuel saving and permits optimum engine operation through proper combination with other auxiliary equipment driven by the marine propulsion engine Because of its greater degree of freedom, how- ever, it tends to produce a torquerich state in operation. To handle this, itis desirable to operate the engine on a planned schedule, with thorough understanding of the engine's allowable operational range and with the use of an ALC (automatic load control device) if possible. Where generator or other auxiliary equipment is duiven by the main engine, loads to be applied by the concurrent operation of the propeller and the auxiliary equipment and by independent oper- ation of such equipment should also be taken into full consideration, so that the engine will be ‘operated within the recommended continuous ‘normal operational range. When deviation from the allowable operstional range, as shown below, is inevitable due to special specifications, the proper operational range should bbe determined in accordance with user specifica tions or other instructions mutually agreed upon, P curve: marine propulsion engine characteristic curve M curve: curve taking sea margin into consideration Proper design point =) anowsbl operational rang for standard pectin for shor paid with Sesto ‘Allowable operational ang, fr ) serepra cit fae ok for spciestions taking fo lod inte conersion 0d 5 ———> Revolutions Allowable operational range pi-20 [A] 89-5]DAIHATSU OPERATION AND DAILY MAINTENANCE 5 SHEET | DL-20 Stoppage, Special Operation 7. Stoppage (1) Precautionary instructions 1). Inspect every section of the engine at the time of stoppage to ensure that no trouble will occur at start up. 2). Stop the engine in an unloaded state (with ‘the clutch in neutral in a marine propulsion engine.) In order to let the engine cool down gradually, be sure to operate under no load for about 10 minutes where diesel fue ol is used, before stop- ping the engine, exept for the case of an emer- gency, or operate under no load for 3~$ minutes when blended fuel oi (or heavy fuel ol) are in use. 3). In an engine with a turbocharger, ascertain that the turbocharger has stopped smoothly. Generally it will take two to four minutes after the stoppage of the engine till the turbo- charger comes to a complete stop. The matter should be checked when the ship is tested at launch, 4) After the engine has stopped, open the in- dicator valve and turn the engine over several times so that the combustion gas is discharged. ‘After the engine has been stopped, run lubti- cating oil priming pump for about 10 minutes ‘and coo! piston down gradually. 5) Leave the cooling water undrained until the engine is completely cooled. 6) It is recommended that cooling water be drained from the engine and turbocharger, when the stoppage is expected to be prolong” should be drained with- ‘out fail in winter as it may freeze and cause damage. (2) When engine must be stopped immediately 1). When alarm monitor functions. 2) When an abnormal sound is heard from the ‘working parts of the engine. 3) When smoke is observed at bearings or other working parts. 4) When lubricating oil pressure drops suddenly. 5) When lubricating oil temperature rises suddenly. ©) When engine revolutions increase rapidly due to trouble in the governor or fuel injec- tion pump. 7) When supply of cooling water has stopped ‘and water can not be supplied immediately. (Refrain from supplying cold water suddenly after overheating.) 8) When temperature of the cooling water has risen too high and no adjustment is effective in lowering it. 9) When any damage or looseness of screws or bolts of working parts is detected. 10) When piping for fuel oil, lubricating oll or cooling water is found to be broken. 11) When moisture is found mixed in the lubricating oil. 12) When turbocharger rpms and discharge air pressure decrease or exhaust gas temperature rises to an abnormal level. 13)_When propeller or shaft is out of order. (This applies to marine propulsion engine.) (3) Precautionary instructions to be observed during stoppage (These commonly apply during outfitting of a ship as well.) 1) “When the stoppage is expected to be prolonged, take rust preventive measures with. regard to the engine. Apply rust preventive oil to the exposed machine-finished portions and cover the cylinder head, 2) Operate the engine more than once a week for about 10 minutes so that lubricating ofl film is not lost. When this cannot be done, ‘tun engine over several times to change contact positions of pistons, bearings, cams, ete, 3) Apply proper covers to the exhaust silencer, air filter of turbocharger and mist gas vent pipe to prevent water from entering 4) Apply cover over all the electric equip- ‘ment, so that insulation resistance will not be impaired. 8. Special Operation (1) Low toad operation 1) Operating the engine at low load for a long stretch of time should be avoided insofar as, possible, as this may result in contamination of air intake system and the combustion chamber due to the counter flow of the exhaust gas, incomplete combustion or abnormal wear of individual parts. 2) Low load limit varies according to the engine specifications. If engine must be run below the low load limit, use grade A heavy fuel oil without fail and restrict operation to as short period as possible, DL-20 |B] 8:DAIHATSU ‘Special Operation 3) To maintain a satisfactory combustion state, adjust intake air cooler outlet cock. Increase in- take alr temperature with cate taken to keep ‘ylinder outlet exhaust gas temperature below 450°C. Ifthe water is recuced until intake air temper- ature exceeds 75°C, scales are formed in fin tube. ‘Therefore be sure to keep intake sit temperature below 75°C. 3/4 or more load operation for 30 minutes af- ter low load operation is effective to prevent con- tamination of combustion chamber and intake/exhaust system. 4) It is desirable to minimize low-load operation insofar as possible. If it takes a long time, be sure to increase injection washing of turbine or blower. (2), Non-turbocharger operation Each vessel is provided with a set of turbo- charger blank plates (or exhaust relay pipes) so that the engine can be operated when the turbo: charger is out of order. Load in this case is gener- ally at Pme (average effective pressure), which equals 4.5 kg/em? (about 25 ~ 30% of the rated ‘output). Since the cam and pistons are conditioned for turbocharged operation, exhaust eas temper- ature becomes quite high. Thus, when continuous operation is required under non- turbocharger con- dition, take greater care with exhaust gas temper. ature than load; operate the engine with the ex- haust gas temperature kept below 450°C using diese! fuel ol. In non-turbocharged operation, refer to Section 10, Sheet 5 for the use of turbocharger blind plate and exhaust gas relay pipe, (3) Operation with intercooler cut off from main line If fin tube for the intercooler is broken or if water leaks into the air supply system, cooling water (sea water) may flow into the cylinders ‘through the intake air line, ‘This may result in corrosion in the air supply system or in the parts constituting the combustion chamber, or damage to these parts, To avoid this, take the following countermeasures promptly if a failure in the intercooler is detected. 1). Stop feeding water to the intercooler and drain cooling water remaining inside the inter- cooler. 2) As a make-shift measure, operate the engine with diesel fuel oil with the intake air temperature kept at 70°C or lower and exhaust gas temperature at less than 450°C, ‘SECTION OPERATION AND DAILY MAINTENANCE 5 SHEET 12 When resuming supply of cooling water after temporary suspension, check carefully for any leakage of water through packing. 3) When the intercooler can be overhauled, ‘check for the following and repair. 1, Fin tube damage 2. Fin tube expansion failure 3. Packing defect at air intake side drain hole If the fin tube has broken, plug the cooling ‘water inlet and outlet associated with the damaged tube with the wooden plugs supplied and continue operation. Since the cooling efficiercy of the inter cooler is diminished in this case as well, con- tinue operation, paying attention to the tem- perature of exhaust gas (4) Operation with reduced number of cylinders Operation of diesel engine with reduced number of cylinders should be restricted to ‘emergency use for only a short period, because of the possible torsional vibration or external vibra- tion which may accompany such an operation, Care should be taken of the following points when performing such an operation. 1) Expected output should be limited to: (Number of _ Number of “eylinders “cylinders inoperative) yy ‘Number of eylinders If outlet temperature of each cylinder exceeds the tolerance, reduce load furthermore. 2). Because of the increased vibration torque exerted on flexible joints and reduction gear in the case of a marine propulsion engine, care should be taken to prevent damage thereto, and also for chattering, Refrain from operat ing at the rpms at which chattering takes place, 3) In the case of an engine used for « gene- ator, the vibrational stress exerted on the generator shaft may exceed the allowable limit established by the Ships Classification Societies. In such a case, pay attention to the sound of the gears located at the front end of the engine and refrain from operation if the level of sound is greater than normal 4) When the engine is operated with some pistons and connecting rods removed, external vibration of the engine may increase. In such a case, refrain from using it if the vibration is This i particularly true with a flexible mount- ing system, so special care is necessary for type of engine: DL-20 | c| 99.DAIHATSU SECTION OPERATION AND DAILY MAINTENANCE SHEET Aa Special Operation It is preferable to inquire of the manufacturer ‘nd observe the instructions given. For proper treatment of the lubricating oil feed holes ete. left open as a result of the removal of some pistons and connecting rods, please contact our Service Division, 5) If surging takes place, open drain cock to urge air. In this case, take due care of increase in ex- hhaust gas temperature. (5) Measurement of compression pressure ‘Turn the fuel oil priming Jig by 180° to shut off fuel oil supply. Measure pressure inside the cylinder in this state. (Be sure to turn the priming jib as quickly as possible by 180°; the notched part on the priming jig may be damaged if it is turned slowly by resting on half-way.) uel oil priming ig Fee! oil pump push rod Tappet roller ‘Measurement of pressure insite cylinder is takes. with fuel supply to the cylinier being cut off, which applies a torsional stressto the crankshaft. ‘Therefore, it must be finished in as shortest time as possible DL-20 | A| 86-7DAIHATSU TYPE DL-20 ‘SECTION ‘SHEETDAIHATSU SECTION] type é SHEET DL-20 1 1, Maintenance Schedule (1) General precaution Periodic inspection and maintenance are essen- tial to keep performance from the engine. Standard overhauling intervals differ yreatly according to application, working conditions and quality and control of fuel and lubricating oils. Itis recommended that a schedule be worked out to match the individual engine, using the table shown on the next page as a guide, MAINTENANCE SCHEDULE General Precaution ‘The standard overhauling intervals shown here are intended for engines that have undergone beeakingin and have entered normal operation, ‘The first overhaul on newly built ships should be performed earlier than normal and engine condi- tions should be fully understood. DL-20 |Z) 84-3DAIHATSU Tyee | SECTION DL-20 | sheer MAINTENANCE SCHEDULE Maintenance Intervals (Diesel fuel oil) Anwpection tem | Tak TMocty pst] wen 5 ‘tines ad cover eae ton ° [reine [vena % ie Jie ner he pak Ya ie Inet 2 ‘eed an _[opet an st = iain ee RT ere ° 104 martes |S eta = fe [ats Bunce do 0-990 ieee [se-10o00 pa pp [| eseo=oo me ometngna flapping 7 a1 [faeeser omiuon| mi me ot [egetiaratinges 1] | Fra [ier Bias ytd ter zany andjeurmel | 6.000" 1200 ws) esr oso a rant sat = ° skin ge T a i ser L eee Tay [cisions 2 ‘ting ° 7 Shek a 29851250) “ian nova lt [inspected [aes aay * [eesrgssre 2050 li icon — [hsciteersen |_| Fy [oer Sins Seaton |S Tbe Uo mer — © Poet comet ik PREBE 2 fa 8 1 Saati 3 tee men sfemenne ei Faden | | Sera [nent et nd gt a “ote pescica: optimum inva for diy for napcton hou be determined sceordig to te ctu fdings on eat ingptcton.MAINTENANCE SCHEDULE Maintenance Intervals (Diesel fuel oil) Rang Hoa = Inwpestion tem Tak t enti Fmon émon. Th ys Daity| weskty fds” [.30~ [2B00~ 4 to~ i — Soo |is00 [000 6.000 Ghesk anon of bing i oi ALS. +t. i Replace beating 7] t Every $00-1 000 5 [Gieansitckanes 7] i oz | rocnarger | Dison, clon and ilgeaal ; i fnipct ace | _ ° d | { Beas Tales & esteenesns | Sgeruton Mansa 3 [Ra ower ae vey 150200 igaienbie ad em, Intro [Rparocmueicaciea” ° Saag srvare 7 3 \andsaringeon Reet x = 2 | iatnwe rnin condosne Tgipest rota ae, 7 fg |sumeway [RE e 23 [ne [Drain condone FJ = EP | Serine Check air presse o = - 3 [tam Dai condenate | O ‘Check ra eaustion Bs 7 | poaion | Ec Fue trecton [Check foot eton g § pone ‘mig Z el _ 5 Dissebl eanand j ° 3 Dra condone o = | esto ier Bowel tiem icc | ° fe ol prises ee ip T “Check lubricating oll T g [tapretecan [ate ° Z to Mikeag or epee z Analye ol properties / | | dpe ona : Drain sndenate >| 0 Co a J | runaow mer | Howaif orn wie 5 ] gain ape aL Dissersblea dean [~ oT Tabs al 7 ] Bray tye foal Dissemble nd ean | | 0SF200800 _| q Cheek quany of E | Rogker arms [bret 2 ole a 3 cit aeasenbie and caag | I Brey 150~200 no, € 2 = & Drain condense o FE | nootersmm tabs: [Clan while turing wa 7 Selcumechmer” [Sarak © e Diss and zo 7 hed noun of BTS | — cele st Gr Repl ibratng ot — a Replace nbicing ol [7 o Tain Lebeting Inwpectandreohes | /’| ° ; Ines col ingot and op Z o z Check fora x t - = [rem heck frie toad |G j 3 Cock or eakaee o aol a Exteirof engine [Cheek for loose bow | Fl ow sh water — aa ee 4 © DL-20 [BI 89-5(DAIHATSU} - MAINTENANCE SCHEDULE Tyee | SECTION Maintenance Intervals (Heavy fuel oil) DL-20 Te [Soo |i.bo0= (2.000 |8ioo~ {So [Seo [00 Cytnder head coms [rector moet otston | © o ‘ite Tealnonie 700=1 200 yin) nest a [eit bepesema io} 0 |olo| ave rig Inapect o| sree atoeo0 ms aed ace [Tan a 2 [ini eerie Take or EO gt ° cl 5 | Sara Pon eon ae na FS a oes * = sate : ues “ame |_| [TL stein erence a Seeearat ° ee ea lol of0) 0 | 0 fo} ° ° otters 9005") _ | Giesk com and ler > ° canna oobi ack el fem : eee tintin ‘easy come |__| Raynes faoha 49,9007 12000 ms) sien [nit ab 0081S iy Sanaa 608 btiy Seamer S apa ° "RADE or UGA Gere ‘Ades od aie Reps ° alolda| oe Sey di o pseon hob end scan fhe sea fing one et psc, a: oDSECTION MAINTENANCE SCHEDULE Maintenance Intervals (Heavy fuel oil) Tonaing too — Inpecon em tak can ram fémon. [bye ms uty] woaty BOOS” FBR: JE.SSS: PBS | _ 0 | i300 [S60 [3000 Cie aoa ohana] § asim Every S001 000 be 5 _ = Disb cera eal inspee ck |. Y 3 Rep bea oe g Flush blower ae CT Beery 150-200 z Fas rin ie Piven 180-200 Dienbl and cs) Interoooler hydrostatic leak test i > [Seripgaave tet 3S 2 (folie rain condensate o icf Tnspectioan Ea [syne [RST | | #5 ‘rain condenante Lo - 3 heck prema 3 === I ie Drain condensate I Chas noe edn al I Fuetineedon [Gresko RN rom Shine 3° Dissent aad | a al Blow-off (for notch wire an rosoumer — [Boalt ° Titel peal Dissent and daw Dende on Ta cond ig, | bitbeleating olf quantity 2 ~ — & lia : egg scene z Anayeopropetise teeter éL stra 2 | Drsin condensate oS — F | ruatow ter | aovt ech sirup fen ° | Igbo ilps 3 Dissent a dan t a cs 1 > [abeesting ot Even |_Jecote Disasemble and clean (200012000 hes) al Gaack qari of B | Rocker arm tubr+ | lubricating oil ° Galego tak” Rapa roce am ate j | it dssentie and | ray 190-200 es Drain condense o 1 Rocker am ube [lean while rning wR] Senne” |S | “ Diasec and dea | heck amount of Reig 1 oil _ a Coun Replenish hbrieating oi o — [eee bring oi a LabGetngcl | npetandrepce ° inte Rr Tapes an pi 3 Cink frees ite Gik foros Bo 1 3 ‘Check for leakage — © | exterior f engine 5 fo T ~ — ~ i Talon a | nam a ean } a ‘Wore Tema marked” Geno Wow to be checked a tne of fat mpectan: The Gn iapecion for ow DL-20 |B] 89 J items shoul be as ead a praccal optimum interealfr dase) for nspecton sould be ‘determined sconding tothe atl findings onthe fest inspectionDAIHATSU Manual Lubrication Maintenance Intervals DL-20 SECTION (When disel fuel oil and heavy fule oil are used) Equipment Labrieation Cooling water pump Governor Handle *Oitcup (by removing plug) [Lubrication Interval Weekly Lubricant Used Remarks #30 engine oil Replace with new oil every 6 months. Every 3 months | Grease Fuetoilcontot deve | Common od ink | Weekly #30 engine ol | Fuet oil control device ‘Rack link ‘Weekly #30 engine oil | Fact ot controt device | Common rod bearing | Weekly 1#30 engine ol Starting air valve Valve stem Every 3 months | Grease '¢ When feeding ci to cooling water pump, be sure to loosen plug and fll until oil overflows from ol cup rim. DL-20 90DAIHATSU Adjustment __ MAINTENANCE General Precautions for Disassembly, Assembly and 1 General Precautions for Disassembly, Assembly and Adjustment General Precautions for Disassembly, Assembly and Adjustment Prior to disassembly, assembly andor adjustment of the engine, the engine in- ternal construction and standard adjustment pro- cedures should be fully understood, and the standard maintenance procedure: to be described herein read thoroughly. 1. Handle the engine and other parts carefully “Safety first” should always be your slogan, 2, Give heed to the astembly sequence and tally marks to avoid misassembly. 3. When disassembling jointed parts, pay special attention to the match marks. If the match marks are not provided or are blurred, mark them clearly. When overhauling parts associat- ed with specific cylinder numbers mark them with paint or magic pen so that they can be clearly identified in assembly. 4, Each disassembled part should be put in a designated box or the like container in good order or kept neatly in designated places to avoid misplacement. 'S. Do not mix the special heat-resistant bolts and ruts used with the exhaust pipe, etc. (exposed to high temperature) with other kinds of bolts and nuts in assembly. 6. Tighten bolts and nuts with even force observ- ing the correct tightening torques, as specified fon Section 3, Sheet 4. If you have any questions concerning about handling and main- | tenance, please contact a Daihatsu Service engineer. 7. Check periodically for looseness of bolts and ruts for internal components which are not overhauled. 8. If tuming is necessary midway in disassembly ‘or assembly, ensure that there are no parts that may come into contact with the rotary part and thet there is no danger to the per- sonnel working nearby. 9. Use standard tools when disassembling and assembling the engine. 10. When disassembling, take specified measure- ‘ments at as many points as possible; data thus tained should be filed for later reference, 11. Packings should be replaced at each dis. ‘assembly. So a sufficient number of packings should be at hand to match the degree of dis- assembly, 12. When some spare parts are used, replenish them at once. 13, From the viewpoint of full utilization of fengine performance, with appropriate periodic overhauling intervals, and of the interchange ability and accuracy of the parts used, Daihatsu genuine parts should always be used, 14, Cover each of disassembled parts without fai to exp out dust. 15. Before assembling, make sure that all parts are ‘lean. If any are soiled, wash with gas oil, or air- blow clean,MAINTENANCE Cylinder head, High pressure fuel oii pipe 7-2. Disassembly, Assembly and Adjust- ment of Main Parts 1. Cylinder Head and Related Parts (1) Cylinder head < Overhauling process > 1, Remove cylinder head top cover. 2. Disconnect all pipings atound cylinder head, 3. Remove rocker arm shaft holder. 4, Disconnect high pressure fuel pipe. 5. Remove cylinder head lower cover. 6. Remove push rod and protective sheath, 7. Remove cooling water reguiating cock. 8. Remove nozzle holier. 9. Unscrew exhaust pipe fixing bolts. 10. Unscrew intake air pipe fixing bolts. 1, Remove indicator valve 12, Remove cylinder head tightening nuts. 13, Remove cylinder head. 1, When detaching cylinder head, take care not to damage fit-up surface of O-ring fitted to cooling water guide. 2, Before scraping carbon deposits from com- bustion chamber, check deposit condition and quality. 3. Remove carbon deposits from combustion chamber and carefully check for cracks. 4, Since cylinder head packing has the impor- tant function of sealing high pressure gas, always replace it, insofar as possible, at each overhaul, Since cylinder head packing seat section is susceptible to flaws, give special care to handling, DAIHATSU on other bolts still tightened firmly. Proceed in the same manner also when tightening to fix cylinder head. LLootening cylinder head fixing nuts (Numbered for sequence of loosening.) 10, When loosening cylinder head tightening nuts, use a box spanner. Use torque wrench only for tightening. ke special care in setting cylinder head so as not to scratch or dent packing surface of cylinder head or liner or fixing aut, Clean thoroughly to remove dust, ete. before fixing. [ “inconitenionoTaaranie tacos | teria olndr ead tigheog muss | Soy age ser funhing 12, Tighten intake/exhaust pipe fixing bolts prior to tightening cylinder head fixing muts. Cylinder head adjust imtake/exhaust pipe flange face to face 5. Check for corrosion on fit-up surface of O-ring for cooling water guide, and also for gas leakage through cylinder head packing. Minor corrosion or gas leakage should be corrected at once, 6. Check and remove fur accumulated on water jacket of cylinder head at least once every two years, If not cleaned for a long time, cooling efficiency drops, water passage is clogged and cracks may develop. 7. Upper surface of cylinder head serves as return passage for rocker arm lubricating oil (2) High presure fue ol pipe ‘When connesting high pressure fuel ol pipe to nozale holder or disconnecting i, use double span- hers s0 no torque will be exerted on inlet connector. igh pressure fuel oll pipe should be handled with good care as i i subject to very high pres sure, Special care should be taken not to scratch the fitup surface of each fitting and joint. (Disassembly procedure) .....(For extracting aoztle holder on A type or H type) 1. Remove O-ing guide set bolt. Clean this surface with care so that foreign matter such as dust or cotton waste, etc. does not enter lubricating oil 8. When lifting cylinder head, lift it horizon- tally. Take care not to allow water inside Jacket to enter cylinder. 9, Loosen eylinder head fixing mus gradually in the sequence shown below, so that all are Joosened completely after second run. Loosen- ing each one fully at once will exert undue strain 2. Displace O-ring guide toward holder side. 3. Using special spanner provided, remove cap nut at holder side, 4, Displace tube retainer upward, 5. Loosen cap nut at pump side. 6. Rotate nozzle holder sideways and detach fitting to high pressure pipe from nozzle holder. 7. Extract nozzle holder, For B type, carry out steps 3. through 7. described above, DL-20_|c| 89DAIHATSU: [SECTION] type | 7 TYPE SHEET | DL-20 < To extract B type high pressure fuel oil pipe > Remove cap nut at pump side in step 5, above and pull out the pipe along with the cover tinder ea overs Disassembly of high pressure fuel oil pipe (A type) aint eter ) N Disassemble of high pressure fuel oil pipe (H type) MAINTENANCE High pressure fuel oil pipe, Fuel nozzle Fuel injetion pump —* Disassembly of th pressure fuel oil pipe (B type) (3) Fuot nozzle Since maintenance of the fuel nozzle has a great effect on the condition of combustion and output, bbe sure to disassemble and inspect it whenever any change in exhaust gas temperature or color is, noted. Be sure to use the nozzle specified on the factory operation data sheets. Before removing nozzle, check condition and quality of carbon deposits. 1, Detach the high pressure fuel oil injection pipe and other piping, and remove nozzle from cylinder head using nozzle holder dis- assembly tool, 4 Nozzle extraction DL-20_ [c| 89-5MAINTENANCE Fuel nozzle DAIHATSU 2. Before removing nozzle, measure and record nozzle injection pressure. 3. Remove pressure adjustment bolt cover of rozdle holder; loosen pressure adjustment bolt. 4. After removing carbon deposits, detach noz- ale from holder. Be sure to loosen the pressure adjust- ‘ment bolt without {ail when attaching noszie 10 nozzle hholder, or detach- ing it from the noz~ zie holder. (for avoid mal-atomi- zation) Nozzle extraction 5. Clean carbon from nozzle tip. Nozzle cleaning 6, Attach nozzle to nozzle tester; st injection pressure as specified on Assembly and Ad- justment Table shown on Section 3, Sheet 1. Nozzle testing Pressure adjustment bolt Adjusting fuel injection pressure 1. Operate the nozzle tester hand lever at a stroke ‘of 4~6 times per second and check the spray ‘mist to see that it is uniform without abnormal- ity due to the blocked injection hole. Shown below are different conditions of fuel spraying through injection nozzle, * OR OR (2) Clogging in (&) Malfunetion —(e) Dripping nozzle of needle valve of fuel oil Fueloit Bc ~ of paper (4) Normal state of injection DL-20 |[cDAIHATSU’ ‘SECTION 7 MAINTENANCE _ ‘SHEET 5 2. When removing nozzle, be sure to loosen nozzle holder pressure adjustment bolt. When remounting, pressure adjustment bolt should be loose. Nozzle removal/remounting with pressure adjustment bolt tightened may damage needle and cause mal-injection, In-nozzle testing, check carefully also for ‘wear or corrosion of needle valve, and replace it if worn, Special care should be taken as to injection port wear, which is likely to occur when heavy fuel ol is used, Check for smooth movement of nozzle and needle; replace if either is stuck, Do not fit nozzle and needle with lapping agent. Nozzle and needle are used a8 # pair; do ‘not intermix pairs. 5. After cleaning nozzle and needle of carbon, wach in clean gas oil and air-dry. Before fitting tested nozzle to nozzle holder, clean mating faces thoroughly to remove dust or other foreign matter; then tighten with correct torque as specified in the Tightening Torque Table shown in ection 3, Sheet 4, Tightening with excessive torque may result in sticking of needle vatee. ‘Since the high pressure fuel injection pipe js subject to very high pressure during oper- ation, install it without imposing any stress. Check occasionally for loosening of joints of high pressure fuel injection pipe and other piping as it may cause leakage of oil into rocker arm lubricating oi, (4) Nozzle holder guide ics necessary co remove seale collected in jacket ar the time ofa periodie maintenanee, extract the nozzle holder guide. ‘When reinstalling the nozale holder in plac confirm that the nozzle holder guide reiainer | is tightened fieuly to the specified torqus lessee Fuel nozzle, Nozzle holder guide, Fitting exhaust valve — o-ring —Nozele holder guide 1. When nozzle holder guide is dismounted for maintenance, be sure to replace the O-rings and the gasket with new ones. 2. Special heat-resistant type O-rings are used for the nozzle holder guide; be sure 10 use the genuine Daihatsu parts. (5) Fitting exhaust valve 1) Exhaust valve seat is pressuresfitted into cylinder head. Therefore, exhaust valve should be fit with cylinder head overhauled 2) Exhaust valve fitting is the most compli- cated maintenance task, Although the interval of maintenance varies depending upon Ioad ratio, combustion condition, fuel oil grade, etc., it is advisable to conduct the first round ‘maintenance as early as possible and then to prolong the interval according to the circum: 3) Measure clearance between valve stem and valve guide at the time of inspection of ex: tracted valve, Excessive clearance may result in gat leakage or breakage of valve spring. Re: place valve stem or valve guide, whichever is 4) For fittirg valve, first coat with proper amount of fitting agent and fit using intake and exhaust valve fitting tool. Use “Medium” to “Fine” fitting agent. Then, wash the valve well and perform final fitting with machine oil. Since exhaust valve and valve seat are very hard because of stellite Feinforcement, it is desirous to use erinding for dressing the fitoup face. Valve should be fit with best care, spar- ing enough time for obtaining good fit DL-20 |Dj gtMAINTENANCE Fitting exhaust valve, Fitting intake vaive 5)_ If valve seat is worn excessively, dress the seat face by either machining or with grinding tool. Grinding toa! is optionally available. aera rail Standard seat angle of exhaust valve: 90° When repairing either exhaust valve or exhaust valve seat, finish the sear portion to the angle as shown below, so that the valve will be seated hard: ex at the combustion chamber side Valve Valve seat 6). Frequent fitting of valve or frequent ma- chining tends to widen the seat width. When the valve has worn beyond the allowable wear limit as specified in Section 3, Sheet 6, re- place it with new one. 7). Machining of back side of valveis prohibited as it lowers the valve strength, ‘ 1. Set intake/exhaust valve extraction tool to the nozzle holder guide hole on top of cylin- der head, 2. Holding the spring by turing the bolt, extract cotters. 1. Valve spring cotters are manufactured as a pair. In disassembly and assembly, be sure to keep them together and use them on the same valve. 2. Check valve spring for cracks with color enetrant, 3. Check valverotator. 4. When assembling, do not forget to insert valve retaining ring into groove on valve stem. High temperature corrosion of valve head Sulfuric ac corrosion or bend at valve stem Blow-by or pitting at valve seat Fit-up at valve seat tp at valve stem end Valve spring cracking or corrosion (check color penetrant test as necessary). DAIHATSU 1. Make adjustments to increase the cooling water temperature. 2, When the engine stops, perform air-running ‘where applicable and ventilate the combustion chamber and exhaust port. 3. Increase the amount of oil applied tothe velve stem. 4, Increase the base number ofthe valve arm oll. (fo approx. TBN20 to 30) (6) Fitting intake valve 1) Intake valve seat is pressure-ft into cylind- er head, This part should be fitted when overhauling cylinder head, Nozae holder lamp Extracting intake and exhaust valve 2) When clearance between valve guide and valve stem exceeds the allowable wear limit, replace stem or guide, whichever is worn more. 3) When valve seat exceeds specified repair limit after machining or due to wear, replace it with new one. 4) Fitting of intake valve and valve seat 1, Intake valve and valve seat should be fitted carefully, as with exhaust valve, Wash it well and perform final fitting with machine oi. DL-20 |b] 92-3]DAIHATSU MAINTENANCE SHEET | DL-20 | Fitting intake valve, Valve guide removal and fitting procedures, 2. Heavy scratching or dents on face or seat portion of intake valve should be rough dressed by machining or with valve seat cutting tool, Do net forget to fit after dressing, Valve seat cutting tool is available as optional part [Siandrd set eng ofnake vies 10°] ‘When repairing either intake valve or intake vvalveseat, finish the seat portion to the angle as shown below, So thatthe valve will be seat- ed harder at the combustion chamber side. => <> Valve Valve seat Fitting intake and exhaust valve 3. AS with exhaust valve, intake valve wor beyond the allowable limit should not be reused / I. Set intake vaive extraction tool in the noz- Hle heer guide hole provided on top of ey inder head. 2. While holding spring by turning the bolt, extract cotters < Precautions > ‘As with exhaust valve, be careful of the follow- ing: 1. Handle two valve spring cotters asa pair. 2. Check valve spring carefully. 3. Do not forget to fit retaining ring that secures valve spring in position, 1. Sulfuric acid corrosion of valve seat. Be care- ful of possible sulfuric acid corrosion at valve seat, which is likely to occur on intake valve due to condensate of intake ait 2. Blow-by or pitting at valve seat 3. Check valve spring in same manner as for ex: hhaust valve, () Valve guide removal and fitting procedures 1) Removal 1, Attach bar-like valve guide extraction tool to valve guide drive it out by hitting the tool with a hammer. 2) Fitting procedure ‘Valve guide is cold-fitted. (8) Valve seat removing and fitting procedures 1) Removal I. Valve seat has been cold-ftted; when removing, be careful not to damage the valve seat contact area. 2. Valve seat can be easily removed by cir ‘cular bead-welding on the face to heat it. 3. Remaval of water-cooled exhaust valve seat ‘When removing scale collected in the water pas- sage for water-cooled exhaust valve seat, re> move the seat referring to the figure shown below. Exhavst valve seat exration ‘ool EX) . \ ATA py Ww p re Exhaust valve seat, es ‘Exhaust valve seat ‘extraction tool G3) FT vast itt DL-20 92MAINTENANCE DAIHATSU SECTION 7 Valve seat removing and fitting procedures, Valve rotator 2) Fitting procedure 1. If interference of the valve seat fails to meet the requirement shown below, usean over-sized valve. Insuch acase, itis necessary to machine the valve seat fit-in hole in the cylinder head, | ate vate seat tern a6 1s | Non-cooling tye | exhaust valve seat Cooling type | exhaust valve seat | oat tose (exhaust port side) Cong a rae seat nbuin | "| 08 to 0 Chante ) | 0083 to 0121 2. Soak valve seat in liquefied nitrogen util bubbles have disappeared. Then fit into cylinder head. When using Dry Ice, cool valve seat for approx. 20 ~ 30 min. in a widemouth thermos bottle (lining: stain- less steel) containing alcohol and Dry Tee. 3. Special cooled type exhaust valve seat (for heavy fuel oil) should be cooled with O-rings in position. To protect O-rings from damage while fitting valve seat, be sure to apply grease to outer face of valve seat at normal temperature, then incorpo- rate it into coli-ft jig, and cool as is. After cooling, remove cold-ft jig and seat into position quickly. Special cooled type exhaust valve seat omy cold-ttjie—t Cooling of exhaust valve SHEET 8 (9) Valve rotator (for intake and exhaust valves) When the valve rotator rotates improperly, valve life is adversely affected, although the valve will not be damaged immediately. In such a case, overhaul the rotator as soon as possible. Rotational frequency of valve rotator Approx. 21.p.m. (engine speed: 720 r.p.m.) ‘When revolution of valve rotator be come 1/2 of inital revolution, please check valve rotator. < Possible causes of improper valve rotator rotation> Deformed or corroded rotator roller. Wear of corrosion of rotator spring. Compression mark on ball race, Groove clogged with sludge. Corroded belleville spring. Compression mark on groove of rotator body. In all cases, normal operation can be resum- ed only after replacing improper parts. This rotator can be simply disassembled by removing the rotator retaining ring as shown below. When reassembling, install ball and spring in the proper direction. Reassemble correctly as shown below, with pring set at the rotator body oiling hole side. (Roller type) Construction of valve rotator DL-20 | F| 91-12DAIHATSU ‘SECTION ud MAINTENANCE Adjustment of valve clearance, Starting air valve (10) Adjustment of valve clearance If clearance at valve end is too small, valve stem and push rod will expand by heat during operation causing improper valve seating, which may result in damage to valve or improper combustion, Conversely, too large a clearance may cause an increased level of noise in operation or damage of abnormal wear in the valve operating mechanism, Therefore, maintaining the right amount of clearance is essential for normal operation. Valve operating mechanism in this engine presses two intake valves (or exhaust valves) simultaneously with one T-shaped yoke. If the heights of these two valves fail to agree precisely, imbalance in the valve pushing force will cause valve or valve holder to fall, leading to abnormal valve guide wear or valve damage, To avoid this, adjust valve end clearance in the follow- ing procedure after valve maintenance. (First valve end clearance should be adjusted after 5O hours operation) < Measurement of valve end clearance > 1. Bring intake and exhaust valves for cylinder to be measured to fully closed positions. (At this position, graduation marked on fly- wheel points to TOP position, with the marked line on the fuel injection pump at the up position.) : AG mee. ‘Measuring valv nd clearance 2. Loosen lock nuts and unscrew clearance adjusting screws 1 and 2. 3. With valve contacting firm at end A, adjust with serew 1 0 that the other end fits closely at B. 4, With adjusting screw 1 held securely via spanner applied to the square head, Tock nut firmly. 5. Insert a feeler gauge of the specified thick- ‘ness at part C and adjust screw 2 in the same manner as for screw 1. (11) Starting air valve If the starting air valve fitting is improper or the valve rod or the starting air valve piston be- ‘comes stuck, gas counterflows into the main start- ing air pipe, causing sticking of the starting rotary valve and starting air valve and thereby damaging them. For this reason, it is necessary to perform the fitting work with care. Operational overheating of starting air pipe is ‘caused by gas leakage from starting air valve. Check ‘valve at once and stop leakage. It is recommended that starting air vale fitting be done together with the intake valve, ©'- 1. Remove starting air valve piston case. 2. Remove split pin for tightening nut of starting air valve spring seat and remove nut. 3. Remove starting air valve spring seat and spring. Pull out starting air valve rod to combus- tion chamber side. ‘Starting air valve disassembly (Numbered in sequence of removal) DL-20 | 8| 87MAINTENANCE Starting air valve, Piston overhaul DAIHATSU 1, Do not tighten tightening nut of starting air valve seat with excessive force, otherwise, screw part of valve rod may be broken and valve rod drop during operation. 2. Divide split pin carefully, making sure that it does not touch starting air valve piston. 2. ston, Connecting Rod and Related Parts (1) Piston overhaul Piston overhaul intervals differ according to the degree of daily maintenance, especially to the con- trol of lubricating oil. Since appropriate overhaul- {ng interval varies with the individual engines, itis to be decided by the judgement of the person in charge of the engine, It is recommended thst an optimum schedule be arranged to match the infividual conditions using the Maintenance intervals shown on Section 6. Interval can also be judged by the amount of lubricating oil consumption, As lubricating oil deteriorates its consumption increases due to stick- ing in rings and increased blow-by. If consumption is double the normal level, overhaul must be considered, with replacement of rings as necessary 1, Remove carbon accumulated in the com: bustion chamber at the upper part of cylind- er liner. 2. Remove set bolt for connecting rod lock washer and take out washer, 3. Set crank pin at 20° ~ 30° past top dead center in the erank normal rotation direction and pull out connecting rod bolt. 4, Remove connecting rod cap. 5. Attach piston lifting ring to top of piston and lift it up. 6. Place piston at designated place. After re- moving piston pin retaining ring, extract piston pin while holding the connecting rod. 1. Set piston pin and connecting rod. 2. Insert piston pin retaining ring in the groove. 3. Fit piston insertion frame to the upper part of liner. 4, Attach piston lifting ring to top of piston and lift it up. 5 “4 alll Ul Piston extraction/insertion Set crank pin at the same position as for disassembly, and insert piston slowly into ‘the liner using the piston insertion frame as a guide. Fit connecting rod cap from beneath; tighten connecting rod bolt to. specified torque and fit lock washer. Whe spanner. Do not use a torque wrench for this purpose. Be sure to use a torque wrench when tight- ening connecting rod bolt and tighten cor- rectly refersing to Tightening Torque Table shown on Section 7, Sheet 13. ‘Since carbon is likely to deposit in hole for piston lifting ring, be sure that the ring is screwed in firmly. It may be advisable to clear threads with a tapping tool beforehand, (Nominal size of screw: M12 x 1.75) ‘When extracting and replacing piston, take care not to damage crank pin bearing and serrated section of connecting rod. Be careful not to damage inner surface of liner with the large end of connecting rod. Before inserting piston in the liner, lubri- cate all the sliding parts (outer surface of piston, liner and bearing) with lubricating oil, except for the back face of bearing. Be sure to align matchmarks of connecting rod and cap when assembling. ‘When extracting piston, be careful not to allow connecting rod to contact piston cool- ing system. Take care not to damage crankpin with serrated portion of connecting rod. Toosening connecting rod bolt, use a Lee20 Ts] 7-6DAIHATSU MAINTENANCE Piston overhaul I, Piston, Piston. ring and oil ring 9. Take special care to position the piston correctly, with “I” mark on piston valve relief face matched with intake valve and “E" mark matched with exhaust valve. (Depth of valve relief on piston combustion surface differs for intake valve side and exhaust valve side.) Exhaust vale side Intake vale side Engine ree (Fly wheal side) Piston woight Piston remodeling No. ale mark / Piston serial No, / Inston pump side Viewed from Injection Pump Side (Cam Side) 1) When positioning piston, be sure not to confuse intake (1) and exhaust valve sides ®. 2) With incorrect positioning, intake valve will strike upper part of piston, potentially leading to a serious accident. (Intake valve side has deeper valve relief.) 10. When inserting piston into liner, tap pe- riphery lightly piston with a plastic hammer or the Like, Ifit cannot be inserted smoothly, do not force it; lift piston temporarily and reinsert. Thoroughly remove carbon deposits from piston and liner. ML. (2) Piston 1) When extracting piston, carefully check carbon deposit and condition of lubricating oil drip and record the findings for reference for use during later maintenance. 2) Check for any abnormal contact marks on the piston or seizing in rings. 3). Check the condition of scale deposit the piston from back side. nside 4) Check at piston cooling oil marks caused by interference 5) Check for any abnormal contact marks on piston pin and pin boss parts. 6) Scale off carbon deposit on the piston thoroughly. After washing, measure dimensions of all the pars, Use fine grain sand paper to scale off carbon deposit, except for the piston skirt part; avotd use of sand paper here, which would damage special coating, (When FCD piston is used) For standard clearance, refer to Section 3, Sheet 5. (3) Piston ring and oil ring 1) The top and the second rings and oll ring ‘with coil are chrome-plated. If the chrome- plated layer is abraded, the abraded ring should be replaced with a new one, 2) At the time of periodic overhaul of piston, replace the rings in consideration of the length of operating time until the next overhaul. 3) Measure each part after removing carbon and oil completely. 4) Since oil ring quality affects lubricating oil consumption, special care should be taken in this regard. 1. After a long petiod of operation, circum- ference of each ring will have become sharp-edged. Therefore, be careful in han- dling them and wear gloves during over- haul, When mounting ring, place the marked side up (toward the combustion chamber), and set in the correct order as specified in Seation 3, Sheet 5, 6 Be sure to have the joints staggered by 90° fand not set in alignment, 5) How to fit oil ring with coil 1. Set the coil in the oil ring groove in the piston. 2. Insert the coil joint. 3. Fit the Teflon tube to the part of the coil op- posite to the coil joint. 4, Fit the oll ring. (Make sure that the Teflon tube comes to the joint part of the oil ring) 5. When inserting the piston, be careful s0 that the Teflon tube and the coll are held exactly at their respective positions shown below, without shift DL-20 90:MAINTENANCE. DAIHATSU TT Senorl Type | SECTION Teflon tube it ring (4) Connecting rod 1) Check serrated mating surface at large end Of connecting rod for cracks or wear. 2). Check if piston pin bearing at small end fits firmly in position with proper fit-up. 3) Measure bore of beasing and outside: di meter of piston Pin and check that dimensions are within allowable wear limit specified on Section 3, Sheet 6, 7. "When replacing piston pin bearing worn beyond the allowable wear limit, remove it with a press or by driving it out, confirm position of the oil hole on new bearing and press it in 4) When too large a load is applied to the engine a5 a result of piston seizure or water hammer, connecting rod may have bent or fallen, Accordingly, at overhaul, connecting rod should be thoroughly examined for cracks by color check. However, such checking is not required at periodic overhaul. (5) Crankpin bearing 1) When detaching crankpin bearing from connecting rod, lightly tap notch side of back shell with a piece of wood to create a gap be- tween shell and bearing housing for easier removal 2) Check condition of crankpin bearing with care and measure how much it has abraded. 3) To ensure that crankpin bearing maintains close contact with surface of housing, crank- pin bearing shell must have proper erush and tension. Refrain from using files or scrapers at any time, 4) If crankpin bearing must be replaced, re- place upper and lower shells at same time. 7 Piston ring and oil ring, Connecting rod, Crankpin bearing | DL-20 |” SHEET 5) On assembling crankpin bearing, thorough- ly wipe dust or other foreign matter from housing and shell back face. Refrain from applying any grease or lubricating oil to back face of shell. “Align notches so that direction of bearing will not be mistaken, Tap center part of bearing ty hand a few times to fit it ‘with housing, ‘Assembling erankpin bearing 6). Even if bearing abrasion is still within the allowable limit, if it is used for a long time, it loses tension. Its surface also becomes hardened, which may cause eracks. There- fore, it is better to replace it with a new one after 4 years or so of operation. 7). If bearing check is required while engine is stopped, disassemble and check bearing by lifting piston via piston supporting tool. 1. Bring piston in cylinder to top dead center. 2. Detach nozzle holder from cylinder head. 3, Insert piston supporting ring into hole on nozzle holder and screw it into threaded hole provided at the upper part of piston, 4, Loosening connecting rod bolt, remove cap at large end and disassembie bearing for inspection. [ou-20 c| 89.DAIHATSU MAINTENANCE Crankpin bearing, Tightening of connecting rod bolt Piston supporting 101 Supporting of piston fo (6) Tightening of connecting rod bolt Be sure to tighten connecting rod bolts firm- ly. Poor tightening may result in damage to bear- ing metal or serrated portion at large end, or to a catastrophic accident such as bolt breakage 1) Handle parts carefully so as not to cause sotatches, dents or deposition of dirt on serew portion of bolts and connecting rod contact surface, 2) Roughening or scratching on bolt threads or seat surface may result in poor tightening; to en- sure firm tightening, spray anti-selzure agent (MOLYKOTE 1000" spray type) over these surfaces. Rougheness or scratches on surface, if any, should be repaired by machining or otherwise. 3) Screw the bolt into the original hole from which it was removed. 4) At first serew bolts by hand and check without any resistance. 5). Tighten bolts as following procedure 1. Fist confirm the matchmarks punched at (A) and (B) on large-end cap shown below. 2. Attach large-end cap without bearing metal; using a torque wrench, tighten bolts to torque A G5kg-m)- Tightening sequence: Bolt D ~ Bolt @ — Bott © 3. Punch tally mark on bolt heads to match with (A) marks on large-end cap. Tally mark on large-end cap Mack denoting Tally mack eee on bolt | Mark denoting B Angel of rotation: 0 Mark matching 4. Attach bearing metal and install in engine, Tighten bolts with torque wrench of the specified capacity. Be sure to tighten them by ‘wo steps. Tightening sequen« Ist step: At torque A (3Skg-m) Bolt @ ~ Bolt @ ~ Bolt © 2nd step: At mark B (50°) Bolt @ — Bolt @ ~ Bolt @ Note) 1. Ami-seizue (MOLYKOTE 1000 Spray type) stould be used to bolt seats and threads before tightning. 2, At connecting rod bolts, A torque and rotation angle shoutd be the first con- cern, B torque is for reference only. ® Bolt tightening sequence © - @ - © 5. Afler tightening to mark B, check tally marks ‘on bolls coming to B position on large-end cap or slightly beyond it, and set lock washer in place. o-20 |B] @7-6]MAINTENANCE Tightening of connecting rod bolts, Engine frame, Cylinder liner DAIHATSU TyPE | SECTION DL-20 [SHEET 14 Alter long term operation, each part become | running-in condition, resulting in some deflec- | tion of the relative positions of bolt and large- end cap, ‘Therefore, bolt tally marks cannot be reused after extended operation; punch new marks. ‘When tightening bolts to new marks, distinguish new marks from conventional marks. Tally mark matehing 6) After installation, check side motion of con- necting rod without fail to secure the appropr ate clearance between rod metal and shaft ‘After test running, thoroughly check, by hand ‘touching, that there is no abnormality: and then start normal operation. Tn consideration of intial running-in, check for appropriate tightening of connecting rod bolts within 3000 hours after starting normal ‘operation. Thereafter, check it within 6000 hours. Easy maintenance according tothe following; Tighten bolts to proper torque (9Skg-m) of mark (B) by torque wrench from side cover. And bolts non-moving bolts tightening is appropriate | contin. In case of moving. Tighten bots by angle-tightening method again. ‘7D Notes on bolt replacement 1) Cheek for proper fit of bolt head seat sur {aces with minium or blue dubbing agent. Bolt with inadequate fit at seat surface should be repaired to obtain good fit. 2) Spray anti-seiaure agent (MOLYKOTE 1000 spray type) to both screw portion and contact surface of bolts. Tighten to proper forque_(@Skg-m) of mark (B) and “repeat tightening and loosening two or three times to get initial running-in, ‘Check bolts can be screwed by hand easily. 3) Mark bolt head with engine identification number, cylinder number and bolt number. Bote number Engine identification — (When replacing bolt, umber mark same numbers son previous bolt.) Cylinder sumber Bolt marking 3. Engine Frame, Cylinder Related Parts Liner and (1) Engine frame Except for special case as in re-grinding or seizure of crankshaft, the engine frame is not dismounted However, periodic check should be conducted for loosening of tightening bolts or nuts and for condition of inside of the water jacket (2) Cylinder tiner 1) Wear of cylinder liner bore differs accord- ing to fuel oil grade, control conditions of lubricating oil and temperature of cooling water, ete. As progress of wear Ieads to such problems as blow-by, increased lubricating pi-20 [alsDAIHATSU SECTION 7 oil consumption, ete., cylinder liner worn beyond the allowable’ limit as specified on Section 3, Sheet $ should be replaced with ‘anew one at an early stage. Because of initial wear, a newly built engine generally shows slightly more wear in its cylinder liner at this time than at other stages 2) Remove carbon deposited on cylinder liner when overhauling and inspect and ‘measure each part with care < Measurement > Set liner wear locating gauges in the axial direction and the normal rotation direction, Measure wear by cylinder bore gauge. 4 ) FAUX Measuring cylinder liner (2) 3) If air is mixed in cooling water, cavitation may occur in the liner jacket, and the Iner may be corroded from its exterior. Therefore, deaerate fully, take out Uner at least once every four years to remove fur collected in Jacket, and carefully check extent of MAINTENANCE Cylinder liner ‘ \/ Scratches, corrosion, scuffing, or cracks on sliding sirface. 2, Removal of carbon deposits from upper inner side of liner (Check of jacket side of liner) 3. Cracks on flange fillet (Use color penetrant test) 4, Traces of erosion by carvitation. Minor ero- sion may be touched up with “Deveon” ete. 5. Corrosion or fretting at upper and lower parts of liner, where itis fit to engine frame. 6. Removal of deposits on jacket side of liner, excepting thin film of rust-preventive agent (ereyish-brown). 7. Cracking where liner is fit to engine frame (color penetrant test). Peeled rust preventive coating on water jacket in engine frame should be repainted. 1. Cylinder liner is extracted and inserted using cylinder liner extraction tool as follows. NS Insertion Extraction Apply silicon | rubber here i tiner Cylinder liner extraction and insertion 2. Align marks on liner and engine frame when inserting new liner. 3, When reassembling, replace upper packing, liner rubber ring and O-ring, 4, Since liner rubber ring and O-ring are watertight to seal between lower part of jacket and crankcase, take special care in fitting so as not to’ break them. Apply silicone rubber to prevent possible corrosion at the clearance, However, do not apply silicone rubber to O-ring. DL-20 | Cc} aMAINTENANCE Piston co {3) Piston cooling unit 1) Piston cooling nozzle is mounted at the lower part of engine frame. This part should not bbe disassembled unless absolutely necessary. 2)_ Piston cooling support is assembled with two knock pins. After overhauling piston, bring the piston to bottom dead center as illustrated below and check for correct align- ‘ment with counterpart on piston using nozzle locating ie. 3) Upon completion of assembly, turn with care to ensure there are no problems in any parts. Do not forget to detach the nozzle locating ji, hn ne j Piston Nozzle Tecating ie Piston cooling nozzle [Nozzle support 4. Sole Plate, Crankshaft and Related Parts (1) Sole plate 1) When inspecting main bearing, check for proper fit at spigotoint part and mating surface, and for scratches or cracks on these surfaces, including check of main bearing cap. 2) Check for loose main bearing bolts, and retorque if any bolt has become loose in ‘operation, 3) If excessive load was applied to main bearing or if crankshaft is burnt, measure dimension of hole on main bearing. Check also for cracks or other damage on sole plate around main bearing, 4) When main bearing cap is disassembled for inspection of metal and reassembled, be sure to set it in proper direction, with embossed “E" toward front of engine. (2) Main bearing metal 1) Since main bearing metal is thin-shell type as crankpin bearing, no shim should be in- serted between sole plate and bearing metal and no file or scraper should be used. 1 unit, Sole plate, Mi DAIHATSU ‘SECTION 7 bearing 2) Since large clearance may result in cracking, seizure or lubricating oil pressure drop, periodic overhaul is required. Otherwise, bearing metal ‘wear causes increased stank deflection, bringing about a dangerous crankstaft condition due to the application of repetitious stress by internal moment. 3) Carefully check back side of bearing metal ‘and mating surface for fretting, traces of seizure Of buildup of foreign matter; measure degree of < Bearing metal clearance measurement > 1. Metal thickness measurement Extract bearing metal and measure thick- 2, Measurement by means of lead wire Extract main bearing cap and put a soft lead wire (0.5mm) on upper part of erank- shaft, ‘Then replace cap and tighten to prescribed torque. Remove cap and measure with a micrometer the thickness of the lead wire thus pressed: 3. Measurement with bridge gauge Apply bridge gauge across crank journal and ‘measure clearance between gauge and circum- ference of journal, An optional bridge gauge is available, Measurement of clearance with bridge gauge 4. Measurement of outside diameter of crank- shaft and inside diameter of metal Remove crankshaft from sole plate and ‘measure outside and inside diameters. This is the most reliable method for obtaining ccorzect values [ee20 Te] 27-6]DAIHATSU. SECTION] type 7 DL-20 Main bea 4) When the main bearing metal is worn, replace it with a new one, When crank journal ‘or crankpin is worn, replace with an under- sized metal. (In this case, crankshaft must be ground accordingly.) Metals undersized by 0,5, 0.75, 1.0, 1.5, and 2.0 are available as standard service parts. 5) When replacing mais bearing metal, replace ‘upper and lower shells as a pair. << Extraction and installation > 1, Remove main bearing cap tightening nut and cap, 2. Holding crank journal lubricating hole up- ward, insert main bearing extraction tool, S| ~~ | oo) SS ANA N Main bearing meta extsction tool Extraction of lower half of main bearing metal Lower metal insertion tool Main bearing metal extracting tool Insertion of lower bearing metal 3. Tur the crankshaft slowly in regular rot tion direction until bearing appears com- pletely, then stop turing and take out metal. 4, Remove debris from surface of metal; of surface defects, remove only burrs, 5. Assembling in reverse of above process MAINTENANCE 1 metal, Thrust bearing metal 6. When metal is inserted, it can be pushed in about 1/3 way by hand; from that point, hold it with the tool by its butt end and turn the shaft slowly without forcing it. 7. If the metal fit is too tight, itis advisable to hold the crankshaft using an adjacent cylinder. A lower metal insertion tool is optionally available. 8, Ascertain that metal is positioned snugly inside the housing, 9, Make sure that main bearing metal with claw is set in the proper direction at cap side, 10. Refrain from applying too much torque to ‘main bearing cap fixing bolt. (3). Thrust bearing metal 1) Thrust bearings metal, provided on both sides of rearmost cylinder journal, limit erank- shaft movement in the axial direction. VU . ° Thrust bearing 2) Thrust bearing metal clearance is not ad- justable, 50 worn bearings should always be replaced with new ones. 3) For extraction and installation of the thrust bearing metal, follow the procedure given for the main bearing 4) The thrust bearing metal consists of upper and lower pieces. In assembly, take care nat to create one-sided contact and check side clearance well, Be careful not to install it upside-down, 5) _Beforemeasuring side clearance, move crank- shaft toward front or rear using a crowbar. [ DL-20 |c| 89-5MAINTENANCE Thrust bearing metal, Crankshaft, Measurement of crankshaft deflection, Timing gear DAIHATSU ‘SECTION 7 SHEET 18, DL-20 Installation of thrust bearing metal (4) Crankshaft 1). Although crankshaft is designed with ample Strength and rigidity, care should be taken as to the following, which may result in crank- shaft breakage: 1, When the engine is operated for a long period at critical speed, with torsional vibration, 2, When operated with crankshaft deflection exceeding the allowable limit. 3. When there is excessive clearance between crankshaft and bearing, or uneven wear of crankshaft 2) When there is burning of crankshaft or bearing due to depletion of oil, ete, carefully check for cracks using color penetrant check method or the lke. 3) When crankshaft must be reground because of uneven wear or hair cracks, consult menu- factuser, 1, Scratches or dents on bearing surface, con- dition of fit-up, uneven or abnormal wear Fillet portion and lubricating oil hole in bearing (color penetrant testing method) Soiling or clogging of lubricating oll hole Loose balance weight fixing bolt Crankshaft deflection Contours of pin and journal 7. Surface hardness: if hardness degrades below the specified value, consult with the manufacturer < Precautions for disassembly and reassembly> 1, With sheeting, protect bearing part from damage during disassembly or reassembly. Wash lubricating oil hole carefully and air blow ary. Clean bearing surface thoroughly to keep it froe ftom dirt. (6) Measurement of erankshatt deflection Refer to section on Measurement of crankshaft Deflection, Section 10, Sheet 7, 5. Timing Gear, Camshaft and Related / Parts. a ing gear 1) Overhaul timing gear every two years; check gear tooth surfaces and perform color penetrant check, 2). Improper backlash not only increases noise and vibration but also creates pitting or burrs on tooth surfaces. Therefore, during overhaul if anything abnormal is observed with regard to the backlash, replace either the bearing or gear with a new one. < Disassembly > 1, Disassembly connecting pipe. 2. Dismount auxiliary equipment (Lubricat- ing oll pump, cooling water pump, etc.) 3. Remove idle gear shaft holder. 4, Remove gear case. 5. Remove auxiliary equipment drive gears. 6. Extract idle gear. 7. Crank gear is shrinkage-fit to crankshaft. Refrain from extracting it unless it is re- placed with a new one. DL-20 |B] 87-6DAIHATSU SECTION] type MAINTENANCE Timing Gear, Camshaft, Cam avi < Precautions > 1. Timing gear tally marks are provided on the side of each gear. Check marks carefully in assembling, When extracting idle gear, bring the cutout portion on auxiliary equipment drive gear mounting boss to the gear meshing position and then extract 3. When shrinkege-fitting, heat crank gear in ‘ 1. Disassemble gear case front cover. 2. Disassemble governor drive gear. 3. Remove cam bearing (thrust bearing) at the front end, 4. Extract cam bearing lubrication bolt (which is concurrently serving 45 cam bear- ing locator). 5. After removing each tappet, move cam- eratclan aii shaft toward governor side. Se oe After cam bearing comes off the engine ras frame, disassemble cam bearing bolt Remove cam bearing. Extract camshaft toward governor side. 1 8 Tale gear (3) Cam ‘The intake and exhaust cams are shrinkage-fit to the camshaft directly; the fuel cams are tighten- ced on the taper sleeve. < Extraction and installation > enon 1, With camshaft firmly secured, knock cams out with a brase bar of similar soft metal piece, or draw them out with an oil jack using a suitable je, 2. Detach fuel cam using fuel cam removing nut and take it out with taper sleeve, 3, To make extraction and installation easier, each cam, from shaft ends to center, has a ‘Timing gear installation diameter 0.1mm larger than the one before, Diameter is marked on each cam, 4, Pay attention to the mark in reassembling. ‘and install each cam in the correct position. 1. Fitup, wear and pitting, if any, of tooth surface 2 Contact and wear on bearing and shat 3. Loose bearing mounting bolt 4 Gear backlash 5. Clearance between bearing and shaft (2) Camshaft The camshaft is provided with a thrust bearing Which serves to prevent the shaft from moving in the axial direction, If the clearance between bearing and shaft increases, breakage of the ‘governor driving bevel gear, or governor malfunc- ‘don may occur. Therefore, the clesrance should be checked from time to time. If camlift decreases due to an abraded cam, the camshaft should be pulled to replace the cam with aortas DL-20 | A| 86-4MAINTENANCE Cam, Adjustment of fuel cam 5. When installing the cams, heat them in an oil bath to approximately 150° ~ 180°C and Install them in their prescribed positions. Take care aot to heat over 180°C; otherwise, the cam may be changed in structure and lose strength. 6. Misalignment between cam and tappet roller should be kept to within 0.5mm, For this purpose, tis advisable to put the posi- tion mark on the camshaft before extracting the cam, < 1. Pitting or wear on cam surface 2: Loosely fit cam 3. Clearance between camshaft and bearing 4, Clearance between thrust bearing (4)_ Adjustment of fuel cam Fuel cam should be adjusted when Pmax is abnormal, and only after the operator has clearly determined the true cause of the disorder; it should never be handled without reason, ‘The data shown on the factors operation data sheet are for operation on diesel fuel oil, When switching to heavy fuel oil, value of Pmax and ex- hhaust gas temperature vary, but no adjustment is needed for Pmax unless it exceeds the prescribed limit < Adjustment procedure > 1, ‘The fuel oil cam removing nut is located at the right side, and the fixing nut at the left in a standard engine, Align the marked line fon the removing nut with the base line on the side of the cam and read the scale at the sleeve end. It is recommended that the tappet roller be placed on the base circle Line of the cam. a, | In engines modified for reverse rotation, be careful the positions of removing nut and tightening nut are reverse of those in stand- ard engines, DAIHATSU TyPE | SECTION DL-20 [sheet | 20 Adjustment of fuel cam (Reading scale) 2. Loosen fixing nut (right-handed thread). (Push wrench upward.) Adjustment of fuel cam (Loosening fixing nut) 3. Tum cam removing nut and detach taper sleeve of cam, Adjustment of fuel cam (Turn removing nut to detach taper sleeve) 4, Return removing nut, align to read position referring to cam shifting hole and shift cam either to advance or delay position. DL-20 | BI 87-6DAIHATSU ‘SECTION TYPE SHEET | DL-20 5. When cam is shifted in the rotation direc tion, the timing becomes earlier, The maximum combustion pressure. Pmax changes by 3 ~ Ska/em? per notch on the cam scale 6. While holding cam, fix it in position by turning tightening nut. Adjustment of fuel eam (Fixing with tightening nut) 7. Put removing nut to collar end of taper sleeve and clamp it. Never clamp it at the cam side, ‘ 1. Deviation between the Pmax's in the cylinders should be kept within 3ka/em? while observing the requirement of the ceiling; the total pressure must not exceed design Pmax value plus 3kg/cm? in any case Pmax is increased by advancing injection timing and decreased by delaying it 2. When tightening cam-fixing mut, spray anti-seaure agent (MOLYKOTE. 1000 spray type) on nut contact surface and threads. Also faithfully tighten to torque specified in Section 3 - Sheet 4. Spray MOLYKOTE 1000 Note I; Do not spray antiseizure agent (MOLY-KOTE 1000 spray type) on tapered portion MAINTENANCE ‘Adjustment of fuel cam, Fuel injection pump, Installation and adjustment of fuel injection pump push rod AAs the taper sleeve breaks in quickly, check it periodically in accordance with Maintenance in- tervals in Section 6, and tighten it further if necessary, Tighten cam fixing mut to the specified tightening torque (8Okg-m) using torque ‘wrench set as shown in the figure on the below. Tightening toot ‘Torque wrench 10000QLK Cam tightening nut 3. Misalignment between cam and. tappet roller should be within 0.5mm, Insufficient tightening of fuel cam tighten- ing nut may cause fuel cam slippage, resulting in the ill-timed fuel injection. To avoid this, take special care to tighten nut securely to the specified torque. 6. Fuel Injection Pump and Tappets (3), Fuel injection pump For details of fuel injection pump disassembly ard reassembly, refer to Section 10, Sheet 6, over- hhaul Inspection of Fuel Injection Pump. (2) Installation and adjustment of fuel injection ump push rod When fuel injection pump is replaced, align marked line on plunger guide with basic line by ‘means of push rod adjusting shim inside tappet. However, fuei injection timing adjustment via this shim, should strictly be avoided since the delivery valve may be pushed up with the plungerDAIHATSU. Governor, Governor dri ing gear Initial pushing postion ‘Baseline ase crete) >} = Adjustment of fuel injection OQ Pump push rod (3) Fuel injection pump tappet 1)_ Since extreme pressure will be imposed on the tappet roller at the initial pushing stage of the fuel cam, the utmost care should be taken ‘that the cam is completely parallel with the roller. 2) If the spring inside the tappet is broken, the governor will malfunction or the ‘maximum combustion pressure will change. Check the spring on such occasions. 3) Ma scratched roller is continuously used as it is, it may damage itself or the cam. Accord- ingly, repair the scratch With an oil stone,ete. before use 4) Because the tappet roller bush is subject to great pressure, it is liable to wear quickly; therefore timely inspection and wear measure ‘ment are necessary, 5) The O-ring used for the fuel injection Pump mount should be replaced with a new ‘one at each overhaul. ‘Take out fuel injection pump. Extract fuel injection pump mount. Extract push rod. Extract tappet set serew on mount. Extract tappet. Extract roller pin and take out roller. (4) tnt and exhaust tappots 1) Intake and exhaust tappets should be handied in the same as fuel inection pump tapnet 2), Tt tappet roller outer diameter of roller shaft and bush are abraded, valve end cles ance "increases, changing | opening/closing timing of intake and exhaust valves and ad- versely affecting combustion, For this teason, periodic inspection and wear measurement are essential OPERATION AND DAILY MAINTENANCE Fuel injection pump tappet, Intake and exhaust tappets, | DL-20 | SHEET TyPE | SECTION 22 3) If sticky exhaust or intake valve is found, inspect it; if left unattended, it may bend ppush rod 1. Remove push rod and protective pipe. 2. Disassemble tappet tightening mut and extract tappet guide from engine frame. 3. Extract set screw from tappet guide, 4, Extract tappet. 5. Extract roller pin and take out roller. 7. Governor and Governor Driving Gear, and Fuel Control Device (11 Governor 1). Since the governor controls engine speed, it should be maintained in the best working condition a all times. 2). The governor should not be overhauled on site. Although the overhauling procedures are described in the separate instructions, it is advisable to have it overhauled by the ian facture. 3) The initial replacement of working oil should be after 1,000 hours of operation or 3 months after startup, whichever comes earlier. Thereafter, replace oil once every 6 months. + (When governor REID6 or UGS is used) 4) For further details on handling, refer to separate manual for governor. (2) Governor driving gear 1). The governor driving bevel gear is fitted at the leading end of the camshaft, together with the pump driving gear, via a cushion spring which frees the governor from torsional vibra- tion 2) To check the condition of the cushion spring, tum gear in both directions while checking fitting of gear tooth surfaces, Over- haul and inspect once every two years. 1, Remove governor gear fixing nut, 2. Extract pump driving gear and governor driv- ing gear assemblies as assembled. 3. Remove pump driving gear set bolt. 4.5. Remove washers for governor driving gear and pump driving gear. 6.7. Remove cushion spring and cushion spring seat. pi-20 || 87-6DAIHATSU Disassembling governor driving gear (Numbered in sequence of removal) ‘< Precautions > 1, Do not ovestighten governor driving geer tightening nut; otherwise, cushion becomes ineffective. (3) Fuot control device 1) Refrain from undue adjustment of fuel in- jection pump rack. If adjustment is absolute ly necessary, adjust in accordance with standard rack adjustment procedure given on Section $, Sheet 8. 2) If link pin and other joint pasts or lever set serew come loose misposition during opera- tion, governor control is lost, resulting in over- speed. To avoid this, check joint parts from time to time, 3) Govemor link spring should not be dis- assembled, If disassembly is absolutely necessary, measure and record spring fitting length (L) so that it can be reassembled to precisely the same fitting length. If the spring is fitted at a longer (weaker) length, the force from the governor will no longer be transmitted. Conversely, if it is fitted at a shorter (stronger) length, then the fuel cutoff device cannot function, 4) Check for deflection in the governor link system, 5) With control lever set at stop position, check that greduation on rack registers “0”, 8. Auxiliary Equipment Di ing Gear 1) The lubricating oil pump drive gear is located at the end of the crankshaft, To protect this gear, a cushion spring is employed, If this spring malfunctions, pitting may occur cn the teeth surfaces. MAINTENANCE Governor driving gear, Fuel control device, Auxiliary equipment driving gear 2) To inspect the spring, move gear right and left, If defective, the spring does not function at all or moves lightly on only one side; over hhaul and replace it with a new one. 3) Inspect at least every two years. 1. Remove gear boss mounting bolt. 2. Detach auxiliary equipment driving gear assembly from crankshaft. Remove gear side plate (1) set bolt. Remove gear side plate (2) set bolt Remove both gear side plates (1) and (2). 7. Push out cushion spring seat and cushion spring. 8. Remove auxiliary equipment driving gear ‘mounting boss. Disassembly procedure for auxiliary equipment driving gear (In numerical order) ‘Assembling auxiliary equipment driving gear DL-20 [c| 91-12DAIHATSU ‘SECTION MAINTENANCE 7 Turbocharger, Intercooler, Exhaust 9. Turbocharger, Intercooler and Related Parts (1) Turbocharger 1) As the turbocharger greatly influences engine performance, it requizes careful handl- ing. 2) For Maintenance intervals, refer to Section 6. For water flushing details on turbo-charger, refer to Section 10, Sheets 3 and 4. 3). For other details on handling and standard disassembly procedures, refer to separate in- struction manual for turbocharger. (2) intercooler 1) The intercooler is likely to be soiled at the cooling water side and the air side. Inspect and clean it at appropriate intervals, determin- ed with reference to the Maintenance intervals as shown on Section 6 and according to the actual operating conditions of the engine and Joss in performance, i any 2) Wet inside of cooling sipe slightly with water and clean with a nylon brush. After brushing, rinse with running water. 3) Clean outside of cooling pipe with com: pressed ai. If solled heavily with oil, ete, dip cooling pipe, with water chamber detached, in a neutral detergent bath ‘After cleaning, rinse with clean water and let dry. y 4) Check condition of protective zinc once ,/ every 6 months. Adjust inspection interval depending on degree of wear 5) The drain separator installed at the inter- cooler air outlet should also be cleaned at each overhaul. (3) Exhaust pipe 1) Check exhaust pipe bracing periodically to cemvure that it is secure 2). Fit flexible joint in proper direction as illustrated below. Check~mark on flange part. 3) Do not mix special heat-resistant bolts for setting the exhaust pipe with other bolts. 4) Apply anti-seizure agent to bolts used for at- taching exhaust pipe. Lom SUV a TT ca € Lt Flexible joint used in exhaust pipe 10. Gauges (1) General 1) The gauge board is supported with a shock- absorb spring member. Ifthe spring loses elastic- ity the gauges are liable to early damage. Replace the spring with a new one. The average life of the spring is about two years. 2). When the engine is stopped, make sure that all eauges indicate zero, Cooling water gauges sometimes do not indicate zero even when the engine is stopped. 3) If any of the gauges malfunctions, have it repaired at a qualified gauge repair shop specializing in that kind of job. If the repair work has to be done on site, be sure to use proper calibration tools. 4) ‘The intake air pressure gauge has small graduations and the indicator tends to oscillate due to pulsation. So, it is better to close of the gauge except for measurement. 5) The gauges should be checked every 6 ‘months. 6) Replace pressure gauge rubber hoses every ‘two years. (2) Seal pot (for engines for which heavy fuel oil is specified) 1) The seal pot prevents fuel oil from entering the pressure gauge. It is filled with ethylene lycol, which serves as a substitution liquid, 2) The ethylene glycol in the seal pot should be replaced once a year. "To replace, disconnect seal pot from piping and discharge fuel ofl and used ethylone giycot. ‘Alter cleaning inside of seal pot change new ethylene glyco tll it flows out through the bot- tom hole l DL-20DAIHATSU FECTION SHEET | DL-20 25 MAINTENANCE Starting control valve and starting air valve, Starting rotary valve 11. Air Starting System Related Parts (1) Staring control valve ae starting ar valve 1). The starting control valve shouldbe in- spected every 6 months. The starting ae valve seldom needs overhauling as long. af Piping is flushed and air ecever is drained at required 2) Ifthe starting control valve is stuck at the “open” poston, an engine which has stalled may start to rotate when the air reoeiver air Stop valve is opened. Be careful of tis, 3) When these valves are disassembled, take particular care not to drop the valves oF Springs; check them carefully for scratches of Glogsing and. remove rust eased. by con- densate 4) Both construction and handling of starting contol valve and stating ir valve of the auto- start remote control engine differ from the conventional Refer to the separate instrctions. @ starting control valve < Disassembly > 1 Detach valve 2. Remove valve case cover and take out upper vale 3, "Remove joint at lower part and remove valve sping and valve < Precautions > 1. Do not remove valve seat unless absolutely necesary 2. "When starting control valve hasbeen in we fora long time, the projecting part becomes worn and the lft diminishes, resulting in ‘engine start failure. Therefore, replace the salve with anew one every four years, 3. “Pres for push button stop ring fim in to groove; otherwie,the ing may be pushed out of position by high pressure a © Staningaiealve ‘ 1. Remove connecting pipe 21 Remove upper valve cover. 3, Remove grooved nut and take valve out of lower valve cove. 1 1. When. starting sit vale has been dis assembled, be sure to apply grease of good Galt to starting air valve shaft besrng 2, “Clean air pasmge from starting. control valve well (2) Starting rotary valve ” 1) If sludge or dust is caught in valve seat, air ‘will be introduced into every cylinder, result- ingin difGcult engine start. 2). If rotary valve bush is worn, lubricating oil ‘may enter air pipe, making it difficult to start cingine. ‘To prevent this, it is necessary to drain the pipe once a month by removing the drain plug. Burrs hinder good contact between valve and valve seat. Remove any burrs with file or scraper. 3) If starting rotary valve is worn at engage- ‘ment with camshaft, valve closing/opening is delayed, resulting in difficult engine start, 4) If the valve seat is scratched by foreign matter, and the scratches extend to the cylinder port, fitting of the valve seat is necessary 1. Remove air inlet pipe, 2. Remove bolt fixing starting rotary valve cover. .. 4. Remove packing and cover. Extract rotary valve. 7. Remove pilot pipe. 9. Remove starting rotary valve seat. Disassembling starting rotary valve (Numbered in sequence of removal) < Precautions > 1. After starting rotary valve and vaive seat have been inspected and repaired, clean well ‘and coat with lubricating oi, 2. When inserting rotary valve into valve seat, align engagement section to camshaft groove, Fit rotary valve port to valve seat port of cylinder at its combustion stroke (where fuel ‘cam is in pushing position with intake and exhaust valves closed), If it cannot be align- cd, turn 180 degrees, The alr distribution holes of the starting rotary valve are as shown below. DL-20 | Al 86MAINTENANCE "Starting rotary valve, Starting air receiver, Fuel oil pump, Fuel oil Positions of air distribution holes of starting rotary valve (3) Starting air reosiver 1) The design value for starting air pressure is 15 ~ 30kg/em? 2) Air consumption increases as room tem- perature lowers. 3) The safety valve starts working when the air pressure exceeds 32kg/em®. Avoid in- creasing pressure over 30kg/cm? 4) Since air of high temperature and pressure passes through the air supply valve, it should be disassembled and cleaned every three months, 5) Water contaminated with oil tends to ‘collect in the bottom of the receiver, Drain it once a week by opening the drain valve. It is best to drain when air pressure is over 20kg/em*, 6) Should a fire occur, open drain valve and release air 7) Inspect and, if necessary, fit main valve and other attached valves every four years. 12. Fuel Oil System Related Parts (1) Fue! oi! pump 1) Fuel oil pump specified for use with Diesel fuel oil ‘ 1, Since the fuel oil pump is small, there should sever be any strain applied from ex- ternal piping, which may result in breakage cof pump mount, 2. A check valve is provided to allow fuel oil to flow down via the head when the engine is at rest, permitting priming. Be careful of damage to check valve or seat, which may result in depletion of fuel ol, 3. Average life of oil seal and ball bearing is two to three years, DAIHATSU ‘SECTION ‘Remove cover fixing nut, Remove cover. Remove pump gear. Remove driving gear fixing nut. Remove driving gear. ‘Remove snap ring. ‘Remove pump gear shaft. Remove ball bearing. 12, Remove oil seal holder, oil seal and ‘il thrower ring 1, ‘Take special care not lose the check valve, a tiny steel ball. 2, Do not use packing on mating surface of pump body and cover. Apply proper sealant to mating surface. 3. Diesel fuel oil pump of the same type is used for special specification fitted with nozzle cool- ing system. Disassembling fuet oil pump (Numbered in sequence of removal) 2) For engines operated on heavy fuel oil, fuel oil ums differ according individual specifications. (2) Fuel oil filter Notch wire type filter For correct handling and standard overhauling ‘and cleaning procedures, refer to Section 10, Sheet Self-cleaning type filter For correct handling and standard overhauling ‘and cleaning procedures, refer to: 2. [_ot-20 TeDAIHATSU ‘SECTION 7 ‘SHEET | DL-20 27 (3). Fuol oil pressure regulating valve 1). The valve, an adjustable pressure regulating valve, permnits pressure adjustment via adjust- ing screw. (For standard fuel oil pressure, refer to Operating Specifications shawn on Section 3, Sheet 2.) 2) Should fuel oil pressure deviate from specification during operation, ascertain if viscosity is appropriate prior to adjustment via adjusting screw. Check also for possible sticking of valve on such a case, }. Remove cap nut 2. Remove spring case. 3.4, Remove spring and pressure regulating valve Disassembling fuel oil pressure regulating valve (Numbered in sequence of removal) 1, When disassembling, thoroughly remove sludge accumulated in oil passage and at parts of pressure regulating valve, 2, When reassembling, check for corroded or deformed packings and replace with new if any have worn beyond the allowable wear imi, 13. Lubri ting Oil System Related Parts (1), Lubricating oi! pump 1). The lubricating oil pump is located under the crankshaft beside the auxiliary equipment 1, Extract lubricating oil pump cover fixing reamer bolt 2. 3. 4, Remove lubricating oil pump cover, section plates and pump gear box. 5. Remove pump driving gear. 6. Remove other pump driving gear. 7.8. Remove pump gears (1) and (2). 9.10, Remove snap ringané oil seal, Disassembling lubricating oil pump (Numbered in sequence of removal) 1, Packings should not be used on the match- ing face between section plate and pump cover, and between section plate and eat box and pump body. 2. When installing driving gear, tapered part should be tightened securely, 3. If suction pipe is not adequately con- rected, pump may suck in air and pressure may not rise, Therefore, see to it that pipe is connected positively. 4. Arrow mark indicating normal flow direc- tion is provided on pump cover. Assemble in cortect direction so that oil release hole comes to delivery side. 5. Be sure to overhaul safety valve provided fon pump cover and check for sticking. If any trace is found, repair place by lightly applying an oil stone. 6, Check bearing and oil seal at time of over- haul and replace them as necessary. DL-20 |B] 89-5MAINTENANCE Lubricating oil cooler, Lubricating oil pressure regulating valve, DAIHATSU ‘SECTION 7 Lubricating oil filter, Rocker arm lubicating trochoid pump (2) Lubricating oil cooter 1) Accumulated sludge on surface of cooling tube reduces cooling effect significantly. Wash periodically according to the Mainenance intervals, as specified in Section 6. a) It is recommended that steam and neutral detergent be used as Neos, ete, for elfec- tive cleaning. Carry out post-washing treat- ment correctiy. Cleaning lubricating oil cooler 3) Oil may Teak at packing due to expa or shrinkage of internal cooling tube, Tighten packing additionally from time to time or replace it with new as required, 1, The cooling tube should be handled with great care Be sure not to apply heat over 150°C to joint between holder plate and cooling tube. 2. A hydrostatic test should be conducted after the oil cooler is assembled (3) Lubricating oil pressure regulating valve 1) If oil pressure fails to rise even after the adjusting screw is driven in, the valve may be stuck. Check valve after checking for other possible causes for low oil pressure: oil shortage, air entry, defective lubricating system, et. 2)_ If valve is stuck, pressure changes signi- ficantly, depending on oil viscosity and engine speed. If the pressure change exceeds 1.Skg/ cem?, check the valve, I should be remembered, however, that oil pressure may increase over the specified value when the engine speed is increased rapidly during cold weather, but as the oil tem- perature rises, oil pressure will drop to normal. 1, Remove caj 2. Remove spring case. 3. Take out spring and pressure regulating valve Overhauling lubricating oil pressure regulating valve 1. When overhauling, carefully inspect for stidge accumulation in oil passage and regulating valve. If necessary, remove and clea, 2. If any scratches are noted on pressure regu lating valve, dress with oil stone, and check that valve moves lightly, (4) Lubricating oi 1. For overhauling and cleaning procedures of full-flow filter, refer to Section 10, Sheet 41 Blow-off and’ Cleaning Procedures on Notch Wire Fier. iter 14, Rocker Arm Lubrication System Related Parts (1) Rocker arm lubrication trochoid pump ‘Remove pump cover mounting bolts. Remove pump cover. ‘Remove rotor along with shaft Dismount pump body. ‘Remove snap ring, Remove oil seal. DL-20. | c| 89DAIHATSU : TYPE MAINTENANCE SHEET] DL-20 | Rocker arm lubricating trochoid pump, Rocker arm lubricating oll fit 23 Rocker arm lubricating oil pressure regulating valve, Cooling water pump Disassembly of rocker arm lubrication trochoid pump (Numbered in sequence of removal) 1. Pump rotor and driveshaft are tiny parts. Handle them with best care and do not remove out forcibly. 2. Oil seal, O-ring and packing should be re- placed with new ones. ‘Check and clean safety valve incorporated pump cover when overhauling 4. Overhaul and check pump once every two years, 5. Driveshaft and rotor (both inner and outer parts) should be replaced as a set (2) Rocker arm lubricating oil filter I. Since rocker arm lubrication system lubricates sections subject to heavy contamination, dra age at least once a week and overhaul and clean- ‘ng once a month are necessary 2. Pressure regulating valve and oil tank used in ‘the system should also be overhauled and cleaned from time to time, (3) Rocker arm lubricating oil pressure regulating valve 1, Remove eap nut. 2. Remove spring seat. 3, Remove adjusting screw. 4. Remove pressure regulating valve. 5. Detach pressure regulating valve body. Disassembling rocker arm lubricating oil pressure rogulating valve (Numbered in sequence of removal) > 1, When disassembling, thoroughly remove sludge accumulated in oil passage and pressure regulating valve. 2, When reassembling, check for deformed packings and replace with new if worn heavily. 15. Cooling Water System Related Parts (1) Cooling water pump 1. Check thoroughly for wear of impeller and mouth ring as wear in these parts tends to lower pump head, (Allowable wear limit) Clearance between mouth ring and impeller: 0.75 mm 2, Mechanical seal is an important part thet seals pamp chamber from atmosphere, If it is fit inadequately, water leakage may result from air chamber at back of section wall via drain pipe. ‘Average life of mechanical seal: 4,000~6,000 brs, 3. Cooling water pump run at 2,000 rpm on average is directly coupled with engine and sub- ject to engine vibration. Therefore, ball bearing used therein is most likely to wear. Overhaul the pump and replace ball bearing with new one at regular interval, ‘Average life of ball bearing is 7,000 to 10,000 hrs, It is desirable to replace the ball bearing earlier, since continued use of a worn bearing may result in driving gear damage at crankshaft side, involving unnecessarily higher repair cost. 4, Since the pump section is subject to severe vibration, check carefully for pitting or seratch- ing on gear faco when overhauling. Such sur- face, if any, should be dressed with a set of files or the gear as a whole should be replaced with a new one if it has worn beyond the allow- able limit, DL-20 [al 86DAIHATSU ‘SECTION MAINTENANCE Cooling water pump, Nozzle cooling oil filter, Nozzle cooling oil pressure regulating valve 5. ‘As allowance for ambient temperature Tractu- ation or strain caused by faulty piping, driving gear is made to tolerate a backlash of 0.3 to 0.6 6. Other items to check ‘Traces of cavitation or corrosion on impeller ‘*Drive shaft wear at oil seal sliding portion ‘*Peterioration o cracks on oil seal rubber 1. Remove connecting pipe. 2, Remove pump cover. 3. Loosen impeller tightening nut. In standard engine specification, the nut is leftchand threaded (turned clockwise to loosen when viewed from flywheel.) 4, Remove impeler. Impeller is fixed on taperit method, To loosen it, strike the vane end two to three times with a wooden hammer. The use of 4 fig is also recommended for extracting impeller. 5. Remove mechanical sel. 6. Dismount pump body. 7. Remove seal holder. 8. Remove driving gear fixing nut 9. Extract driving gear. 10. to 13. Remove bearing holders. 14. Extract shaft along with ball bearing (14). 1S. Extract bearing from shaft. (Shape of bearing differs slightly, according to the type of engine.) ‘ v Do not get oil on carbon part of mechanical seal. Incorporate oil seal in the right direction as shown in the exploded view below. Disassembly of cooling water purnp (Numbered in sequence of removal) 16. Nozzle Cooling Oil System Related Parts (When heavy fuel oil is used.) (1) Nozzle cooling oil filter For overhauling procedures, refer to Section 10, Sheet 2, Cleaning Metal Laminate Type Filer. (2) Nozzle cooling oil pressure regulating valve ‘ 1, Remove spring case, (In adjustable type, remove cap mut first.) 2. Remove spring. 3, Remove pressure regulating valve.DAIHATSU MAINTENANCE Nozzle cooling oil pressure regulating valve, Protective Zinc Pressure regulating Pressure regulating valve (Getting xed) valve (adjustable) Disassembling nozzle cooling oil pressure regulating valve (Numbered in sequence of removal) 1. When disassembling, thoroughly remove sludge accumulated in oil passage and pressure regulating valve, 2. When disassembling, check for deformed packings, and replace with new if worn be- yond the wear limit 17. Protective Zinc (When seawater em- ployed for cooling system) Inspect protective zine at the following inter- vals and scrape off scale accumulated on zine surface. If zine is wom 20 ~ 30%, it should be replaced with new, Only Daihatsu genuine protective zinc should be used. Otherwise, troubles due to different zine content, etc., may occur, Sites’ of protective zinc use and standard in- spection intervals are as follows Lubricating oil cooler side covers every 3 months Intercooler side cover. every 6 months Intercooler The above intervals are standard, Since they vary with conditions of operation and sailing route, itis recommended that the intervals should be decided for each individual vessel. ‘When zine is only slightly corroded, it may not have worked efficiently, To prevent possible engine corrosion that might be accelerated there- by, remove the oxidized layer from the zine and expose the original surface. In addition, scrape rust from the mounting surface for good contact, s0 that the zinc works more effectively. DL-20 |A| 86-4DAIHATSU DL-20 |Z) 84-3 |DAIHATSU ‘SECTION 8 ‘SHEET 1 1, General Precautions When heavy fuel oil is used, proper selection and control of fuel oil, lubricating oll, nozzle cool ing oil and cooling water are most essential For fuel oil characteristics and control, and recommended lubricating oils and control, refer to Section 9, For fuel oil viscosity-temperature dia- ‘gram, roler to Section 9, Sheet 8 2, Usable Limit of Heavy Fuel Oil Based on the fuel oil characteristics shown in ection 9, Sheet 1, heavy fuel oil up to 700 St, 30°C (7,000 sec, oil, RW No. 1, 100°F) can be used in the direct burning process. A heavy fuel oll exceeding the usable limit can be used by mixing it with diesel fuel oil in a mixing apparatus. In such @ case, however, thorough consultation with the fuel oil supplier is necessary, as some heavy fuel oils have extremely poor stability after ‘mixing, depending on refining method and other factors. Impurities in blended fuel oil ineresse in pro- portion to the mixture ratio of hevay fuel oil, but viscosity on the other hand decreases significantly; that is, viscosity of blended fuel oil is relatively ow, given the abundant amount of impurities contained. Accordingly, when blended fuel oil is used, the heavy fuel oil blending ratio should be determined based on the characteristics (impurities) after blending and net on the estimated viscosity. Limit of heavy fuel oil blending ratio to diese] fuel ol is as follows. Limit of Heavy Fuel Oil Mixture Ratio USABLE LIMIT OF HEAVY FUEL OIL AND ENGINE OPERATION CONTROL. General Precautions, Usable Limit of Heavy Fuel Oil, Engine Operation Control 3. 1¢ Operation Control (1) Operation with diesel fuel Although fuel oil of 7,000 see. (@ 10°F) 700 cSt (@ $0°C) can be used for DL-20 type engine serving as a marine auxiliary machine, diesel fuel cil should be used in the following cates to secure steady combustion. 1) Breakin period 1. To accelerate breakin and prevent ab- ‘normal wear during initial use, use primary ofl of low alkaline value during the first 300 to 500 hours after launch. If heavy fuel oil 4s also used, use diesel oil during the first S00 hours after launch for the same reasons, By the same token, primary lubricating oil should bbe low alkaline value and subsequent re- plenishment should be made with lubricating ofl of higher alkaline value. 2. If the use of blended fuel oil in the early stages of operation is inevitable, increase heavy fuel oil mixture ratio in steps, as shown below, and conduct checks of fuel oil injec- tion nozzles, exhaust valves and cylinder lines. Heavy fuel ol! | Operation mixture ratio | hours Diesel oil | 200HR [[rrimary of of 430% | 100 HR |!ow alkaline value 50% | 100 Lubricating ofl Replenishment oll 70% | 100HR || of higher alkaline Too | Thereafer| [value ‘Check item Fuel eilinjection |» sorsR-teyi, allafterSOOHR Blended OF J = [tose | 1500s. | 3500S. | 7,00 Se Exhaust valve | SOOHR-2oyl. allaftr 1S0OHR Heavy Fuctom\| on |” OW oi oi TOOHR and 2008 (Check before Mixing | Cylinder ner | from lower part of cylinder w00Sec. | T00R | __— 5 5 line.) 15008] aoe | 100% = = 3500Se. | 3% | 50 | 100% = 3. Toavoid abnormal wear, operateengine using. | 7000Se. | 20z [ase oe [1008 Disel fuel oil during running-in period. after replacing piston, piston rig of liner. Should not operate under constant lood. Refer to Estimated Viscosity of Blended Fuel DL-20 |c| 89-5DAIHATSU USABLE LIMIT OF HEAVY FUEL OIL AND SECTION _ ENGINE OPERATION CONTROL Engine Oparation Control 2) At starting ‘A cotane number is used to indicate flammability of fuel oll, Generally, a eetane number of 45 oF more is required to ensure eudy Ignition. If the aumber is 40 or less, lgnition is noticably delayed, causing poot starting. Use diesel fuel oil at the time of starting because it is difficult to obtain data of the cetane number of fuel being loaded on board and also because the cetane number is on & downward trend in recent years, Recently, the cetane number of disel fuel oil refined by the FCC process or visbreaking, process is extremely low; however, that of diesel fuel oil produced domestically is satisfactory at present 3) Low load oF standby operation (Use diesel fuel oll when operating under a lead of about 359% or les.) During low load operation, fuel spraying characteristics are bad and ignition is remarkab- ly delayed when fuel has high content of hard- burning asphaltum, Furthermore, since combustion pressure increases at an unproportionate rate, knocking noise and heat impact load on piston ring increase, resulting in unstable combustion Moreover, fuel nozzle as well as intake and exhaust valves tend to undergo sulphuric acid corrosion because combustion temperature it ow during the low load operation. 44) When load fluctuates considerably. In such a case, normal combustion can be aiftieut To avoid soiling in the combustion cham- ter and to relieve the strain on the fuel injection system, it is advisable to change to diesel fuel oi, 5) Period before engine stop Although the timing of oil replacement differs according to engine specifications or ‘operation conditions, change over to diesel fuel oll is normally required 30 minutes before stopping to. allow oll replacement from heavy fuel oil to diesel fuel oil so a8 to ready the engine for subsequent stating. (2) Temperature contro! 1) Where heavy fuel oil is used, temperature control is especially important for maintaining smooth engine operation and proper engine overhauling interval Maintain proper temperature referring to the Operating Specifications as shown om ction 3, Sheet 2 It is desizuble, when operation is continued at a load close to the low limit using heavy fuel oil, to Keep the temperature of each part 4 little higher than that specified in the above ‘mentioned specifications. 2) Temperature control of heavy fuel oil is a ‘most critical item; improper viscosity adjust- ment may result in major trouble in the fuel injection system. Therefore, special care should be exercised in this respect, Particularly when a high viscosity fuel oil 4s used, an automatic viscosity control device ora viscosity meter should be provided, For Viscosity-Temperature Diagram for Fuel Oil, refer to Section 9, Sheet 8. (3) Changeover between diesel and heavy fuel oils 1) Changeover from diesel to heavy fuel oil (Changeover when load of 50% or more be- comes stable.) Normally, the heavy fuel oil service tank is heated up to 89 to 90°C. So, the rate of ‘temperature inereaso at the engine inlet must be kept within 5~10°C/min, to avoid sticking ‘of fuel pump plunger due to temperature dif- ferential with diesel fuel oil at time of changeover. 2) Changeover from heavy to diesel fuel oil (Change fuel oils when a load is stabilized.) Changeover from heavy to diesel fuel oil is ‘made in case of a fallin temperature atthe en ‘ine inet, where thereis no fear ofthe difference in the thermal espansion of the plunger and the barrel because of the greater clearance between these parts. As withthe case of changeover from heavy to diesel fuel ol, ate of temperature rise should be kept at 5 10°C/min oF lower, to pre- vent a possibilty of causing vapor Tock due to the abrupt change in the temperature. DL-20 | C| 99-5DAIHATSU USABLE LIMIT OF HEAVY FUEL OIL AND ENGINE OPERATION CONTROL Engine Operation Control When fuel oll of poor mixing stability is used, fuel pump or fuel valves may stick due to sludge formation, Mixing stability can be checked via spot test. If the stability is found to be poor, the number of blow-offs for the second fuel filter must be increased, 01 fuel (4) Precautions in changeover between di oil and heavy fuet oil Standard changeover operation procedures, differ somewhat according to the difference in the fuel oil pre-treatment system, depending on the cngine application: therefore, the best method for replacing diesel fuel oil with heavy fuel oil should bbe sought, to suit individual types. Described here- under are precautionary instructions commonly applicable to any of the types. 1) The engine should be sufficiently warmed up. Heavy fuel oil should be heated to the ‘optimum temperature (viscosity). For recommended viscosity of fuel oil at engine inlet, refer to Section 3, Sheet 2. 2) Limit for heating diesel fuel ol is set, as a rule, at a point not exceeding the flash point; approx. 60°C can be taken as a general guide. 3) After fuel oil is replaced, vapor lock may ‘occur due to different oil temperature, inter- fering with normal engine operation. To prevent such problem, release air from the fuel oil heater, filter and the air vent tank as necessary. 4) The fuel oil piping and the drain line are heat-traced when high viscosity fuel oil is used, Check that heating is normal during use of heavy fuel oil. 5) In addition to heat insulation, lagging is provided on piping for fuel oil and other lines subject to high temperature. When checking such parts, be sure to wear gloves, being careful not to touch the exposed metal parts with bare hands. 6) The first changeover between diesel fuel ‘ll and heavy fucl oll after launching should preferably be done after the breakingin period (300 ~ $00 hours after launch), when each of the ship's crew has beer fully familiar ized with correct handling of equipment. {5) Countermeasures for emergency stop during operation using heavy fuel oil In case of an emergency stop, immediately change over to diesel fuel oll and flush engine with ‘motordriven pump. Flush fuel pump of each cyl- inder by turaing the engine. As this will not flush inside of high pressure piping, remove the high pressure piping and flush it with a nozzle tester. [oe20 Tales]DAIHATSU USABLE LIMIT OF HEAVY FUEL OIL AND ENGINE OPERATION CONTROL. Starting, Operation & Suspension of Heavy Fuel Oil Engine 1.0. (Diesel Fuel Oil) Starting/Stop ‘HO. (Heavy Fuel Oil) Starting & Stop ‘A. Checks and Precautions prior to starting Check if equipment installed on hull is operating normally. Especially in case of HO, (heavy fuel oil), control of temperature (viscosity) and F.O. pressure is most im- portant, Heat until H.O. viscosity is appro- priate, Redwood No. 1 at engine entrance, 100°F 65 seconds. (Alarm value: 80 seconds) (Check that equipment installed on hull is ‘operating normally. Also check if viscosity and pressure at H.O. engine entrance are norrtal. Redwood No, | 100°F 65 seconds (Alarm yalue: 80 seconds) | Tum engine and check if abnormality is rise inside high pressure piping. Check that cooling water, fuel oil and ‘thermal oil are cizculating at specified ‘temperature, Lower temperature may cause poor starting or excessive pressure found. Also prime injection pump, and Same as left check if any sticking is observed in plunger. (Check for sticking in each control rack of ‘Same as left each fuel injection pump; confirm smooth movement of each, Lubricate rack by hand. (Confirm that emergency stop device of 'B. Checks and precautions during ‘operation ‘Warm-up after starting should be via D.O. Change to H.O. when normal stable load is attained. control rack of each cylinder is released.) Operation without load after starting should be held to within 10 minutes. If longer, carbon deposits inside cylinders will increase. lean blower and turbine sides of turbo: charger periodically, For cleaning details seo instruction manual, Same as left Extended operation at low load may cause trouble in various parts. Avoid such as ‘much as possible. Low load limit differs according to engine specifications. When operation under load be lower the limit is unavoidable, operate with D.O, for the shortest possible time, Design is such that changeover from D.O. to H.O, can be carried out gradually without abrupt change of temperature. Check fuel cll temperature before changeover and watch temperature fluctuation. ‘Same as left Viscosity control of HO. is one of the ‘most important points of maintenance. Failure here may cause serious trouble in injection system, Constantly monitor viscosity meter. Same as left ‘When load fluctuates violently, change- over to D.O. for good combustion. Same as left 300 ~ 500 hours after launch, D.O. oper ation should be maintained, as this is beneficial to engine break-in during initial stage, If blended fuel oll is used, increase blending ratio gradually up to specified value ‘Same as left DL-20 |Aaes DAIHATSU USABLE LIMIT OF HEAVY FUEL OIL AND ENGINE OPERATION CONTROL Starting, Operation & Suspension of Heavy Fuel Oi Of engine stop-down precautions at time of emergency stop: down during oper- ation via heavy fuel oi D.0. (1 I Fuel Oil) Starting/Stop HO. (Heavy Fuel Oil) Starting & Stop Engine should be stopped after running without load. ‘Open valve or pressure indicator with fuel rack positioned at “O” after engine stop- down for air-running, to prevent corrosion at low temperature by emitting fuel gas Same as left Same as left ‘Changeover to DO. 30 minutes (on load) pri- ‘or to engine stop-down. (Fuel changeover time during engine stop must be adjusted in con- sideration of hull piping.) Engine should be stopped after confirming changeover to D.O. fengine stops suddenly due to emergency tripping etc,, restarting is possible with H.O. if the engine is kept warm (within one hour), unless the cetane number is excessively low. ‘Check all parts of engine and to D.O. as soon as possible for flushing. If .O. line is not equipped with booster pump, drain H.O. front main piping and refill with D.O. High pressure fuel piping must be removed to drain heavy oil inside. If restoration takes longer, change line over ‘Confirm that cooling water, fue! oil and ‘thermal oil are circulating at specified temperature | During restoration work, Keep clean- water circuit, fuel eirculation circuit and thermal oil circulation circuit running as such as possible, to keep them warm, For a longer stop-down, piping stem should be changed over to D.O. [ DL-20 |c| 92-9DAIHATSU FUEL, LUBRICATING OIL, Tre) SECTION _NOZZLE COOLING OIL, COOLING WATER | geneRaLt-are Contents SEC.—SHEET CONTENTS : 96 9-0 1, Fuel Characteristics and Control .......+-+206005 se 9nd (1) General Precautions ee ee 5 (2) Fuel Oil Standard Characteristics «=... sss one (3) Fuel Oil Control ........ ceeeeweeceeeeiens 922 2. Recommended Lubricating Oil and its Control. 9-3 (1) General Precautions 5 9-3 (2) Recommended Lubricating Oil . 9-3 (3) Control of Lubricating Oil... « ; 93,4 3. Type and Control of Nozzle Cooling Oil .. eoecdsescesasoccbes CI) (1) Type and Temperature of Nozzle Cooling Oil 9-5 (2) Control and Precautions for Nozzle Cooling Oi 9-5 4. Cooling Wate: Control and Rust Inhibitor 9-6 (1) Cooling Water Control... 0.22.00 9-6 (2) Rust Inhibitor Types . settee 9-6 @) General Precautions for the Use of Rust Inhibitor 9-6 (4) Cooling Water Rust Inhibitor Brand List 9-6 (Appendix) Recommended Lubricating Oil Brand List ............000eeceeee 9 (Appendix) Fuel Viscosity/Temperature Graph... . 9-8 (Appendix) Blended Oil Viscosity Expectancy Graph 9- [cenera[a] 06-4]DAIHATSU. FUEL, NOZZLE COOLING OIL, COOLING WATER | general LUBRICATING OIL, Tre] SECTION Fuel Characteris! s and Control 1. Fuel Characteristics and Control (1) General Precautions Fuel characteristics and control conditions If fuel oil which is inferior in mixing stability is greatly affect the smoothness of engine operation, ‘mixed, a large amount of sludge will generate; there- maintenance interval and part service life, Fuel fore, aveid mixing different types of fuel oil replenishment requires reat care; before replen- “The engine is designed according tothe grade of fuel ishing oil, confirm that oil to be charged has the to be used; however, the pretreatment system of the standard characteristics specified in the character- fuel before being supplied to the engine is critical to ‘sties analysis table below, and absolutely do not fuel contro, so it must be made sure thatthe pretreat- chazge oil from different origin and refined in ment system be most appropriate. different process than the oil contained in the fuel When using heavy fuel oil, see SECTION 8 for the tank, use limit of such oi, classified by engine type Since the fuel oil with a high density is low in ignitability for its low viscosity, proper measures for combustion, for example, are required. (2) Fue! Oil Standard Characteristies TIS [Diesel fat i Heavy Tuc of ee OF | DMA | aWATO | Rwe2% [RWG [ WHS] cIMAc EIMAC AiO | CIMAC £25 | CIMAC G35 | CIMAC H5| BSI Ma - = Mo | Density (15°C) g/cm? | max 0.890 0.975 0.991 oo | 0991 Vis- [REET So-c | mm'/s [max | 15-602 °C] 10 180 380 "700 al [cosy Taw Not, WorF] sec [max] 30-30 | 300 100 3500 v0 || Flash point “Cc |min}| 60 oo “0 60, 60, Pour point °C__| max 0 6 30 30 30 Carbon residue % m/m| max 02 10 a, 18 2 Note 2 Ashconent —_[wavn|max| oor [oi | 010 | 020 | 00 ‘Water content | % vv [max] Od a5 10 1 10 Sulfur content| m/m|max| 15 35 50 5.0 5.0 Z Vanadium [me/ke [max | — 150 200 300 00 [Note 3 Aluminum | mera [max | — 30 30 30 30 [Note t Geunerie | — [nie | =e — Tro 4 ‘The table above shows the standard characteristics at the fuel oil bunker which are proposed in CIMAC (International ‘Combustion Convention WG). @ Since the parses of catalyst (aluminum contents) generated by the FCC method lead to abnormal vwear on the engine, the use of FCC oil cannot be recommended When its unavoidabig, substantially clean the ofl and then reduce the particles fo less than Sy and less than $ mg/kg where applicable @ Carbon residue tends to creat solid deposits and associated trouble, and therefore shouldbe reduced 25 much as possible by further purifying oi @ Natrium coments, which become a vanadium medium, accelerate corrosion; therefore, keep them within 5O mg/kg where applicable. Even when 0.2% m/m of sea water is mixed in fuel oy the mic ‘ure ill corrode the injection system in a short period of time; before supplying the contents tothe engine, therefore, use a fuel oll purifier to elininate the moisture contents up t0 0.2% max) @ Using the standard values on the CCAT method, tae les than 850 asa guide, For C heavy fuel oil direct tatup specication, if 850s eaccede, starting performance will be lowered; therefore, start the engine, using the diesel fut off CCAI=D 141 Log Log (VK +C)~8t where: D- = Density in kg/m’ at 1S°C VK = Viscosity in mm?/s at 50°C Constant (0.3 for light grade and 0.85 for heavy grade fuel respectively) GENERAL | 0] 88-8DAIHATSU ‘SECTION TYPE FUEL, LUBRICATING OIL, 9 NOZZLE COOLING OIL, COOLING WATER GENERAL (3) Fuel Oit Control 1). When using heavy fuel oll yen though it may have the same visc ty, Reavy fuel oil can have different character istics depending on its origin and refining ‘method; havey fuel oi refined by the FCC process (catalytic cracking process) or the thermal cracking process, is especially likely to cause poor combustion and extreme con- tamination of the combustion chamber, due to its constituents, ‘The catalyst contained in heavy fuel oil refined by the FCC process’ alumina silica), may cause abnormal abrasion in the fuel injection system and the sliding sections ‘Therefore, it is better not to use such fuels insofar as possible; however, if heavy fuel oil is inevitably charged for reasons of oil port location, conform to the aforementioned reference characteristics. Generally, the characteristics table submitted atthe time of oil extraction specifies only oil's vis- cosity, density and flash point, soit is not possi- ble to know its stability or to identify if the oil is a straight oil or cracked oil However, simple analysis kit is now available to measure stability and to identify catalyst on board ship. Charged heavy fuel oil shall be properly pretreated and thermally controlled before being supplied to the engine. A centrifugal oil purifier is vital in the pretreatment of remov- ing water and solid impurities from heavy oll; however, sufficient effect cannot be obtained from the device unless itis properly operated. Especially fuel oil separating viscosity (heating temperature in other words) and fuel flow rate shall be carefully controlled as specified in the instraction manual supplied by the purifier manulacturer. The fuel flow rate should be reduced (throttled) as far as the fuel consumption of the engine permits, so as to ‘ensure high detergency. When pretreating devices other than the centrifugal oil purifier are installed, ead their instruction manvals carefully for proper fuel control. For fuel temperature control of heavy fuel cll, se SECTION 8. Fuel Characteristics and Control 2) When using diesel fuet ‘The use of diese! fuel oil cut back by gas oil ight cycle oil) refined by the FCC process may hinder smooth operation due to delay in ignition, so diesel fuel oil should not be used whenever possible. Tf abnormality is recognized in engine ignition ‘though fuel injection system and compressive force are normal, measure the cetane member (ASTM D4737-88) and /or CCAL of the fuel to check to see if it has the characteristics specified in the previous section, When initial design pre- sues the use of dese fuel oil of low cetane mem- ber or low CAL from the beginning, appropriate measures for ensured engine ignition shall be taken, When diese! fuel oil i used, water shall be removed from the fuel, A settling or sedimenta- tion tank removes water to some extent, however, itis desirable to use a centrifugal ol purifier when large amounts of water are contained. 3} When using gas oi! Take great care to keep water from mixing into gas oil during transportation or storage, though the impurity content of gus oil is low. ‘The viscosity of gas oil is lower than that of heavy oil, resulting in slight inferiority in lubricating ability; inspect and overhaul the fuel system sliding sections to shorter intervals than other types of ofl 44) When using kerosone Kerosene is often used to reduce pollution (of the atomosphere). However, the ceane number of kerosene is lower than that of diese oil in gener- al, and its viscosity is even further below that of diesel oil thus Kerosene has lower lubricating efficiency than diese ol. Such drawbacks demand that special measures be taken, eg. partial change ‘of parts in the fuel system. Please be sure 10 con- sult us in advance. GENERAL | B| 88-8DAIHATSU FUEL, LUBRICATING OIL, NOZZLE COOLING OIL, COOLING WATER Recommended Lubricating Oil and Its Control 3 TYPE | SECTION GENERAL | SHEET 2. Recommended Lubricating Oil and Its Controt (1) General Precautions Lubricating oil plays a significant role not only {in lubrication of sliding sections but also in engine cooling, airtightness, detergency dispersion, and acid-neutralization, Therefore, lubricating oil must be selected most carefully Use lubricating oil of the same brand. Oils of different brands should not be mixed. (2) Recommended Lubricating Oil 1) “Engine system oil Use high-grade diesel engine oil for heavy: duty marine use as the system oil for this engine. Different system oil shall be used, accord- ing to the type of fuel used; when using heavy fuel oll with higher grade than light fuel oil including blended oi, use the oil with a low ‘TBN value when running in the engine, to censure initial affinity. However, as for charging oil, use the oil ‘with @ high TBN value, corresponding to the type of fuel, even during running-in, When ofl with a high TBN value is used from the begin- ning, scuifing is likely to occur; take great care during the running.in period. During the runningin peried after launching (300 ~ S00 hhours), use diesel fuel oil, See SECTION 9 SHEET 7, for the list of lubricating oi! brands recommended. 21 Rocker arm lubricating oi! Use the same brand as in engine Inbricating cll as rocker arm lubricating ol. ‘Clean the tank every 150 t0200 hours, and replace the old oil with a new one at the same time. When ‘anew oil only replenished, the acid neutraliza tion capacity in oil used will lower to an insutfi- cient level since acid in residual oil is condensed. Accordingly, clean the tank as well at the same 3) Other lubricating oils ‘As for recommended lubricating oils for supercharger, governor, reduction gear, ete, see respective instruction manuals. (3) Control of Lubricating Oi! Delicate control of lubricating oil is indispensa- Ui to maintaining smooth engine operation. 1) Purifying lubricating oll It is desirable to install @ centrifugal oil purifier or fine filter, in addition to an engine filter, since fine dust and residue in the com- bustion chamber enter lubricating oil. When heavy fuel oil is used, lubricating oil is partic- ularly extensively deteriorated and contami: nated; be sure to install centrifugal oil pu fier, ‘As for the lubricating oll flow rate into centrifugal oil purifier and the oil temperature at inlet, sée instruction manual supplied by ‘the manufacturer of the centrifugal ol purifier. [Do not mix moisture with heavy duty lubri- | | cating oil or clean the oll using water, which may cause a decrease in the THN value or an increase in insoluble matter 2) Lubricating oil control standards Periodically sample lubricating oil (referring to Section 6, Sheets 2~5), and if the oll has reached the standard limit values mentioned below, immediately notify ofl manufacturers, and replace or make up oil. tis recommended that oil be sampled through the air bleeder port for the notch wire type filter unit and through the drain port for the gauze wire type filter unit. If ol is taken from the drain cock of the service tank, impurities at the tank bottom may be mixed in with ol, interfering with analysis. Sample oil at least S00 ml once every 500 hours or so of operation. Open air bleeder for several seconds prior to sampling to discharge lubricat- ing of collected in the pipeline. Flush the lubricat- ing oil sampling container with the same oil to bbe sampled. Attach label to the sampling contai er, indicating the following information: ‘D Name of client © Type of engine @® Date and point of sampling @ Total engine running hours © Brand name of the lubricating oil used © Total hours in service and the total quantity used of the lubricating oil © Quantity and date of the last replenishment Of the standard values shown in the table below, control of TBN and insoluble contents in particular is important to check the degree of deterioration of lubricating oil. GENERAL | D | 88:DAIHATSU eer GENERAL| -NOZZLE COOLING FUEL, LUBRICATING OIL, OIL, COOLING WATER Recommended Lubricating Oil and Its Control 1. TBN (Total Base Number) A TBN value represents the amount of potas- sium hydroxide (KOH), which is commensurate with the amount of acid required for neutraliz ing alkali contents contained in 1 gram of a lubricating oil, which is expressed with mg KOH/s. ‘The TBN value which serves asthe indicator ‘of acid neutralizing ability, not only indicates the resistance to possible sultic acid corrosion caused by sulfric acid generated from sulphur content in the fuel oil and other acids, but also indicates the degree of detergency dispersion ability, on which cleanliness of inside of engine is dependent. 2. Insolubles of solvents Insolubles of solvents are contaminants insolu- ble to oll, consisting chiefly of soot produced in ‘combustion process and calcium sulfete resulted from the neutralization process. Siace neither of them is soluble to n-pentane ia the solvent, the ‘pentane insoluble can serve as an important in-

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