Manual de Servicio, Version Actualizada (ING)

B24 12-Dec-11
MAINTENANCE MANUAL
FOR DIESEL ENGINES A.B.C.
type DZC.
ANGLO BELGIAN CORPORATION.
Wiedauwkaai 43 B-9000 GENT
tel. 09-267 00 00
fax. 09-267 00 67
E-mail:info@abcdiesel.be
Website:http://www.abcdiesel.be
ABC owns the copyright of this document. It shall not be copied or disclosed without the prior consent of ABC.
MAINTENANCE MANUAL DZC ENGINES
Page 1
CONTENTS E
CONTENTS
GENERAL SAFETY GUIDELINES Ed. 6
GENERAL 6-8 DZC Ed. 6
CHAPTER 1 : CYLINDER HEAD Ed. 6
CHAPTER 2 : DRIVE UNIT (PISTON/CONNECTING ROD) Ed. 5
CHAPTER 3 : CYLINDER BLOCK Ed. 6
CHAPTER 4 : INJECTION SYSTEM Ed. 6
CHAPTER 5 : GOVERNOR SYSTEM Ed. 6
CHAPTER 6 : CRANKCASE Ed. 6
CHAPTER 7 : CRANKSHAFT Ed. 6
CHAPTER 8 : TIMING GEAR Ed. 6
CHAPTER 9 : ENGINE DRIVEN PUMPS Ed. 6
CHAPTER 10 : STARTING SYSTEM Ed. 6
CHAPTER 11 : TURBOCHARGER Ed. 6
CHAPTER 12 : COOLERS Ed. 5
CHAPTER 13 : TECHNICAL SPECIFICATIONS PRODUCTS Ed. 5
ABC owns the copyright of this document. It shall not be copied or disclosed without the prior consent of ABC. 27-Sep-11
GENERAL SAFETY
GUIDELINES
1. SAFETY ........................................................................................................................................ 1
2. IMPORTANT PRESCRIPTIONS FOR SAFETY AND HEALTH ....................................... 7
GENERAL SAFETY Page 1
GUIDELINES Ed. 6 E
1. SAFETY
1.1. PRELIMINAIRY REMARKS
The diesel engine is designed and build in conformity with accepted guidelines for
marine usage, for traction of locomotives, generators, pump sets, etc… .
The type approval certificates from the different naval Classification Societies (Bureau
Veritas, Lloyd‟s Register of Shipping, Germanischer Lloyd,...) are proof of the
conformity to the applicable naval rules. These rules set high standards for safety of
design and construction of the engine.
GUIDELINES Ed. 6 E
1.2. MACHINE LIMITATIONS
Intended usage:
 The diesel engine is intended to be used as a prime motor for traction, propulsion,
generator sets, compressors, pumps and other similar applications. Other
applications will always be discussed with ABC for the installation and will be
clearly outlined.
 The specifications of every individual diesel engine is prescribed in the supplied
documentation.
Possible improper use:

 The type of fuel that is to be used is determined in the sales agreement. The
construction of the specific engine will correspond to this choice. Some engine
components such as injection pumps and injection nozzles will be chosen according
to the type of fuel. Alterations afterwards can in some cases be accepted, only when
prior an analysis has been conducted of the fuel and ABC has given its approval.
Environment:
 The design of the diesel engine is foreseen to be used in an enclosed and ventilated
space. This space must have good noise insulation and can only be accessed during
working of the engine by authorized personnel who have knowledge about the risks
of the machine. A pictogram must prohibit the entry of any unauthorized persons to
the engine room.
 The environmental factors are taken into account in the sales agreement. Special
attention needs to be taken to the minimum and maximum ambient conditions, such
as: air intake temperatures, cooling water temperatures, altitude….
 The engine is standard NOT designed to be used in possible explosive
environments and is NOT checked for additional safety measures according ATEX
guidelines for constructors. On the other hand, the safety valves on the engine
crankcase are in conformity with the ATEX guidelines.
 With every order, it must be checked in jointly consideration between the customer
and ABC if any additional requirements must be foreseen.
Installation, operating and maintenance:

 The operation and maintenance must be executed as described in the manuals
„Operating Manual”, “Maintenance Manual” and the additional prescriptions in this
section. The maintenance intervals, unless otherwise agreed with ABC, are to be
strictly followed.
 The operation of the machine may only be done by operators who have had prior
training. This training can be provided on request by ABC.
 Installation, maintenance and repair need to be done by skilled personnel.
GUIDELINES Ed. 6 E
1.3. RESIDUAL RISKS
A great number of efforts have been taken to reduce the risks involving the machine.
Nevertheless some residual risks remain for which a contractor/user needs to take
necessary measures.
Operating:
If the engine can be started from a distance, this must clearly be indicated by a
pictogram stating “automatic-starting engine”. An additional visual and or acoustical
signal has to be given when the start procedure has been engaged.
Stopping:
Since the engine can not stop more quickly by emergency stop, only a regular stop is
foreseen on the engine. This stop firstly needs to be unlatched to restart the engine and
the unlatching itself does not cause a new start. The stop has a protective cap so that it
can‟t be pushed unintentionally.
Thermal risk:
To prevent the risk of fire hazard, the hot parts of the engine are insulated and shielded.
Howerver the complete engine is at a certain temperature level with the exception of
the operating points. Therefore, during operation the engine must be considered as a hot
surface.
 There must be a pictogram “hot surface” applied.
 During manipulation of the engine, appropriate personal protective equipment
(PPE) needs to be used. (long sleeves, safety gloves,…)
The indicator valve on the cylinder heads may not be opened during operation of the
engine if no measuring device is connected.
GUIDELINES Ed. 6 E
Noise:
The engine produces at full load a sound level more than 80 dBA, with as a result that
ear protection is necessary to avoid hearing damage. Furthermore the noise level
hinders the observing of audible alarm signals.
 It is advised that the engine is placed in an enclosed and sound insulating space!
 One is obliged to use ear protection when entering the engine room/space. A
pictogram that indicates this must be applied by every entrance.
 Exposure times in the engine room/space must therefore also be limited to a
minimum.
Ergonomic:
To ensure a safe access to the machine a gangway with a fixed staircase has to be
foreseen. This staircase needs to be slip free and have the property to prevent possible
piling up of litter. The width must be large enough that touching of hot surfaces can not
occur.
Hazardous materials and substances:

 When the exhaust system is carefully constructed and placed as prescribed, there is
no exposure to exhaust gasses or oil sump gasses.
 During maintenance it is likely that there is contact with lubrication oil, fuel,
additives for cooling water and chemical products. Therefore necessary precautions
need to be followed and appropriate personal protective equipment (PPE) need to
be used.
GUIDELINES Ed. 6 E
1.4. COMPLEMENTATIONS TO MANUALS
This information is not substitutional for the mentioned manuals, but gives additional
information and some additional instructions.
 Generally it is of great importance to strictly follow the safety instructions. The
wear of adequate work clothes (no wide hanging clothes and safety shoes) and
necessary PPE‟s is always obligatory during operation, installation and maintenance
of the engine.
 When using chemical products, the necessary safety prescriptions (MSDS files)
need to be available and applied.
 All residues of fuel, lubrication oil and chemical products, garbage and
maintenance products must be collected and removed in accordance with local laws
and regulations.
Installation prescriptions:
 The hoisting instructions and fixation points are prescribed. Additionally need the
hoisting material to be in conformity to local laws and regulations.
No one may be in the vicinity or be under the load. Guiding the load must be done
from a distance by means of ropes.
 The electrical installation that is connected to a generator set or other machines,
needs to be in conformity to the regulations regarding electrical installations
(EN60204-1) and local laws and regulations.
Operating Manual:
 Before every engine start it is necessary to additionally check that all safeties,
covers and safeguards are correctly placed. Make sure that the turning bar is safely
put away in its appointed place.
 During testing of the injection nozzles, it is advisable to wear a full facial cover
protection and safety gloves. Hands may not be put under the nozzle spray.
 Exposure times in the engine room are to be limited to do only the necessary
activities.
 Engine crankcase doors or covers may not be opened during operation of the engine
and not till 10 minutes after the engine has stopped. Instructions are applied on the
engine crankcase doors.
GUIDELINES Ed. 6 E
Maintenance Manual:
 During maintenance, the starting of the engine must be made impossible and
secured by locking:
- Close shut-off valves on compressed air bottles.
- Close and secure the shut-off valve in the starting air line.
- Relief pressure from the starting air line.
- Open indicator valves on the cylinder head.
Putting out off service, dismantling and removal:

At the end of the lifecycle of an engine, some safety and environmental prescriptions
need to be taken into account.
These tasks need to be done by skilled personnel.
 Shut off and relief pressure from the starting air lines, shut off the fuel supply.
 Disengage all energy sources and electrical lines
 Empty the cooling water-, fuel- and lubrication circuit and lube oil tank in such a
way that leaking is avoided.
 Collect and remove all liquids in conformity with local laws and prescriptions.
 After detaching of all mechanical connections, the correct hoisting procedures need
to be followed.
 In case the engine must be dismantled further in conformity to local laws and
prescriptions. It must be taken into account that engine parts are contaminated with
chemicals from oil, fuel, ect … and therefore need to be adequately removed.
GUIDELINES Ed. 6 E
2. IMPORTANT PRESCRIPTIONS FOR SAFETY AND HEALTH

2.1. GUIDELINES FOR OWNER, USER OR ENGINE ROOM STAFF
Correct installation, operation and maintenance, which is the aim of this book, are
crucial points for obtaining optimal safety around the engine. The measures mentioned
here should therefore be routine practice for the user or engine room staff.
2.2. GENERAL
- Before the user attempts to use the engine, this “MANUAL” should be read
carefully.
- Keep a Log Book for each engine and designate a responsible person to keep it right.
- Be sure, that everyone involved in the operation, maintenance, overhaul of the engine
has this manual available – reads it and understands it.
- At the request of the client/owner, ABC can organize learning sessions in our factory.
- This book has been prepared using the manufacturer‟s best knowledge and
experience, taking into account safety and environmental aspects.
- Minor alterations and improvements to the engine development can be done by
A.B.C., without the obligation to carry out these changes in this manual.
- The manufacturer will not be held responsible for any consequence resulting of
incorrect translation or interpretation of the original text handed over to the
owner/user of the engine.
GUIDELINES Ed. 6 E
2.3. SPARES
Spare parts for the ABC-engines are available. The parts may be ordered on the basis of
the Spare Parts List of the type of engine DX, DZ, VDZ,… .
When ordering, never quote the numbers from the drawings and illustrations given in
the manuals. Those numbers and figures indicate only the principles of the assembly,
dismantling and functioning of the various components.
Mention following data for each order of spare parts:

- The engine number (marked on the constructor‟s plate)
- The code number and description of the part, according to the Spare Parts List.
Remark:
- Only original (genuine) spare parts should be ordered to ensure reliability, correct
lifetime and best efficiency for the engine and its components.
- Omission to comply with this procedure may result in malfunction of the engine,
short lifetime of components, personal injury or damage to property or environment
for which the manufacturer can not be held responsible.
- Spares should be protected against corrosion and mechanical damage and stock
should be replenished at regular time.
2.4. TOOLS, EQUIPMENT, CLOTHING AND METHODS TO USE THEM
- Machine components, such as springs, clips, retaining rings, electrical / hydraulic

components, pipes, e.o. can involve a risk of damage or personal injury if opened,
taken apart, fitted, lifted, transported in an improper way. Therefore, it is essential
that no one attempts to do any work to the engine unless he has the necessary skill
and experience of the various tools and used instruments, materials and methods
common in the machinery field.
- Make sure that all tools, equipment for maintenance are in good condition and
properly used.
- Wear always appropriate protective clothing and approved personal protective
equipment in accordance with the work to be done, especially if hot liquids or gases,
GUIDELINES Ed. 6 E
hot surfaces, lightening flashes, noise, heavy pieces, rotating parts are involved.
Following protective equipment need to be present and need to be available to
execute the prescribed work: gloves, protection glasses, goggles, helmet, individual
noise protection cask, protection shoes, heat-acid-caustic resistant clothing and a full
cover facial protection. But depending on the specific task, additional safety
measures can be required to finish the job safely.
Note:
The tools necessary for assembly and dismantling and for the maintenance of the
various components may be ordered by quoting the numbers given in the manuals.
2.5. CLEANLINESS
- The engine room should be kept clean, both above as well as below the floor plates.
- If there is a risk of grit/sand/dust blowing into the engine room in the port or the
yard, ventilation should be stopped. Ventilation ducts and engine room doors should
be closed.
- Also if welding or other works, which can cause grit/sand/dust spreading around, it
may not be carried out nearby the engine until it is completely closed and the air
intake filter (inside or outside, according the case) is fully covered. Also all openings
where penetration/intrusion is possible, shall be properly closed off , such as
ventilation ducts, exhaust pipes, carter ventilation etc.
- Leaks can be more easily detected on a clean engine with good maintained
paintwork.
GUIDELINES Ed. 6 E
2.6. FIRE
- Read with attention the warning stickers on the engine and crankcase before opening
inspection doors on a hot engine.
- Do not weld or use naked lights in the engine room:
- until it has been sure that no explosive gases, vapors from liquids with
low flash point (solvents, paints) are present.
- until porous materials (insulation, old-clothes, rags) soaked with
oil/fuel/solvent which is easily inflammable has been removed.
- Empty tanks or other enclosed spaces from oil/fuel/solvents should not be
approaches for welding or with open lights/fire until they have been free from gas or
vapour (degassing!).
GUIDELINES Ed. 6 E
2.7. MAINTENANCE/OVERHAUL, PRECAUTIONS TO BE TAKEN
- Prevent the engine from starting or turning over during any maintenance/dismantling
for what ever reason. Before undertaking any work, brace the flywheel and so the
crankshaft to prevent accidental turning. Be absolutely sure the starting air bottles are
shut off and the pressure air line to the engine is pressure released (open
decompression valves). To prevent the turning of the crankshaft caused by driven
machinery (alternators, reversing gear, ect.), the driven machinery must also be
braced and prevent the possibility of turning the crankshaft(s) or the machinery
themselves.
If blocking of the crankshaft and/or driven machinery (alternators, reversing gear,
ect.) is not possible in any way, make certain the turning of the engine including
driven machines can not put in danger any person present.
- Before dismantling, be sure all systems concerned are drained or pressure released.
- After dismantling, cover immediately holes or openings for oil, fuel, water or air with
tape, plugs, cardboard or clean old-cloths.
- Before putting the engine in operation again after maintenance or overhaul, be sure:
- all screws and nuts are fitted, tightened and locked as required, on the air,
water and oil pipework.
- all systems are filled up and vented.
- make certain that all moving parts are free, by turning the engine by the
turning bar. When this test is done, remove the turning bar from the
flywheel and store it back in its secured locker, only to be opened by
authorized personel. Secure the locker with a functional lock.
- all auxiliary systems are in order to operate properly:
* pre-lubrication and pre-heating.
* starting air compressors and air bottles (above min. pressure).
* air intake and exhaust (free to atmosphere).
* diesel monitoring (DMU) - alarms/safeties.
GUIDELINES Ed. 6 E
WHERE AND WHEN REQUIRED, FOR SAFETY OF HEALTH AND LIFE, TO

AVOID PERSONAL INJURY AND FOR PROTECTION OF ENVIRONMENT,
“SPECIAL WARNING MARKS” WILL WE USED ALL OVER THIS MANUAL.
IMPORTANT NOTE/REMARK
ATTENTION/CAUTION
PREVIOUS GENERAL PRESCRIPTIONS SHOULD BE REFERED TO, WHEN

REQUIRED FURTHER ON.
MORE PARTICULAR OR SPECIFIC SAFETY RECOMMANDATIONS WILL BE

INCLUDED AT THE CONCERNED CHAPTER.
GENERAL 6-8 DZC
1 DEFINITIONS AND TERMINOLOGY ...................................................................................... 1

2 TECHNICAL DATA ...................................................................................................................... 3
3 GENERAL MAINTENANCE RECOMMENDATIONS.......................................................... 15
4 MAINTENANCE PROGRAMME .............................................................................................. 21
5 TIGHTENING TORQUES .......................................................................................................... 30
ABC DZC ENGINE
Page 1
GENERAL Ed. 6 E
1 DEFINITIONS AND TERMINOLOGY

1.1. TYPE ENGINE INDICATION
(M)
(B) (A)
6/8 (E) DZC – 1000 – 166
(T) (K)
(P)
6/8 : number of cylinders, in line configuration.

M : marine propulsion engine
B : generator set for see-going vessels
E : industrial generator set
T : railway traction diesel
P : pumpset or compressor set
DZC : type of engine, 4 stroke, in line, supercharged engine with intercooler
1000 : engine speed : RPM
166 : code number for the main effective pressure (pme), i.e. the pme (bar) is
multiplied with 10.
CODE NUMBER pme (bar)

120 12
135 13,5
150 15
166 16,6
179 17,9
A : direction of rotation counter-clockwise, as seen by an observer facing the

flywheel end of the engine.
K : direction of rotation clockwise, as seen by an observer facing the flywheel end of

the engine.
ABC DZC ENGINE
Page 2
GENERAL Ed. 6 E
1.2. NUMBERING OF THE CYLINDERS

The numbering of the cylinders begins with the cylinder closest to the flywheel.
1.3. TABLE OF ABBREVIATIONS

TDC : Top dead centre
BDC : Bottom dead centre
OD : Original dimension
LW : Limit of wear
RL : Reworking limit.
con rod : Connecting rod
CW : Clock wise
CCW : Counter clock wise
R1 : First undersize / oversize
R2 : Second undersize / oversize
TSF : Turbo side flywheel
TSP : Turbo side pumpside
HT : High temperature
LT : Low temperature
BI : Beginning of injection
TC : Turbo compressor
°CA : Degrees crank angle
PPE : Personal protective equipment
rpm : Rounds per minute
ABC DZC ENGINE
Page 3
GENERAL Ed. 6 E
2 TECHNICAL DATA
2.1. TECHNICAL SPECIFICATIONS ACCORDING ENGINE TYPE & APPLICATION
- Continuous rating power ISO3046/1 Ne = kW
- Nominal revolutions/minute n = rpm
- Mean effective pressure pme = bar ( kp/cm²)
- Maximum combustion pressure Pmax = bar ( kp/cm²)
- Mean piston speed at nominal engine speed cm = m/s
2.2. CONSUMPTION ACCORDING ENGINE TYPE & APPLICATION

- Consumption of fuel by nominal power with fuel acc. to ISO3046/1 and a lower
calorific value of Hu: 42,7 MJ/kg (10.030 Kcal/kg): is given in g/kWh (tol +5%).
Specific for each engine type on demand.
- Consumption of luboil at nominal power : g/kWh
ABC DZC ENGINE
Page 4
GENERAL Ed. 6 E
2.3. NOMINAL MEASUREMENTS

- Number of cylinders : 6 or 8 in line
- Swept volume per cylinder : 15,95 dm³
- Compression ratio : 12,1/1
- Total swept volume 6 cyl. : 95,7 dm³
8 cyl. : 127,6 dm³
- Bore : 256 mm
- Stroke : 310 mm
- Diameter of the main bearing shell : 184 mm
of the big end bearing shell : 178 mm
of the gudgeon pin : 110 mm
- Diameter of the camshaft bearing : 82 mm
of the injection pump piston : 20 mm
- Screw thread of the cylinder block stud : M27 x 2
of the cylinder head stud : M24 x 2
- Length of connecting rod ( centre to centre) : 620 mm
- Width of the main bearing shell : 88 mm
of the big end bearing shell : 79 mm
of the small end bearing sleeve : 95 mm
of the camshaft bearing : 65 mm
- Length of the push rods : 738 mm
of the cylinder block studs : 376 mm
- Height of the chrome-plated fire ring : 5 mm
of the compression ring : 4 mm
of the oil scraper ring : 8 mm
- Lift of the inlet valve : 20,40 mm
of the exhaust valve : 20,40 mm
of the injector nozzle needle : 0,6 mm
of the inlet cam : 18,3 mm
of the exhaust cam : 18,3 mm
of the injection cam : 18 mm
- Spacing of the cylinder : 380 mm
- Spacing of the centre cylinder : 400 mm
- Number per cylinder:
- inlet valve :2
- exhaust valve :2
- chromed top piston ring :1
- compression ring :2
- oil scraper ring :1
ABC DZC ENGINE
Page 5
GENERAL Ed. 6 E
2.4. VALVE TIMING : THEORETICAL FIGURES

- Real opening- and closing times in degrees crankangle (°CA)
6DZC 8DZC
Inlet opens before TDC 60° 70°
closes after BDC 40° 40°
Exhaust opens before TDC 62° 62°
closes after BDC 55° 65°
Valve overlap 115° 135°
- For these angles the valve clearances in cold conditions have been taken into
account. These are:
Exhaust : 0,20 mm
Inlet : 0,20 mm
Setting value of BI:

According the required emission
demands.
(see Maintenance manual :
chapter: Injection system)
TDC Top dead center

BDC Bottom dead center
BI Begin injection
IO Inlet opens
IC Inlet closes
EO Exhaust opens
EC Exhaust closes
ABC DZC ENGINE
Page 6
GENERAL Ed. 6 E
Remarks:
- Adjustment tolerance = ± 0,5° in function of thickness difference of shims (0,1mm)
- As the cam profile of the inlet and outlet cams is provided with a starting inclination
according to a harmonic curve, it is very difficult, in practice, to measure the above-
mentioned opening and closing times.
The control can be limited to the measurement of the crank position in regard to the
TDC, when both valve bridges are at the same height, this is the theoretical crank
angle measured at the crankshaft for:
- 6DZC : 2°30’ before TDC – lifting ca. 12 mm
- 8DZC : 2°30’ before TDC – lifting ca. 16 mm
2.5. FIRING ORDER

A: 6 cyl. 1-2-4-6-5-3-1
K: 6 cyl. 1-3-5-6-4-2-1
A: 8 cyl. 1-4-7-3-8-5-2-6-1
K: 8 cyl. 1-6-2-5-8-3-7-4-1
2.6. CRITICAL SPEED

Every installation is checked for critical engine speeds. These calculations indicate if, at
particular speeds, dangerous torsional vibrations occur, which can lead to catastrophic
failure of the crankshaft, coupling, propeller shaft or generator shaft, damage to gears
and bearings, overheating of the vibration damper or inadmissible irregularity of the
driven electric machines.
Continuous running at those speeds is very dangerous and those speeds must be marked
on the engine speed indicator as forbidden areas.
ABC cannot be responsible for failures arising from the non-observance of those
forbidden areas.
In case of modifications to the installation effected subsequently such as, for example,
alteration of the propeller of gears, the complete installation has to be calculated again
for critical speeds.
For this purpose, it is necessary to contact ABC.
ABC DZC ENGINE
Page 7
GENERAL Ed. 6 E
2.7. TEMPERATURES (in °C):

Exhaust gasses: cylinder heads °C see test sheet
before turbine °C see test sheet
after turbine °C see test sheet
Supercharging air: before air cooler °C see test sheet

after air cooler °C see test sheet
Cooling system Double cooling circuit Split cooling circuit

(engine outlet) (HT + LT)
- Normal working: 80°C (75-87) – 85°C (80-89) 80°C (75-87) – 85°C (80-89)
- Warning signal: 90° C 90° C
- Stop signal: 95° C 95° C
Lubrication circuit Double cooling circuit Split cooling circuit

(engine inlet) (HT + LT)
- Normal working: 71 – 79°C 71 – 79°C
- Warning signal: 80° C 80° C
- Stop signal: 85° C 85° C
ABC DZC ENGINE
Page 8
GENERAL Ed. 6 E
2.8. PRESSURES
Description Opening pressure Working pressure Proof pressure

(bar) (bar) (bar)
Cylinder head
- combustion space - Max. 130 150
- cooling water space - 3 5
Cylinder block
- cooling water space - 3 5
Air cooler
- water space - 3 6
- air space - 2 3
Fresh water cooler
- Sea water side 2,5 8
- Fresh water side 2,5 10
Oil cooler
- Water side 2,5 8
- Oil side 5 10
Fuel injection pump
- Plunjer and liner - Max. 1200 -
- Body - - 7
Fuel supply - Gasoil max 2,5 -
Injection pipes - Max. 1200/1500 -
Opening injection 275 - -
needle
Safety valve 150  2 - -
(cylinder head)
Safety valve 0,1 - -
(crankcase)
Luboil pressure
(entrance motor)
- 720 and 750 rev/min - 4,85 -
- 900 and 1000 rev/min - 5,00 -
Idling speed 6cyl. 8cyl.
- 300 rev/min - 2-2,5 1,75 -
- 330 rev/min - 2,5-3 2 -
Starting air - Max.30 -
Cooling circuit In order to obtain the minimal hydrostatic pressure for
the soft-water pump inlet, the underside of the
expansion tank must be at least 2m above the engine’s
centre line but no more than 10m.
(see Operating manual DZC – VDZC chapter 4: 4.3
:Description and supervision of the cooling water
circuits)
ABC DZC ENGINE
Page 9
GENERAL Ed. 6 E
2.9. LUBRICATING AND COOLING SYSTEMS CAPACITIES (litres)

2.9.1. Lubrication system
6 cyl. (l) 8 cyl. (l)
Oil sump:
Type 1 (h = 264mm)
min. 180 l 230 l
max. 450 l 510 l
Type 2 (h = 364 mm)

min. 180 l 230 l
max. 615 l 675 l
Standard oil pipes on According engine type According engine type

engine and/or application and/or application
Governor:
UG8, 1.4 l 1.4 l
UG25+, 2.1 l 2.1 l
Heinzmann - -
2.9.2. Cooling systems
6 cyl. (l) 8 cyl. (l)

Engine capacity 205 l 275 l
(Basic engine)
ABC DZC ENGINE
Page 10
GENERAL Ed. 6 E
2.9.3. Information concerning the fabrication of important components

Crankcase Fabrication Casted in sand
Material GGG 40 - 50
Finishing ABC
Cylinder block Fabrication Casted in sand
Material GGG 40 - 50
Finishing ABC
Cylinder head Fabrication Casted in sand
Material Lamellar cast iron
Finishing ABC
Pump carter Fabrication Casted in sand
Finishing ABC
Connecting rod Fabrication Forged in a matrix
Material Steel 42CrMo4V
Finishing ABC
Crank shaft Fabrication Forged in a matrix
Material Steel 42CrMo4 (6cyl) - 42CrMo4V (8cyl)
Finishing By supplier
Cylinder liner Fabrication Centrifugal casted
Material Perlitic cast iron with P and Mo
Finishing Machined & plateau honed at ABC
Cylinderhead gasket Material Messing
Piston Fabrication Casted
Material Nodular cast iron
Finishing By supplier (+ hardened grooves)
Piston rings Fabrication : Cast Topring with chrome ceramic coating
1e tapered compr. ring chrome coated
2e tapered compr. ring
Oil scraper ring chrome coated with spiral
spring

Valves Material Intake X45CrSi9V
Exhaust X45CrSi9V (MDO/Gasoil)
Exhaust X45CrSi9V + Nimonic 80A (HFO)
Insert Fabrication Centrifugal casted
Material Alloy cast iron
Valve guide Fabrication Centrifugal casted
Material Special cast iron (Metal Roger)
Finishing ABC
Gearwheels Fabrication Forged in a matrix
Material Steel 17CrNiMo6MQ, 14NiCr18 & GGG
Finishing ABC and/or supplier hardening & grinding
Camshaft Fabrication Forged in a matrix
Material 15CrNi6
ABC DZC ENGINE
Page 11
GENERAL Ed. 6 E
2.9.4. Silouet drawing with identification important components
Crankcase breather Turbo charger Water return Cylinder head Box engine Oil filter
pipe control unit
Speed
governor
Flywheel
Integrated camshaft case.
Crankcase
Injection pump Water pump
Fuel filter Oil pump
Pump drive
gear case
ABC DZC ENGINE
Page 12
GENERAL Ed. 6 E
Exhaust
Manifold
Charge Air Cooler
Oil Cooler
ABC DZC ENGINE
Page 13
GENERAL Ed. 6 E
CROSS SECTION ABC DZC-ENGINE
Exhaust
manifold
Charge air
manifold
Oil cooler
Camshaft
tunnel
Water inlet
manifold
Con rod bolts

tightened by Main oil
elongated galary
stretch.
Oil Pan
ABC DZC ENGINE
Page 14
GENERAL Ed. 6 E
2.10. TEST-BED MEASUREMENTS

The measurements made on the test bed are given on the sheet of the engine reception
test.
ABC DZC ENGINE
Page 15
GENERAL Ed. 6 E
3 GENERAL MAINTENANCE RECOMMENDATIONS

3.1. WARNINGS
- Prevent the engine from starting or turning during any maintenance.
- Open the decompression valves before beginning any repairs to moving parts.
- Make certain that the crankshaft can turn without danger to the men working on the
engine or driven machines (alternators, reversing gear, etc.).
Beware of the unexpected rotation of the crankshaft when unbalanced after removal
of piston / connecting rod assemblies.
- Inspect the nuts and bolts and their attachments on the air, water and oil pipework
before starting the engine.
- Make certain that all moving parts are free, by turning the engine by bar.
- Speed governors:
It is forbidden to disassemble or re-adjust speed governors overspeed devices or any
other component which controls or limits the dynamic conditions of the engine
unless this is expressly allowed and the procedure is described in the manual.
- Injection nozzles:
When testing the nozzles outside the engine with the nozzle tester, precautionary
measures have to be observed; in particular:
KEEP HANDS AWAY FROM THE NOZZLE SPRAY
The spray from a nozzle can penetrate deep into the flesh of the fingers or hand
and destroy the tissues. Fuel oil entering the blood stream can cause blood
poisoning.
IN ANY CASE clean gasoil or test oil should be used for testing.
Do not test the nozzle near a flame or a glowing object.
3.2. TOOLING
The necessary tools include:
- Ordinary tools on the market: flat, tubular, and ring spanners, screwdrivers, etc…
- Special tools delivered with the engine
- Special tools designed by ABC and to be ordered separately
- Lifting equipment: hoisting tackle, slings, etc…
The tools needed for the mounting, dismantling or maintenance of the several engine
components, can be ordered with numbers from the maintenance book.
ABC DZC ENGINE
Page 16
GENERAL Ed. 6 E
3.3. MASSES OF THE MAJOR COMPONENTS

Section Description Mass in kg
01 Crankcase
- Bearing cap - normal 14,6
- wide 18,25
- guide 16,90
- Main bearing stud 0,52
- Cylinder block stud 1,52
04 Main bearing line
- Upper 1/2 bearing shell 0,72
- Lower 1/2 bearing shell 0,84
- Axial 1/2 thrust bearing ring 0,46
08 Cylinder block
- Liner 67,50
- Cylinder head stud 1,68
- Cylinder head stud (extended) 1,76
09 Piston
- Piston in nodulare cast iron (GGG) 30 - 32
- Piston pin 12,55
- Set piston rings 0,75
10 Connecting rod
- Connecting rod with bush, bearings, bolts & nuts 40 - 45
- Big end bearing shells (Upper and lower together) of the 1,25
connecting rod
- Bush small end 1,60
09/10 Drivework
- Drivework with piston, piston pin, piston rings, piston 83 – 91
circlip, con rod with bush, bearings, cap and bolts
11 Cylinderhead
- Cylinderhead with valves, bridges, rockers and support with 134,5
shaft
- Cylinderhead with inserts and valve guides 105
- Inlet valve 1,10
- Exhaust valve 1,25
- Bridge rocker with pellet and adjusting screw 1,3
- Rockers with shaft and support 15,15
- Valve guides 0,27
- Rocker with bush and pellet 2,52
12 Governor
- Woodward (UG8-L/UG8-D/UG25+) 22-26
- Assembly gearwheel driving Woodward governor 12
- Actuator Heinzmann 15,3
13 Assembly lever adjustment injection pump 0,53
14 Fuel circuit
- Injection pump 9,08
- Nozzle and nozzle holder 2,3
ABC DZC ENGINE
Page 17
GENERAL Ed. 6 E

15 Pump driving
- Gearwheel case engine driven pumps with intermediate 181
shafts and shaft drive fuel pump
- Intermadiat plate 22,5
- Intermediat shaft with gearwheel drive waterpump 4,8
- Intermediat shaft with gearwheel drive oilpumps 10,3
16 Distribution
- Two-parts distribution gearwheel on crankshaft 10,35
- Gearwheel on camshaft 21
- Intermediate support bearing with gears 33,25
- Gear case 47
17 Camshaft
- Guide bearing 4
- Bearing 3,8
- Camshaft
Cylinder stud 18,6
Begin stud 8
End stud 15,3
Intermediate flange 1,7
18 Tappet mechanism
- Tappet bracket 11,3
- Tappet with roll (valves) 0,94
- Tappet with roll (injectionpump) 1,46
- Assembly valve push-rod 1,4
20 Turbo-compressor KBB type M40 260
21 Exhaust system
- Expansion compensator 4,19
23 Air cooler 232
27 Standard flywheel with starting gearwheel 935,5
29 Vibration damper type ASK 2204A (H&W) 304
Vibration damper type D50/1/1 + C 41/2/58U 171
Vibration damper type D50/2 + C 41/2/58U 171
Vibration damper type D63/62 + C 44/2/98U 296
Vibration damper type D72/66/1 + C 44/2/98U 449
30 Oil circuit
- Lubricating pump & gearwheel 37,20
- Scavenge pump & gearwheel 36,50
- Oil pressure regulating valve 9
31 Oil filter
- Support oil filter 50
- Duplex oil filter 112
- Centrifugal oil filter 3,87
ABC DZC ENGINE
Page 18
GENERAL Ed. 6 E

40/45 Soft water circuit
- Water pump & gearwheel 33,60
- Thermostatic regulating valve (nominal temp. 43°C) 19,4
- Thermostatic regulating valve (nominal temp. 80 – 85°C) 19,9
41 Sea water circuit (if applicable)
- Self-priming sea water pump and gearwheel 70,40
50/51 Fuel feeding
- Fuel pump and half coupling 7,15
- Duplex Fuel filter (dry weight) 16
66 Control system
- DMU (Diesel monitoring unit), separate from engine 22,3
- Monitoring panel on engine 15,0
133 Service oil tank (440 l) – dry weight 203
Service oil tank (1020 l) – dry weight 512
ABC DZC ENGINE
Page 19
GENERAL Ed. 6 E
3.4. HANDLING OF COMPONENTS

Use always a lifting apparatus for handling important pieces, such as cylinder heads,
piston- and connecting rods and cylinders.
For specific guidelines of handling the engine, see the Installation Prescription DZC &
VDZC manual.
3.5. PRECAUTIONS BY MOUNTING AND DISMANTLING

During the life of the engine it is possible that it, or some parts of it, must be
dismantled. Dismantling, mounting or replacing should all happen following a
prescribed order. The executers should be familiar with the topic and the characteristics
of the engine and its components as described in this maintenance manual. This
specific part of the maintenance manual handles the procedures for dismantling,
replacing and mounting of the important parts of the engine. Next basics should be
followed:
* Some parts are marked to show their position or place as mounted. Before
dismantling such a part, make sure that the marks are attached correctly. This
makes it possible to re-assemble the parts in an identical way preventing a
malfunction. Provide the parts who are not marked with a label (piston rings,
bearing shells, …).
* Empty the oil-, water- and fuel circuit according to the mounting task.
* Close the pipes and openings of the parts by dismantling.
* Protect the components which are not immediately re-used with an anti-rust agent
and clean them before mounting.
* Renew all joints if necessary. After starting the engine again, check all joints for
leakages.
3.6. ASSEMBLY DIMENSIONS AND WEAR LIMITS

The original minimum and maximum dimensions of each part subject to wear are
indicated. Also specified are the maximum limits of wear at which the parts must be
either exchanged or reconditioned. These values are the result of long experience, they
represent the point at which it is considered that safety and proper functioning become
endangered. Those values are given in the OD (original dimensions) and LW (limit of
wear) columns.
ABC DZC ENGINE
Page 20
GENERAL Ed. 6 E
3.7. STANDARDISED DIMENSIONS FOR RECONDITIONING

Parts which can be reconditioned (e.g. crankshaft, guide bearing cap, etc.) have
standardized dimensions and tolerances.
If the parts are reworked to those dimensions, parts to be fit (bearing shells for
reconditioned crankshaft, oversize half thrust rings, etc.) can be supplied from stock.
The dimensions for the first reworking are marked R1, those for the second R2, and so
on.
ABC DZC ENGINE
Page 21
GENERAL Ed. 6 E
4 MAINTENANCE PROGRAMME
The maintenance schedule and periodicity intervals are the manufacturer’s
recommendations in order to achieve best efficiency and reliability of the engine and
lifetime of components. Periodicity intervals are based on manufacturer’s experience.
All the maintenance jobs set out in this programme are of a periodical nature. At
regular intervals, usually expressed in hours of service of the engine, they have to be
repeated.
In order to facilitate the maintenance and to limit as much as possible the time when the
engine is out of service, the operations are grouped as a small number of maintenance
jobs and overhauls. They have to be undertaken after periods of service which are
multiples of each other.
The jobs of the same frequency in each group are set out in the following pages.
For each job the basic frequency level is mentioned in running hours. Although this is
not explicitly mentioned in the table, these jobs have to be repeated each time a
multiple of the indicated running hours are passed.
4.1. MAINTENANCE (M) AND OVERHAUL (O)

The several groups of maintenance jobs are classified under one or the other of the two
classes below:
1. Normal maintenance jobs
This involves partial dismantling, which can be carried out by the operation staff.
We separate six types of maintenance operations for the DZC-engines:
Period Mark
Every week or every 100 hours M1
Every month or every 500 hours M2
Every 1000 hours M3
Every 1500 hours M4
Every 3000 hours M5
Every 6000 hours M6
After every maintenance operation, the checklists C1 should be executed.
ABC DZC ENGINE
Page 22
GENERAL Ed. 6 E
2. The partial and complete overhauls

This involves substantial dismantling and more specialized work, which usually entails
taking the engine out of service temporarily. We distinct three overhaul terms for the
DZC-engine:
Period Mark
The partly overhaul at periods of O1
12000 hours
The complete overhaul at periods of O2
24.000 hours
The partly overhaul at periods of O3
48.000 hours
Under normal operational conditions, ABC permits a maximum tolerance of

approximately 20% on the periodicity of maintenance and a maximum tolerance of
3000 hours on the periodicity of overhauls.
Note:
The hours of running indicated on the counter or stated in the log book may in some
cases be replaced by equivalent units that vary more or less linearly therewith
(kilometers travelled by traction units, energy produced by pumping installations or by
electricity generating sets).
ABC DZC ENGINE
Page 23
GENERAL Ed. 6 E
Operating Mark Part to be maintain or to check

hours
Before every C1-01 Check water- and oil level engine
start or each 24 C1-02 Check oil level in hydraulic governor
hours C1-03 Check starting air pressure
C1-04 Drain off any water from the day fuel tank and/or the water separator. (in
fuel line)
C1-05 Check fuel level in the day tank
Every week or M1-01 Fill up automatic lubricator on the starting air pipe.
every 100 M1-02 Drain off water from the compressed air receivers.
hours Drain off water from the water separator (starting air line)
M1-03 Clean water filters if provided.
M1-04 Check position of contamination indicator on oil filters at operating
temperature and nominal speed and replace filter elements if necessary.
M1-05* Clean the compressor of the turbocharger by water injection.
M1-06 Check free passage blow off hole on air cooler, if provided.
Every month or M2-01* Replace air intake filter element.
every 500 M2-02 Clean centrifugal filter or earlier depending on contamination.
hours M2-03 Check if renewal of the elements of the fuel filters is necessary. Frequence
of renewal depends on quality of the fuel and possible contamination of the
filter element.
M2-04 Lubricate levers, Injection pump control rack and linkage of the governor.
Check freedom of the fuel pump rack of the injection pump.
Every 1000 M3-01 Renew elements of the fuel filters.
hours
Every  1500 M4-01 Replace elements of the oil filters.
hours M4-02 Check the quality of the cooling water, adjust the water treatment if
necessary
M4-03 Check valve clearance, adjust if necessary
M4-04 Check nozzles and opening pressure of nozzles and spray pattern
Replace nozzles if necessary.
Every  3000 M5-01 Change engine oil – clean crankcase and crankcase breather element.
hours Depending application / working conditions / regular oil analysis may
indicate the necessity to change the oil at a shorter / longer interval.
M5-02 Check the alarm and security devices (overspeed, thermostats and
pressostats, overload limiter and microswitch for load indication) for
correct function and operation.
M5-03 Change oil of hydraulic governor
M5-04 Check combustion pressures at full load and at idling speed. Adjust if
necessary
ABC DZC ENGINE
Page 24
GENERAL Ed. 6 E

hours
Every  6000 M6-01 Thoroughly examine the nozzles and their holders. Replace nozzles if
hours necessary.
M6-02 Check gearwheel of governor. Measure backlash.
M6-03 Visual inspection of the distribution: gearwheels, cams, camshaft bearing
taps and bearings.
M6-04 Check tappet mechanism: tappets, shafts and rolls
M6-05 Visual inspection of the gearwheels pump driving.
M6-06* Check the air intake circuit and compressor wheel and clean if necessary.
M6-07* Check the exhaust gas circuit and clean if necessary.
M6-08 Measure complete crankshaft deflection.
M6-09* Complete cleaning of the oil- and air cooler.
M6-10 Check condition of injection pump cavitation plug and renew if necessary.
Every 12000 O1-01 Complete overhaul of cylinderheads
hours Remove the valves, if necessary grind or renew the valves and/or seats
Check the valve guides and renew if necessary
Check valve springs and collars. Check valve dimensions and renew if
necessary.
Complete overhaul of the valve mechanism on the cylinderhead (bridges
rockers, bushes and shaft)
Replace all joints (water, oil, air and exhaust gases)
Control the opening pressure on the relief valve on the cylinderhead
Clean oil ducts.
Check bushes and shafts for dimensions.
O1-02 Control the injection timing - Beginning of injection (BI). Check tightness
of injection pump plunjer and of the relieve valve.
O1-03 Overhaul of the seawater pump, softwater pump. Check the anodes in the
cooling water circuit and renew if necessary.
O1-04 For viscous damper, sample of silicon oil of damper to be taken for
analysis.
ABC DZC ENGINE
Page 25
GENERAL Ed. 6 E

hours
Every 24000 O2-01 Take out the pistons, measure the clearance and wear of the piston rings,
hours renew the piston rings.
O2-02 Measure the wear, ovalty and conicity of the liners.
Remove and hone the liners, renew if necessary. Replace seal O-rings
Replace anti-polishing ring, if required
O2-03 Wash out the cylinderblock, remove the deposits and repaint interiorly if
necessary
O2-04 Replace the connecting rod bearings
O2-05 Check the condition of the main bearings, inclusive axial bearing. Renew if
necessary.
O2-06 Control of the hydraulic governor, return to the manufacturer if necessary.
O2-07 Complete overhaul of the fuel injection pumps.
O2-08 Check the gearwheels pumpcasing, measure axial clearance of the roller
bearings.
O2-09 Complete overhaul of a viscous vibration damper.
O2-10** Complete overhaul of turbo blower (inclusive bearings).
O2-11 Overhaul the oil and fuel feed pump.
O2-12 Complete overhaul of the flexible pump drive on the viscous damper.
(If the flexible pump drive is connected to a Geislinger damper, see O2-16)
O2-13 Overhaul of main starting air valve.
O2-14 Overhaul of hydraulic stop cylinder.
O2-15 Overhaul of the HT, LT and oil thermostatic valve. Thermostatic elements
to be renewed.
O2-16 Check condition of Geislinger flexible pump drive. Renew if necessary.
Every 48000 O3-01 Replace the main bearings and axial bearing.
hours O3-02*** Replace conrod bolts
O3-03 Complete overhaul of Geislinger torsional vibrations damper.
O3-04 Renew of cylinder liners
O3-05 Overhaul of governor gear drive.
O3-06 Renewal of the bearings of the attached pump drive.
O3-07 Renewal of the isolation of the exhaust pipe if necessary.
* Depends on the environment (air pollution, engine room ventilation, water quality)
** For applications with frequent load changes, the complete overhaul is recommended
at 12000 h.
*** Conrod bolts can be tightened and loosened 2 times, the 3rd time new one’s have to
be installed. So for normal maintenance every 48000h.
Remark:
ABC reserves the right to change these service intervals depending on the operating
condition load profile, quality and/or type of the fuel and lubricating oil, and the
cooling water conditions.
ABC DZC ENGINE
Page 26
GENERAL Ed. 6 E
MAINTENANCE INTERVALS AND OVERHAUL ORDER
Service hours Mark: C = Check

M = Maintenance
O = Overhaul
Every week ( 100 hours) M1

Every month ( 500 hours) M1 + M2
Every 1000 hours M1 + M2 + M3
Every 1500 hours M1 + M2 + M4
Every  3000 hours M1 + M2 + M3 + M4 + M5
Every  6000 hours M1 + M2 + M3 + M4 + M5 + M6
Every 12000 hours M1 + M2 + M3 + M4 + M5 + M6 + O1
Every 24000 hours M1 + M2 + M3 + M4 + M5 + M6 + O1 + O2
Every 48000 hours M1 + M2 + M3 + M4 + M5 + M6 + O1 + O2 + O3
ABC DZC ENGINE
Page 27
GENERAL Ed. 6 E
SEC- MAINTENANCE CONTROLS ON CODE SERVICE HOURS

TION MOTORPARTS
10000
10500
11000
12000
13000
13500
14000
15000
16000
16500
17000
18000
19000
19500
20000
21000
22000
22500
23000
24000
48000
1000
1500
2000
3000
4000
4500
5000
6000
7000
7500
8000
9000
Control water and oillevel
C1 Every day
Control starting air pressure
1 Crankcase M5-01 X X X X X X X X X
4 Main bearings O2-05 X X
O3-01 X
6 Crankshaft M6-08 X X X X X
8 Cylinderblock O2-02 X X
Cylinder liners O2-03 X X
O3-04 X
9 Piston / Piston rings O2-01 X X
10 Connecting rod, bolts & bearings O2-04 X X
O3-02*** X
11 Cylinderhead, valve mechanism M4-03 X X X X X X X X X X X X X X X X X
Safety valve M5-04 X X X X X X X X X
O1-01 X X X
12 Speed governor, drive M5-02 X X X X X X X X X
and operating panel M5-03 X X X X X X X X X
M6-02 X X X X X
O2-06 X X
O3-05 X
13 Operation of the injection pumps M2-04 Every 500 hours
(control spindle)
14 Nozzle – nozzleholder fuel injection pump M4-04 X X X X X X X X X X X X X X X X X
M6-01 X X X X X
M6-10 X X X X X
O1-02 X X X
O2-07 X X
ABC DZC ENGINE
Page 28
GENERAL Ed. 6 E

TION MOTORPARTS
10000
10500
11000
12000
13000
13500
14000
15000
16000
16500
17000
18000
19000
19500
20000
21000
22000
22500
23000
24000
48000
1000
1500
2000
3000
4000
4500
5000
6000
7000
7500
8000
9000
15 Pumpcarter M6-05 X X X X X
O2-08 X X
O3-06 X
16 Distribution gearwheels M6-03 X X X X X
17 Camshaft M6-03 X X X X X
18 Tappet mechanism M6-04 X X X X X
20 Turbo-compressor M1-05* Every 100 hours
M6-06* X X X X X
O2-10** X X
21 Exhaust gas circuit M6-07* X X X X X
O3-07 X
24/22 Air intake circuit M2-01* Every 500 hours
M6-06* X X X X X
23 Aircooler M1-06 Every 100 hours
M6-09* X X X X X
29 Vibration damper O1-04 X X X
O2-09 X X
O2-12 X X
O2-16 X X
O3-03 X
30 Oilpump and pressure O2-11 X X
control valve
31 Oilfilters M1-04 Every 100 hours
M2-02 Every 500 hours
M4-01 X X X X X X X X X X X X X X X X X
32 Crankcase breather M5-01 X X X X X X X X X
35 Thermostatic oil valve O2-15 X X
36 Oilcooler M6-09* X X X X X
ABC DZC ENGINE
Page 29
GENERAL Ed. 6 E

TION MOTORPARTS
10000
10500
11000
12000
13000
13500
14000
15000
16000
16500
17000
18000
19000
19500
20000
21000
22000
22500
23000
24000
48000
1000
1500
2000
3000
4000
4500
5000
6000
7000
7500
8000
9000
40 Softwaterpump O1-03 X X X
41 Sea-waterpump M1-03 Every 100 hours
O1-03 X X X
45 Thermostatic water valves (HT – LT) O2-15 X X
50 Fuel feed pump O2-11 X X
51 Fuel filters M2-03 Every 500 hours
M3-01 X X X X X X X X X X X X X X X X X X X X X X X X X
62 Starting system on cylinders (Air pressure) M1-01
Every 100 hours
M1-02
O2-13 X X
64 Starting air bottles M1-02 Every 100 hours
66 Control security devices M5-02 X X X X X X X X X
70
71
75 Automatic stop device O2-14 X X
SPECIAL CONTROLS
Watertreatment M4-02 X X X X X X X X X X X X X X X X X
** For applications with frequent load changes, the complete overhaul is recommended at 12000 h.
*** Conrod bolts can be tightened and loosened 2 times, the 3th time new one’s have to be installed. So for normal maintenance every 48000h.
ABC DZC ENGINE
Page 30
GENERAL Ed. 6 E
5 TIGHTENING TORQUES
All dynamically strained bolts and nuts as well as functionally important fastening bolts
are tightened by means of a torque wrench on a predetermined tightening torque as
described in the “tightening torque table”. The nuts for fastening the cylinder block on
the crankcase and for fastening of cylinder head are tightened according to the angular
displacement method. The nuts of the connecting rod bolts are tightened on elongation.
Both specific tightening methods are described in detail in the maintenance manual.
COMPONENT TO BE TYPE OF TIGHTENING BOLT

TIGHTENED OR INSERTED THREAD TORQUE MATERIAL
Nm kg
CRANKCASE (Sec. 1)
1. Bearing studs (implantation) M20 x 1,5 ~50 ~5 42CrMo4V
(Loctite n°. 245)
2. Bearing stud nuts M20 x 1,5 390-410 40-42 42CrMo4V+K
(Molykote G-N plus
only on thread of stud )
CRANKSHAFT (Sec. 6)
1. Counterweight bolts M27 x 2 570 58 34CrMo4V
(Molykote G-N plus) 42CrMo4V
2. Distribution gearwheel bolts. M10 x 1,25 40 4 42CrMo4V
CYLINDER BLOCK (Sec. 8)

1. Cylinderblock studs. M27 x 2 ~100 ~10 34CrNiMo6V+K
(implantation) (Loctite nr. 245)
2. Cylinder block stud nuts (*) M27 x 2 295 30 42CrMo4V+K
+60°+60° +60°+60°
(Molykote G-N plus)
Carefully follow
mounting instructions
in maintenance manual
DZC chapter
“Cylinder block”
3. Cylinderblock bolts M20 365 37 DIN931-8.8
ABC DZC ENGINE
Page 31
GENERAL Ed. 6 E

Nm kg
CONNECTING ROD (Sec. 10)
1. Big end stud nuts (type 1 con rod) M20 x 1,5 0,6 ± 0,02 0,6 ± 0,02 42CrMo4V+K
(**) (Molykote G-N plus
2. Big end stud nuts (type 2 con rod) M22 x 1,5 0,7 ± 0,02 0,7 ± 0,02 42CrMo4V+K
(**) (Molykote G-N plus
CYLINDER HEAD (Sec. 11)

1. Cylinderhead studs (implantation) M24 x 2 ~100 ~10 X5CrNiCuNb17.4
(Loctite n°. 222)
2. Cylinder head nuts for “X” marked M24 x 2 245 25 42CrMo4V+K
cylinderhead studs(*) +85°+85° +85°+85°
(Molykote G-N plus)
Carefully follow
DZC chapter
“Cylinder head”
3. Cylinder head nuts for unmarked M24 x 2 245 25 42CrMo4V+K
cylinderhead studs(*) +75°+75° +75°+75°
(Molykote G-N plus)
Carefully follow
DZC chapter
“Cylinder head”
4. Studs for rocker brackets M16 ~50 ~5 42CrMo4V
(implantation) (Loctite n°.245)
5. Nuts for fixation rocker bracket M16 155 16 10 DIN982
studs
6. Central bolt for fixation rocker M16 155 16 42CrMo4V+K
bracket
7. Rocker shaft locking bolts M12 85 8,6 8.8 DIN912
8. Nut nozzle holder M56 x 2 195 20 Ck55
(Loctite nr. 542)
9. Safety valve in cylinder head M39 x 1,5 137 14 - 15 -
ABC DZC ENGINE
Page 32
GENERAL Ed. 6 E

Nm kg
GOVERNOR DRIVE
(Woodward) (Sec. 12)
1. Bolts driving gearwheel on M8 25 2,5 8.8 DIN912
camshaft gearwheel 54T (Loctite nr. 243)
2. Bolts gear 27T M8 25 2,5 8.8 DIN912
(Loctite nr. 243)
3. Self locking nuts fixing conical M10 30 3 8 DIN985
gears UG8, UG25+
FUEL FEEDING (Sec. 14, 18, 59)

1. Injection pump bolts M12 50 5 36NiCr6 V+K
(Section 018)
2. Cap nut fixing nozzle holder in M76 x 2 540 55 42CrMo4V
cyl. head (Molykote G-N plus)
Mount following
instructions in
maintenance manual
DZC chapter
“Injection system”
3. Nozzle nut 217 21,7 -
4. Coupling nuts injection pipe
Thread lubricated with oil
Type 1: 620.058.1100.04 M22 x 1,5 60 ± 5 6,1 ± 0,5 -
Type 2: 620.058.1100.05 M22 x 1,5 60 ± 5 6,1 ± 0,5 -
Type 3: 620.058.1100.06 M22 x 1,5 105 ± 5 10,5 ± 0,5 -
5. High pressure fixation nut 868-895 88,5-91 -
injection pump (Molykote G-N plus)
6. Screws flange fixation extended M10 34,5 3,5 8.8 DIN912
coupling piece
PUMP DRIVING GEAR CASING

(Sec. 15, 29, 30, 40, 41, 93)
1. Casing bolts M12 85 8,6 8.8 DIN912
2. Bolts driving gear on damper M10 50 4,8 8.8 DIN933
flange – Only for Geislinger (Loctite nr. 542)
dampers
3. Fixing nuts & bolts intermediate M10 50 4,8 8 DIN982
shafts M8 25 2,5 8.8 DIN7984
4. Lock nuts intermediate shafts M20 150 15 6 DIN985
M30x1,5 120 12 -
5. Coupling bolts intermediate gears M10 50 4,8 8.8 DIN933
(Loctite nr. 542)
ABC DZC ENGINE
Page 33
GENERAL Ed. 6 E

Nm kg
6. Lock nut(s) driving gearwheel oil M20 150 15 6 DIN985
pump M30x1,5 250 25 -
7. Locking nut fixing driving M20 150 15 6 DIN985
gearwheel water pump
M25x1,5 147 15 -
(LOCTITE 270 -
Molycote)
M24x2 147 15 8.8 DIN439-B
(LOCTITE 270 -
Molycote)
8. Nut fixing impeller waterpump M20 147 15 DIN934-A2 (left)
(Locktite 270)
9. Bolts clamping assy driving gear M6 17 1,7 12.9 DIN912
on sea water pump
10. Bolts cover vibration damper:
* Hasse & Wrede M12 85 8,6 8.8 DIN933
(with Loctite 243)
* Geislinger M16 226 23 8.8 DIN912
(with Loctite 242, disc
spring with Molycote
1000)
M10 45 4,5 8.8 DIN912
(with Loctite 242, disc
spring with Molycote
1000)
M8 20 2 8.8 DIN912
11. Coupling bolts PTO shaft on M16 343 35 12.9 DIN912

damper M12 100 10 10.9 DIN933
12. Fastening bolts soft water pump M10 39 4 8.8 DIN931
on gear case.
13. Fastening bolts sea water pump M10 39 4 8.8 DIN933
on gear case.
CAMSHAFT – DISTRIBUTION
(Sec. 16, 17)
1. Camshaft-thrustbearing-bolts M12 120 12 10.9 DIN933
(Loctite nr. 270)
2. Camshaft connecting bolts M12x35 120 12 10.9 DIN933
3. Camshaft-intermediate flange M12x30 85 8,6 8.8 DIN7984
coupling-bolts
ABC DZC ENGINE
Page 34
GENERAL Ed. 6 E

Nm kg
4. Camshaft-bearing-bolts M12 120 12 10.9 DIN912
M8 25 2,5 8.8 DIN912
5. Tappet bracket fixing bolts M12 120 12 10.9 DIN912
6. Bolts clamping assembly camshaft M10 70 7 10.9 DIN912
gearwheel adapter M12 110 11,2 12.9 DIN912
7. Fixing bolts camshaft gearwheel M12 85 8,6 DIN 7984
on adapter
8. Coupling bolts intermediate gear M12 85 8,6 8.8 DIN933
(Loctite nr. 245)
9. Bolts fixing cap on bearing M10 45 4,5 8.8 DIN931
support intermediate gear (Loctite nr. 245)
10. Bolts fixing bearing support M16 205 21 8.8 DIN931
intermediate gears on crankcase
TURBOCHARGER & EXHAUST

MANIFOLDS (Sec. 20, 21, 22)
1. Bolts fixing turbo M40 M16 200 21 8.8 DIN931
2. Nuts fixing turbo support M16 350 35 12.9 DIN934
3. Bolts fixing turbo support M16 350 35 12.9 DIN933
3. Bolts expansion bellows M16 140 14 Heat resistant
(Molykote HSC)
4. Exhaust manifold flanges M16 200 20 34CrNiMo6V+K
Elastic bolts (620.021.9012.09) (Molykote HSC)
5. Intake air manifold flanges M16 140 14 8.8 DIN933
(Molykote HSC)
FLYWHEEL (Sec. 27)

1. Flywheelbolts M30x2 1380 141 10.9 DIN960
(Molykote G-N plus)
THERMOSTATIC VALVES
(Sec. 35)
1. Nuts assembling thermostatic oil - 54 5,5 -
valve
(*) = Tightening on angle!!!

(**) = Tightening on elongation !!!!
CHAPTER 1
CYLINDER HEAD
(Assembly 11-18)
1.1. CYLINDER HEAD ...................................................................................................................... 1

1.2. VALVES AND THEIR MECHANISM - ROCKER LEVERS ............................................. 16
1.3. INLET AND EXHAUST VALVES .......................................................................................... 20
1.4. TAPPET MECHANISM ........................................................................................................... 32
MAINTENANCE MANUAL DZC ENGINES Chapter 1
Page 1
CYLINDER HEAD Ed. 6 E
1.1. CYLINDER HEAD

1.1.1. DESCRIPTION - figures 1.1a and 1.1b
The cylinder head (1) in lamellar cast iron, alloyed with Cu - Ni - Mo, is fitted with 2
inlet valves (48) and 2 exhaust valves (49) sliding inside valve guides (4) around the
centrally mounted injector (14/3-11).
The inserts, inlet (2) and exhaust (3) in special cast iron, are fitted by contraction in
liquid nitrogen.
The cylinder head is fastened by means of 6 dynamic-elastic studs screwed in the
cylinder block. Tightness of the combustion chamber is obtained by a flat brass gasket
(65).
Component Mass (kg)

Bare cylinder head 98
Complete cylinder head with rockers 134,5
1.1.2. RECAPITULATION OF MAINTENANCE JOBS
Code Jobs
Complete overhaul of cylinderheads
O1-01
Remove the valves, if necessary grind or renew the valves and/or
seats
Check the valve guides and renew if necessary
Check valve springs and collars and renew if necessary
Complete overhaul of the valve mechanism on the cylinderhead
(bridges rockers, bushes and shaft)
Replace all joints (water, oil, air and exhaust gases)
Control the opening pressure on the relief valve on the cylinderhead
Page 2
Page 3
Page 4
1.1.3. SPARE PARTS

Fig. n° Ref. n°/Code Description Qty/cylinder
1.1a 4 Valve guide 4
1.1a 2 Insert, inlet 2
1.1a 3 Insert, exhaust 2
1.1b 14/0-11 Precision seal O-ring 1
1.1a 60 Joint 1
1.1a 72 Joint 1
1.1a 71 Joint 1
1.1a 16 Joint 1
1.1a 17 Joint 8
1.1a 18 Joint 1
1.1a 19 Joint 2
1.1b 62 Seal O-ring cylinder head cover 1
1.1b 15 Seal O-ring nozzle holder sleeve 2
1.1b 14/0-8 Joint 1
This table only deals with spares for the cylinder head. Joint and washers for the
pipes connected to it are mentioned in the spare parts list.
Page 5
Fig. n° Ref. n°/Code Description Qty/cylinder

- 620.082.1100.01 Set of sealing material necessary by
dismantling a cylinder head.
This set consists of:
1.1b 65 Cylinder head gasket 1

1.1a 66 Rubber sleeve 4
1.1a 21-16 Joint (exhaust flange cylinder head) 2
1.1a 22-4 Joint (air intake cylinder head) 2
1.1a 44-6 Joint (water outlet – water collector) 1
1.1a 44-16 Joint (water outlet cyl.head) 1
1.1a 44-16 Seal O-ring (water outlet cyl. head) 1
1.1a 8-32 Rubber sleeve 6
1.17 18-16 Seal O-ring 2
1.17 18-17 Seal O-ring 2
Page 6
1.1.4. TOOLS
Code Description
620.083.1200.02 Tool for mounting and dismounting valve springs
620.083.1300.01 Tool for extracting nozzle holder (injector)
100.933.012.000 Lifting eye bolt
620.083.1600.03 Torque wrenches with sockets and accessories
*620.083.9007.01 Magnetic base
*620.084.2200.01 Tool for recutting inserts (inlet and exhaust)
*620.084.2400.01 Tool for mounting and dismounting valve guides
*620.084.9010.01 Tool for lapping collar cylinder liner and cylinder head
*620.084.2100.01 Tool for hydraulic testing of the cylinder head
*620.084.2300.02 Tool for mounting, removing and lapping the nozzle holder
sleeve in the cylinder head
* Special tools, not standard delivered with the engine (only delivered on request).
Page 7
1.1.5. DISMOUNTING
Required staff: 1 service man
1.1.5.1. Removing the cylinder head
- Drain partly the soft water circuit so that the cylinder head is free from water.
- Remove the cylinder head cover by unscrewing the handle (63).
- Remove exhaust gas thermometer.
- The exhaust gas manifold shielding plate has to be removed from engines, if
provided with.
- Disconnect cylinder head piping’s, (fuel injection piping, fuel drain piping and lube
oil piping valve gear) and remove elbow water outlet (44-4)
- Remove the complete rocker levers (20) & (24) with bracket (27) and bridges (33)
and push rods (18-A/1). Remove also nozzle holder (14/3-A) with tool
620.083.1300.01, after having taken away the injection pipe coupling piece (14/1-1),
hexagon cap nut (14/1-3) and cap (14/1-4). After extracting the nozzle holder, screw
the hexagon cap nut (14/1-3) back in the cylinder head.
- Release the cylinder head from gas outlet manifold and air intake manifold.
Unscrew fixing nuts from cylinder head in 2 steps: 1st step: turn CCW about 90° -
next step: loose completely).
- Lift cylinder head by means of eye bolt, tool 100.933.012.000, which will be screwed
in the hexagon cap nut (14/1-3).
REMARK!
Do not damage the sealing surface at the cylinder head gasket side. Thus, put always
the cylinder head on a wooden object.
Page 8
1.1.6. MAINTENANCE
1.1.6.1. Cleaning the cylinder head

- Dismantle the cylinder head assembly, except valve guides (4), inserts (2) & (3) and
nozzle holder sleeve (6).
- Clean in petrol, white spirit or another suitable product.
Attention: Hazardous liquids, for use refer to safety prescription card
- Remove deposits from exhaust ducts using a blunt scraper, or a chemical
recommended by the engine builder.
- Examine carefully the state of the inner walls of the water jacket through water inlet
and outlet ports and plug holes. Any deposit thicker than 0,4mm shall be removed.
This can be done using a special product like Oltec Clean 9100 (IAS) or another
product for cleaning engine components.
- Close all, except one of the openings of the water jackets by means of wooden or
plastic plugs. Pour the product into the cylinder head.
- Be careful when gas is produced by the product, no open flames may be in the
vicinity because of probable flammable gas.
- Empty the cylinder head when no more gas is produced or if none is present.
- Rinse the cylinder head with running water until the deposit has disappeared: if not,
start the process again.
- After rinsing, dry the cylinder head with compressed air.
Page 9
1.1.6.2. Hydraulic test of the cylinder head

After cleaning and the removal of the deposits, the water jackets have to undergo a
hydraulic test at 7 bar for 15 minutes.
Fig. 1.2 shows the arrangements with tool 620.084.2100.01 for the test.
While the cylinder head is under pressure, examine carefully its lower surface, the inlet
and outlet ducts and plugs closing the water jackets, particularly on the upper surface of
the cylinder head (contamination of the oil in case of a water leak) and around the
nozzle holder sleeve. No seepage may be tolerated, at the risk of damage of the cylinder
(due to water hammer) or to the timing gear, drive unit, e.o. (due to oil contamination).
In case of water leakage around the nozzle holder sleeve we refer to 1.1.6.6.
Page 10
1.1.6.3. Inspecting cylinder head sealing surface

Using Prussian blue and a surface table, check the sealing condition on the cylinder
head gasket side.
(If some unflatness or damage is observed, machining of the sealing surface may be
considered, contact our Service department)
Check also the sealing surface of the cylinder liner with a lapping ring, tool
620.084.9010.01.
In case of faulty sealing, it shall be lightly lapped with above mentioned tool in order to
obtain a perfect mating between cylinder head gasket, cylinder head and liner.
This can also be done for the sealing surface of the cylinder head using tool
620.084.9010.01.
1.1.6.4. Inspecting and replacing valve guides, if necessary

NOTE!
The valve guides should only be removed for replacement because of damage or
attaining the limit of wear (LW).
- The valve guides being in place in the cylinder head, measure inner
diameter “A”, for comparison to the values in the table of original
dimensions (OD) and limit of wear (LW) (fig. 1.3).
- If the limit of wear is exceeded at one of the measuring points, extract the
valve guides from the cylinder head with tool 620.084.2400.01 -
(fig. 1.4a).
- Before inserting the new valve guide using the adequate tool (fig. 1.4b),
it is recommended to measure bore “B” in cylinder head and outer
Page 11
diameter “C” of the valve guide, making sure that initial conditions are
met, i.e.:
B   25H 7 00,021 C   25 p6 00,,035
022
After inserting, measure the valve guide inner diameter, which has to correspond with
the original dimensions (OD) (see table fig. 1.3).
Page 12
1.1.6.5. Inspection, grinding and replacing inserts if necessary

1. Inspection
After a number of operation hours, the insert working surface takes a characteristically
aspect. The inserts can have a marble aspect, quite different from a new insert.
This is due to very small surface unevenness, though inadequate for jeopardizing the
insert or valve. This aspect does not entail rectification of the insert, which would only
result in a loss of material.
Rectification is only justified in following cases:
a) Damages such as:
* burnings
* mechanical shocks
* gas leaks
b) Geometrical defects that is to say, when a feeler gauge of

0,02 or 0,03 mm can be inserted between a valve and the insert
(in good condition and pressed in by hand).
2. Grinding of inserts
If grinding is justified, it will be made by removing the minimum of material.
For this, use tool 620.084.2200.01. .
The success of this operation supposes that the valve guides are in a good state and do
not exceed the limit of wear (LW) (see fig. 1.3).
After grinding inserts, check whether the rectification limits are not exceeded.
Page 13
3. Rectification limit
a) Inlet - fig. 1.5
b) Exhaust - fig. 1.6
Page 14
4. Operation principle for reworking the inserts (fig. 1.7)
- Mount the corresponding mill cutter for inlet or exhaust valve insert on
the holder.
- Slide holder with cutter through the valve guide.
- Place thrust bearing assembly and mount the high hexagon nut.
- Place the twist bar and tight the hexagon nut until the cutter feels rotating
resistance and cuts in the material.
- Tighten further the hexagon nut during the reworking operation.
- Inspect after a few turns the state of the insert and stop operation as soon
as the working face is clean.
- Check if the rectification limits are not exceeded.
Page 15
1.1.6.6. Removing and lapping the nozzle holder sleeve - fig. 1.8
When a hydraulic test has been done as described under 1.1.6.2. and some water
leakage were seen around the nozzle sleeve, then, the sleeve has to be removed and the
seal O-rings replaced.
Fig. 1.8 shows the arrangements with tool 620.084.2300.02 for the mounting, removing
and lapping the nozzle holder sleeve. Therefore the nut above the nozzle holder sleeve
has to be removed first.
Use tool 620.084.2301.02. Without the seal O-rings, the sleeve has to be remounted
and the seat must be lapped to assure an adequate sealing. Use therefore tool
620.084.2300.02 without the bridge. Use lapping paste N°2 and a cranked handle with
S19 socket.
After lapping, remove the sleeve for cleaning. Put new seal O-rings and remount the
sleeve.
Fit the special nut and tighten on torque. See General, table 5.1
Page 16
1.2. VALVES AND THEIR MECHANISM - ROCKER LEVERS

1.2.1. DESCRIPTION - figures 1.1a and 1.1b
The two simple rocker levers (20) & (24) provided with bushes (21) are mounted on a
shaft (26), clamped in the support (27) by means of 2 screws (31). The support is
aligned by the slotted spring pin (59) and fastened on the cylinder head by means of the
central screw (56) and 2 studs (55) with nuts (57). The rocker levers are pressure
lubricated, the oil passing through the shaft and returning to the crankcase by way of
the push rod tubes (18-A/4 - fig. 17). Both single rocker levers (20) & (24) act on
respectively both inlet and exhaust valves (48) & (49) by way of the bridge (33).
Component Mass (kg)

Rocker levers and support 15
1.2.2. RECAPITULATION OF THE MAINTENANCE JOBS

Code Jobs
O1-01 Clean oil ducts.
Check bushes and shafts for dimensions.
1.2.3. SPARE PARTS

Fig. n° Ref. n° Description Qty/cylinder
1.1a 21 Bush 2
Page 17
1.2.4. TOOLS
Code Description
*620.084.2500.01 Tool for mounting and dismounting the valve rocker bush
* Straight jaw circlip pliers, external circlips from 25 - 60 mm

* Special tools, not standard delivered with the engine (only delivered on request).
1.2.5. DISMANTLING
Required staff: 1 service man.
- Unscrew both nuts (57) and central screw (56) and remove the rocker
lever assembly.
- Dismantle the rocker levers retained by circlips (30) and remove shaft
from support.
- Clean oil ducts in support, shaft and rocker levers.
1.2.6. MAINTENANCE
1.2.6.1. Original dimensions (OD) and limits of wear (LW) of the rocker lever bushes - fig. 1.10
Page 18
1.2.6.2. Replacing rocker lever bushes

Bushes should be removed only for replacement in case of damage or when the limits
of wear (LW) have been exceeded.
- Extract and assemble bushes using tool 620.084.2500.01
(fig. 1.11a and 1.11b)
1.2.7. ASSEMBLING
1. Before installing rocker levers
- Put valve push rods (18-A/3 - fig. 17) down in its seats.
- Place bridges (33) on the valve stems and remove clearance between
them.
Proceed always with cold engine:
- Unscrew lock nut (37) and turn set screw (35) back.
- Place a dial gauge with magnetic foot, so that the feeler gets in touch
with the bridge (right or left).
- Press manually the bridge on the valve and turn the set screw till the
gauge is moving for 0,01 to 0,02 mm.
- Keep the set screw in this position and tighten the lock nut.
- Adjust the other bridge in the same way.
Page 19
2. Installing the rocker levers

- Before mounting rocker levers on cylinder head, check whether :
* Slotted spring pin (59) is placed.
* The lock nuts (32) are unscrewed and set screws (25) are screwed
back.
* The valve push rods (18-A/3 - fig. 17)) are at their lowest position
(piston at TDC - injection)
- Place the valve lever assembly and support so that the push rods are
located in the middle of the tubes. Tighten both nuts (57) and central
screw (56) according to the tightening torque table. See General, table 5.1
- When starting the engine, check whether the oil reaches all points to be
lubricated.
3. Adjustment of valve bridge on valve stems. (fig. 1.1a)

When valves have been grinded or replaced, it is necessary to adjust again the valve
bridge. This adjustment eliminates the clearance between valve bridge and valve stem
ends.
- Set the piston of concerning cylinder at TDC injection.
- Loose the lock nut (37) and turn the set screw (35) slightly back.
- Place the dial gauge with magnetic support in such a way that the feeler
is on the bridge.
- Push down by hand the bridge on the valve stem and turn the set screw
down until the dial moves for 0,01 to max. 0,02 mm.
- Hold the set screw with the wrench in this position and tighten the lock
nut.
4. Adjustment of valve clearance (clearance between rocker lever and bridge)

Valve clearance is set with cold engine and measured with thickness gauges. They are
placed between set screw (25) and pad (34) on the bridge.
- Set the piston of concerning cylinder at TDC injection.
- Grease lightly those surfaces before measurement.
- Turn the set screw till the clearance between rocker lever and bridge is
0,20 mm. A certain resistance will be felt on the thickness gauge, but it
should not jam. Keep the set screw in this position with the wrench and
tighten the lock nut.
- Check the clearance again.
Page 20
1.3. INLET AND EXHAUST VALVES

1.3.1. DESCRIPTION - Fig. 1.1a and 1.1b
Each cylinder head is fitted with 2 inlet (48) and 2 exhaust valves (49), which are
different:
- Inlet valve, seat induction hardened, vertex angle 110°
- Exhaust valve, seat treated with stellite, vertex angle 90°
Valve stems are nitrated or hard chrome-plated. Each valve has 2 springs (50) & (51),
aligned at the bottom by the spring collar (53). The upper ends of the spring press
against a spring collar (52) fastened on the valve stem by 2 half conical valve collets
(54).
Component Mass (kg)

Inlet valve 1,10
Exhaust valve 1,25
Page 21
1.3.2. RECAPITULATION OF MAINTENACE JOBS
Code Jobs
M4-03 Check valve clearance, adjust if necessary.
O1-01 Check valve springs and collars. Check valve dimensions.
1.3.3. SPARE PARTS

1.1 2 Inlet valve 2
1.1 3 Exhaust valve 2
1.1 50 Internal valve spring 4
1.1 51 External valve spring 4
1.3.4. TOOLS
Code Description
620.083.1200.02 Tool for mounting and dismounting valve springs
Page 22
1.3.5. DISMOUNTING
- Remove the valves using tool 620.083.1200.02 and eye bolt.
100.933.012.000 screwed in cap nut (14/1-3) and used as fulcrum for the
lever (fig. 1.12).
- For this operation, put the cylinder head on a wooden table (mind not to
damage the sealing rim) to keep the valve on its seat.
- Tap the upper spring collar (52) a few times with a copper drift and
hammer in order to free it from the valve collets (54).
- Place the lever on the upper valve collar, press it down and remove the
valve collets from the valve stem.
- Let the springs slowly release, and remove them, the valves will be
completely free.
Page 23
1.3.6. MAINTENANCE
When the valves have been dismantled, it is recommended to clean them carefully
before checking and if necessary, grind them.
For cleaning, use only soft steel wool.

NEVER USE STEEL TOOLS!
1. Geometrical control
It is always recommended to check following points:
- straightness of valve stem
- concentricity of valve seat
- perpendicularity of valve head with regard to the valve center line
Control measures:
- Eccentricity of the valve stem between V-block must not exceed 0,04
mm.
- The admissible eccentricity on the valve seat must not exceed 0,04 mm
(the sensor of the dial gauge being perpendicularly located in the middle
of the mating face). When the eccentricity exceeds 0,04 mm, the seat has
to be ground.
- It can sometimes be recommended to check the perpendicularity of the
valve head in regard to the centerline in order to detect a warped valve
e.g. due to an overspeed.
Measurements should be made using a bench as show in fig. 1.13.
Page 24
2. Rectification.
Rectification of the valve seat is only justified when there is damage, a different
geometry or defect more important than the marble aspect normally showing on the seat
after a certain number of working hours.
If necessary, rectification will be effected by means of a fine grained grinding stone.
Remove only the minimum of material.
Rectification must leave a minimum thickness on the valve head, otherwise it must be
replaced (see table of limits of wear - Fig. 1.14).
Vertex angle of the seats:

* inlet valve: 110°
* exhaust valve: 90°
3. Size and limits of wear (LW) - fig.1.14

A valve has to be replaced when one of the following points occur:
- a) the limit of wear (LW) is reached or exceeded for A1 or A2.
- b) the limit of wear (LW) is reached or exceeded for B1 or B2 in the
hatched zone.
- c) the valve stem is warped : concentricity exceeds 0,04 mm.
- d) the valve stem, valve stem end or valve head is very damaged.
Page 25
4. Lapping of valve on insert

Valve and insert have to be carefully lapped until a very close fit is produced in
following cases:
- after each dismantling of the valve.
- after replacement of valve and/or insert.
- after recutting insert and/or grinding valve.
Lapping paste n°2 is used with tool 620.083.2100.01 .

This operation must be done with the valve head turned upwards and the cylinder head
resting on 2 wooden beams so that the valve can move freely.
After lapping, the components have to be thoroughly cleaned to remove every trace of
lapping paste (abrasive).
5. Inspecting springs
Attention should be paid not to damage the protective layer. Never brush or polish the
springs, wash them by dipping in gasoil. Let the springs drip and dry with compressed
air before fitting.
NOTE:
The springs have to be replaced when their free length attains the following values:
- inner spring : 90 mm
- outer spring : 100 mm
Page 26
1.3.7. ASSEMBLING
1.3.7.1. Before assembling

- Before assembling, check the state of the mating surfaces between valves and bridge
and between bridge and rocker lever. When there are small asperities or scratches, try
to remove them carefully with an oiled whetstone.
- Oil valve stems and guides.
- Mount valves and springs with the same tool as the one for dismounting.
- Next, tap with a wooden or plastic hammer on the valve stem to make sure that the
conical valve collets are in good position. The valve must not be supported during
this operation.
Page 27
1.3.7.2. Refitting the cylinder head

Procedure:
- Put valves back in cylinder head.
- Place a new cylinder head gasket on cylinder liner.
- Carefully inspect all 6 cylinder head studs. If one of the studs shows
damage, cracks, corrosion or if one is broken, all studs need to be
replaced. Please follow the procedure below in n°1 “Replacement of
cylinder head studs” for each stud.
- Remove and replace all rubber sleeves 6x (8-32 fig 1.1a) and 4x (66 fig
1.1a).
- Put cylinder head back on engine by means of lifting eye bolt
100.933.012.000 .
- Check the state of joints on air intake manifold and gas exhaust manifold.
- Replace in case of damage or signs of leakages (gas or air).
- Screw on the 4 fixing screws of the intake air manifold, tighten slightly
so that the cylinder head aligns itself to the flange of the manifold.
- When the cylinder head is correctly placed, the cylinder head nuts can be
tightened according to the angular displacement method, as described
below. (see n°2, 3 and 4)
- Next fasten screws of
* intake air manifold (M16x40 DIN 933 – m8.8) on 140Nm (14kgm)
with Molykote HSC plus paste.
* gas exhaust manifold (Elastic bolts 620.021.9012.09 ) on 200Nm
(20kgm) with Molykote HSC plus paste.
- Put nozzle, bridges, rocker levers and surrounding circuits back.
1. Replacement of cylinder head studs

- Remove all the old cylinder head studs by unscrewing counterclockwise using the
presently used nut and an additional countering nut.
- After removing the studs some Loctite rests and/or metal deposits can still be present
in the internal thread and need to be removed. For this use a long threaded tap
M24x2. Carefully insert the threaded tap into the hole and carefully locate the
beginning of the thread (while turning clockwise) Do this carefully to avoid
damaging the thread.
- Tap the thread completely to the end.
- Remove the tap carefully turning back.
- After all the threads have been cleaned by tapping, the loctite rests and metal
deposits can be blown out of the blind hole using clean compressed air.
Page 28
- Mounting of 6 new cylinder head studs:

For each stud please use following procedure:
* The new stud has to be mounted with the “X”-
mark upward.
* For the thread that has to be inplanted into the
cylinder block, 3 straight stripes of LOCTITE
222 have to be applied from top to bottom of
the thread devided equally over 360° (3x
120°). See following picture.
!Do this only for the thread to be implanted
into the block!
* Also coat the section above the thread 127 mm
with a low acidity grease like CERAN WR2
(Total).
* Carefully bring the stud inside the block and
carefully locate the beginning of the thread
while turning the bolt clockwise. When the
bolt is completely screwed in, tighten the bolt
on a torque of 100Nm (10kgm) by use of a
torque wrench.
For tightening use the original nut with
countering nut.
Remark:
Refitting a new stud can only be done by skilled and/or authorized personnel by ABC.
2. Tightening method based on angular displacement

The method is comparable to the current method with torque wrench, but in several
steps, usually 3 and according a given sequence (fig. 1.16).
- Step 1: A low pretightening torque, in order to limit initial impression and
deformation.
- Step 2: Nuts are turned according to a predetermined angle until a mark placed on the
circumference of the socket is reached, (fig. 1.15).
- Step 3: Nuts are turned once more according to a predetermined angle until a mark
placed on the circumference of the socket is reached.
The zero or reference for angular displacement is fixed by means of a pointer fastened
on a magnetic base, (fig. 1.15).
Page 29
3. Tightening cylinder head nuts after replacement of studs (Stainless steel)

Stainless steel cylinder head studs are marked with an “X” on the top visible side of the
studs.
Remark:
When a cylinder head stud has been replaced also the washer and the nut need to be
replaced with new ones and also it is advisable to renew the cylinder head packing.
Page 30
New studs have to be pretightened a first time in order to avoid wrong extensions and
reducing initial setting.
- Lubricate the studs upper thread, the upper face of the washer, the
underside of nut and the thread of the nut with Molykote G-N plus.
(See following figure)
- Tighten the screws M24x2 with torque wrench on a torque value of

245 Nm (25 kgm) according to the given sequence (fig. 1.16).
- Tighten next with an 85° angular displacement according to the given
sequence.
- A second time with an 85° angular displacement according to the given
sequence.
- Next, loosen the nuts in 2 steps according to the given sequence. First,
turn back for about 85° - further, turn back completely.
- Tighten definitively the nuts M24x2 in the same way in three steps:
245 Nm (25 kgm) + 85°+ 85° according to the given sequence.
(see fig. 1.16)
Remark:
Engines built before 1993 are equipped with non-marked (Steel) cylinder head studs.
These studs must be tightened according to above mentioned method, but with a torque
of 245 Nm (25kgm) + 75° + 75°.
However for these engines for prolonging reliability ABC advises upgrading to
Stainless Steel Studs (X-marked).
Page 31
4. Tightening cylinder head nuts with existing studs

To be executed as described in “3”, though without loosening the nuts again.
REMARK:
After tightening all cylinder head studs, the sealing ring (A8-28) and cap nut (A8-27)
on position 1 (see following figure and Fig 1.16) must be placed back and tightened.
Page 32
1.4. TAPPET MECHANISM

1.4.1. DESCRIPTION - fig. 1.17
The valve push rods (18-A/3) are identical for inlet and exhaust. The tappets with roller
(18-A/1) & (18-A/2) slide in a tappet bracket (18-1), mounted at the front side of the
engine. The valve push rods (18-A/3) are provided on both ends with a hardened pad
and are located in tubes (18-A/4), which serve as return line of lub oil from the cylinder
head. The right-hand valve push rod actuates the exhaust valves, the left one actuates
the inlet valves.
Page 33
Component Mass (kg)

Tappet bracket 11,30
Valve push rod 1,40
Tappet with roller (injection pump) 1,46
Tappet with roller (valves) 0,94
Code Jobs
M6-04 Check of tappet mechanism: Tappets, shafts and rollers
1.4.3. SPARE PARTS

1.15 18-A2 Tappet with roller (valves) 2
1.15 18-A1 Tappet with roller 1
(injection pump)
1.4.4. TOOLS
No special tools are required for.
Page 34
1.4.5. DISMOUNTING
The tappet with roller, shaft and hardened pad are to be considered as one single unit.
Those components should therefore not be taken apart and are not separately available
as spare part.
After removing rocker levers, valve push rods and tubes, remove the camshaft
inspection door on the cylinder block and proceed with dismantling in the order
mentioned below:
- Disconnect fuel injection piping. Screw the oil supply bolt from the lube
oil manifold out of the tappet bracket.
- Disconnect fuel feed piping (from fuel feed manifold to injection pump).
- Remove banjo bolt from fuel drain manifold fuel pumps.
- When a valve tappet has to be replaced (one of the outer tappets) it is not
necessary to remove the fuel pump separately. Tappet bracket and fuel
pump, in this case can be removed together (total mass +/- 20 kg).
- Unscrew the 6 fastening screws (18-14) from the tappet bracket. The
tappet bracket can be pushed out of its guide with 2 of those screws (2
threaded holes are provided). Remove the tappet bracket together with
injection pump). The pump control rod has to be pulled towards one-self,
otherwise the spherical lever pin could hook on to the round recess
located in the cylinder block wall.
- After unscrewing the screws at the back of the tappet bracket, the tappets
with roller can be removed.
REMARK!
During dismounting, it is important that the overload stops on the injection pumps,
located at the pump rod, is not removed. It is also important that the control lever with
fork is not unscrewed from the control shaft.
If it happened, the injection pump settings have to be readjusted again after assembly.
Page 35
1.4.6. MAINTENANCE
1. Inspection of tappet
- Check tappet in tappet bracket for good functioning.
- Replace each tappet assembly having damage to the working surface of
the tappet roller.
2. Size and Limit of Wear (LW)
3. Inspection of push rods.

- Replace every damaged push rod
- Check the push rods for straightness.
The maximum admissible deformation is 0,20 mm. Always try to find the
cause of it (stiffness in the valve gear, overspeed etc.). The defect can be
remedied by an inspection of the components in question and if
necessary, by replacement of them.
Page 36
1.4.7. ASSEMBLING
1. Fitting the tappet

- Oil the components before assembly.
- Assemble in the reverse order of the dismantling process.
- When assembling, make sure that:
* The tappet roller moves freely in the tappet and on the shaft
* the protective tube (18-A4) is correctly pressed against its lower stop
* the tappet slides freely in the tappet bracket
2. Installing tappet bracket

- Clean the mating surface of tappet bracket and cylinder block. Remove
completely any residues of the sealing material and degrease the surfaces
with an appropriate degreaser.
- Coat the mating faces with LOCTITE 574 by means of a toothed spatula.
(make sure to apply enough to cover the whole surface)
- Tighten the fastening screws and check whether the tappets slide freely in
the tappet bracket.
- When the injection pump is taken apart, clean thoroughly and degrease
the mating faces between:
* tappet bracket and fuel drip tray
* fuel drip tray and injection pump and coat them with Curil-K2.
- Put all surrounding piping’s and elements back.
CHAPTER 2
DRIVE UNIT
(PISTON/CONNECTING ROD)
(Assembly 9 – 10)
2.1. PISTON ......................................................................................................................................... 1

2.2. CONNECTING ROD ................................................................................................................ 12
MAINTENANCE MANUAL DZC ENGINES. Chapter 2
Pag 1
DRIVE UNIT Ed. 5 E
2.1. PISTON
The piston is of the "trunk" type and is cast in nodular cast iron (GGG).
The piston head is cooled by oil circulation and by the so called “shaker effect".
The piston pin is made from special chromium-molybdenum steel and is free in the
piston when hot. The pin is retained by 2 circlips.
The oil circulation from the connecting rod to the piston occurs through the central bore
in the piston pin, which is closed by means of plugs and secured by circlips.
The piston ring set, with low height is above the piston pin and is consisting of:
- 1 chromium plated top ring
- 2 taper shape compression rings (Upper and Lower)
- 1 chromium plated oil scraper ring with helical spring
There are 3 types of pistons:
* Type 1 : code 620.009.9001.11
* Type 2 : code 620.009.9001.12
* Type 3 : code 620.009.9001.15
Pag 2
DRIVE UNIT Ed. 5 E
Component: Type 1 (620.009.9001.11) - MDO Mass (kg)

Complete piston & light-con rod assembly. 83 - 84,2
Piston type 1(620.009.9001.11) 30
Piston pin 12,55
Corresponding set piston rings 0,75
Component: Type 2 (620.009.9001.12) – HFO Mass (kg)

Complete piston & strengthened-con rod assembly. 87,45 - 88,65
Piston type 2 (620.009.9001.12) 30
Piston pin 12,55
Component: Type 3 (620.009.9001.15) – MDO & HFO Mass (kg)

Complete piston & strengthened-con rod assembly. 89,45 - 90,65
Piston type 3 (620.009.9001.15) 32
Piston pin 12,55

Code Jobs
O2-01 Take out the pistons, measure the clearance and wear of the
piston rings, renew the piston rings.
2.1.3. SPARE PARTS

One complete set of piston rings for each piston.
The correct types of rings may be ascertained by reference to the spare parts list.
One anti-polishing ring (620.008.1105.05) for each liner.
Pag 3
DRIVE UNIT Ed. 5 E
2.1.4. TOOLS
Code Description
* Tap M12 for cleaning the hole in the piston head.
* Straight jaws circlip pliers for inner diameters from 100 up to

200 mm.
*620.084.1200.01 Tool for mounting the piston-con rod assembly into the liner
*620.084.1900.02 Tool for dismounting anti-polishing ring.
*620.084.9004.01 Piston ring opener (removing and replacing piston rings)

* Special tools, not standard delivered with the engine (only delivered on request)
2.1.5. DISMOUNTING
Required staff: 1 service man and 1 assistant.
2.1.5.1. Dismounting of drive unit = (assembly piston/connecting rod)

- Remove the cylinder head (chapter 1)
- Rotate the crankshaft so that the piston is about 50 mm below TDC
- Stuff the space between the piston and the liner with grease
- Decarbonizes the upper part of the liner with a scraper.
Do not scratch the liner!
- Lower the piston to BDC sufficient to wipe off grease and carbon
- Raise the piston again to about 50 mm below TDC
- Place an (old) compression ring on top of the piston.
Attention
Make sure that the ring is mounted with the sharp edge facing upward.
- Mount the 2 bushes of special tool 620.084.1900.02 over 2 studs of the
cilinder block to hold the liner in place when the piston is raised.
Tighten the bushes with nuts M24.
- Raise the drive unit futher up and push the anti-polishing ring out of the
cilinder liner. Take apart ring and old compression piston ring.
Pag 4
DRIVE UNIT Ed. 5 E
- By means of the tap M12 clean out the hole in the piston head.
- Remove the inspection doors adjacent to the drive unit to be lifted out
and dismount the big end cap (see 2.2.5.) by removing the nuts.
NOTE:
To avoid the bolts to fall out they are mounted with a slight fit into the cap.
Still, take care that bolts and cap do not fall into the crankcase.
Pag 5
DRIVE UNIT Ed. 5 E
REMARK:
From engine number 11735 the connecting rod bolts and nuts are numbered and must
remain together.
- Mount the lifting eye 100.933.012.000 into the hole of the piston and
fasten a rope on it.
- Raise the assembly a little and as soon as possible, remove the upper
bearing shell to avoid it falling down into the crankcase. Raise out of the
cylinder liner.
Take attention the piston does not touch the cylinder head studs.
- Lower the assembly on a wooden support and let it hang into the rope,
for:
* dismounting the piston rings.
* dismounting the piston pin and the connecting rod.
2.1.5.2. Dismounting of the piston

- Dismount the piston rings, tool 620.084.9004.01 .
- Remove the circlips with pliers.
- Slide out the piston pin by pushing by hand, the con rod is hanging with a
rope on a tackle during this operation. To facilitate this action the con rod
can be lifted slightly. If this is not successful, strike out the pin with a
wooden beam.
Pag 6
DRIVE UNIT Ed. 5 E
2.1.6. MAINTENANCE
2.1.6.1. Cleaning
1. The piston:
- Never use sharp metallic tools (scrapers or others)
- Use for cleaning and decarbonizes suitable products
Attention: Hazardous liquids
For use refer to safety prescription card.
2. The piston pin:

Clean the oil bores in the pin by immersing using an appropriate degreaser
(example: Ultra Clean, Innotec), dry by clean compressed air.
2.1.6.2. General examination of the piston and pin

1. The piston:
This consists in a visual inspection for possible cracks by mean of crack detection
(Red - White).
Examine in particular:
- the piston head
- the piston ring grooves
- the ribs around the piston pin bosses. If any crack in this area is detected,
the piston must be rejected.
2. The piston pin

Inspect the piston pin by (Red – White) organol red or magnetic flux control. If any
crack is present, the pin must be rejected.
Pag 7
DRIVE UNIT Ed. 5 E
2.1.6.3. Geometrical control (fig. 2.2) - Limits of wear.

1. The piston ring grooves.
Measure the width "G" of each groove at 4 places equally spaced over 90°.
Use thickness gauges and a new piston ring with correct dimensions.
Pag 8
DRIVE UNIT Ed. 5 E
2. The piston pin and bores.

Measure the outside diameter “A” of the pin on the indicated places. When one of the
measurements exceeds the limit of wear, the piston pin must be replaced.
Measure the bores in piston and the con rod small end bush bore as indicated on fig 2.2.
- If the bores “C” in the piston exceed the limit of wear, it must be replaced.
- If the bore “B” of the bush exceeds the limit of wear, it can be replaced.
3. The piston rings.

The wear of the piston rings is determined indirectly by measuring the gap width. Use
for this purpose a new cylinder liner, no difference whether or not it is mounted.
Attention must be given to the parallelism between the piston ring and the upper face of
the liner (see fig. 2.3). Fit a new piston ring if the limit of wear see fig. 2.2. is exceeded.
Pag 9
DRIVE UNIT Ed. 5 E
2.1.7. ASSEMBLING
2.1.7.1. Preparing the piston rings

- General inspection of rings
- Check the gap width (2.1.6.3.-3)
2.1.7.2. Assembling the piston and connecting rod (Fig. 2.4)

Because the piston is symmetrical to the piston pin, the piston cannot be mounted
wrongly. Therefore it is also undependent of the sense of rotation of the engine.
The piston is provided with 2 drain oil bores and 2 stop plugs. (See figure)
Procedure:
* Place 1 retaining circlip (7).
* Oil the piston pin (1) and slide it through the bores.
* Place the second circlip (7).
Fig. 2.4
Pag 10
DRIVE UNIT Ed. 5 E
2.1.7.3. Fitting the piston rings

- Use only tool 620.084.9004.01
- Fit in the following order
* the scraper ring (sides are symmetrical)
* the lower compression ring, with the marking "TOP" upside
* the upper compression ring, with the marking "TOP" upside
* the top ring, with the marking "TOP" upside
- Check if the piston rings are free in their grooves. Arrange the gap openings out of
line by appox. 120°.
2.1.7.4. Mounting the piston/connecting rod assembly.

Take care of the right position of the assembly, i.e. the marks on the con rod are at
injection pumps side. Verify that each piston is fitted in his corresponding cylinder.
- Verify the cleanliness of piston and liner
- Lubricate the piston rings and the liner with clean oil
- Put the tool 620.084.1200.01 for mounting the piston-con rod assembly with
piston rings on the piston, as follows (see Fig. 2.5).
* place tool over piston rings and tighten up screw (tool is fixed on
piston head)
* then loose screw somewhat until the tool can be turned by hand
- Insert mounting ring 620.084.9016.02 with the threaded holes upward into the
liner (see Fig. 2.5).
- Mount lifting eye bolt 100.933.012.000 in piston and lift the assembly with a
tackle. (see Fig. 2.5).
- Rotate crankshaft until crankpin is on TDC.
- Place the upper bearing shell in the connecting rod, be sure that it is fixed firmly
in place.
- Attention to the location lugs!
- Keep the back side of shell and con rod bore dry, neither oil nor grease.
- Lower the assembly into the liner until a bit above the crankpin.
- Attention to the position of con rod marks!
- To lower the piston further and to slide the piston rings into the liner it is
necessary to push somewhat by hand on the piston.
- Lubricate the crank pin with clean oil.
- Now, lower completely the piston/con rod assembly. Be sure that the upper
bearing shell is in place.
- Place the con rod cap with shell and bolts.
To obtain this, the cap is introduced through the inspection door upside down
(with 2 bolts downwards) and then turned over 180°.
Pag 11
DRIVE UNIT Ed. 5 E
- Attention to the location lugs!

- Tighten up the nuts following the elongation principle (see 2.2.7.4.)
- Dismount the mounting ring 620.084.9016.02 out of the liner.
- Mount a new anti-polishing ring 620.008.1105.05 into the liner, with the marking
“TOP” upside.
- Mount the inspection doors.
- Fit the cylinder head (chapter 1).
Pag 12
DRIVE UNIT Ed. 5 E
2.2. CONNECTING ROD

The connecting rod shank (1) and the big end cap (2) are machined as an assembly and
are kept together by means of 4 bolts (3) and nuts (4).
The cap is positioned by a cylindrical pin (5) and by a center ring.
Identification of the connecting rod:
A = identification number of the piece
B = mass
C = value for the bolt elongation (stretch)
D = engine number
E = cylinder number
F = numbering of the bolts, formed by the cylinder number followed by the bolt number
There are 2 possible con rod types:
* Type 1 : code 620.010.1100.02
* Type 2 : code 620.010.1100.06
Pag 13
DRIVE UNIT Ed. 5 E
Component : type 1 (620.010.1100.02) Mass (kg)

Connecting rod, complete with bearing shells, bush, bolts 40
and cap.
Big end bearing shells 1,25
Small end bearing bush 1,60
Component : type 2 (620.010.1100.06) Mass (kg)

Connecting rod, complete with bearing shells, bush, bolts 45
and cap.
Big end bearing shells 1,25
Small end bearing bush 1,60
2.2.2. RECAPITULATION OF MAINTENACE JOBS

Code Jobs
O2-04 Replace connecting rod bearings.
O3-02 Replace conrod bolts.
2.2.3. SPARE PARTS

2.6 6 Small end bush 1
2.6 7 Upper bearing shell half 1
2.6 8 Lower bearing shell half 1
Pag 14
DRIVE UNIT Ed. 5 E
2.2.4. TOOLS
Code Description
620.083.1800.02 Tool for measuring elongation of con rod bolts.
*620.084.1600.01 Tool for removing and refitting a small end bush

2.2.5. DISMOUNTING
2.2.5.1. Dismounting of the connecting rod

- For removing the drive unit (piston/con rod), see 2.1.5.1. .
- For removing the nuts and the bolts, use tools 620.083.1601.03,
620.083.1602.03, 620.083.1606.03 and 620.083.1608.03 (type 1 con rod)
or 620.083.1609.03 (type 2 con rod).
- Remove the bearing cap from the big end.
2.2.5.2. Dismounting the piston

- For dismounting the piston, see 2.1.5.2
Pag 15
DRIVE UNIT Ed. 5 E
2.2.6. MAINTENANCE
2.2.6.1. Measuring the clearance with the connecting rod in place.

- Bring the crankshaft for the serviced connecting rod in its TDC.
- Install with a magnetic mount a dial gauge under the connecting rod. And bring the
bigg pointer to +20 and the small pointer to 5.
- Once installed, lift the connecting rod up with a lifting bar and measure the clearance
present.
Assembled bearing shells min. (mm) max. (mm)

Type X (MDO) 620.010.9001.01 &
→ 0,140 0,244
620.010.9002.01
Type Y (MDO) 620.010.9001.04 &
620.010.9002.04
Type Y (HFO) 620.010.9001.05 &
620.010.9002.05
0,133 0,216
R1 (MDO & HFO) 620.010.9101.05 &
620.010.9102.05
R2 (MDO & HFO) 620.010.9201.05 &
620.010.9202.05
Pag 16
DRIVE UNIT Ed. 5 E
2.2.6.2. Visual inspection of big end bearing shells

The bearing shells utilized are of tri-metal-type. Inspection can only be done by skilled
personnel by visual inspection.
CAUTION
Opening a bearing cap without a specific reason
is not advisable.
Visual inspection:
- Clean the shells carefully by means of a soft cloth.
- Examine very carefully the anti-friction coatings. Any shell must be exchanged in
the following circumstances:
* If a part of the anti-friction coating is absent or loose. Consequently,
the hard Nickel intermediate layer becomes partly free.
* if there is damage (severe scratching or many grooves due to dirt or
particles)
* minor roughness or slight wear does not necessitate the replacement.
Slight and limited cavitation round the oil bore or round the location
lugs do not necessitate the replacement.
* Nevertheless ABC advises the replacement of the big end bearing
shells after dismantling of a bearing cap of the connecting rod.
- Attention:
After a service time of 24.000 hrs (overhaul O2-04) due to normal wear, the big
end bearing shells have to be replaced.
- When the bearing shells need to be replaced eighter by inspection or normal wear
it is necessary replacing them in pair.
Always replace both the upper and the lower bearing shell.
Undersize bearings:
When the crankweb dimensions of the crankshaft (B see Fig 7.3 – Chapter 7:
Crankshaft) reach beyond the wear limit (LW), the crankshaft can be reworked for
which undersize bearings can be fitted. See the spare parts list (Sect. DZ.010) for the
ordering codes.
Pag 17
DRIVE UNIT Ed. 5 E
2.2.6.3. Cleaning and visual inspection of the connecting rod

- Clean completely the con rod:
* the bores for the bolts.
* bolts and nuts, special attention to the center holes ( utilized for
elongation measurements).
* small end bush.
* blow out the oil bores with compressed air without dismantling the
small end bush.
- In case of damage, test the connecting rod and the bolts by means of crack
detection (Red – White) or by magnetic flux control.
- Renew any part showing cracks or damage.
2.2.6.4. Geometrical control - Fig. 2.7

1. Control of the connecting rod:
Carefully clean all the parts of the connecting rod
a) Control of assembled connecting rod (Fig 2.7)
- Insert the bearing shells in the big end and tighten the bolts and
nuts (following the elongation principle see 2.2.7.4) and in the
proper order.
- Measure diameter “A” on 6 places.
- Check also conicity and ovality of “A”
- If the measured diameters, conicity and /or ovality are beond the
allowed clearance. Replacement is to be considered.
b) Control of the big end bore (Fig 2.7)

This is not a routine check. It only needs to be carried out in case of accident. Measure
diameter “C" in the same way as "A", but without the shells. Give attention to the
ovality. (Rondness of the bore max. 0.015mm and cylindricity max. 0.015mm)
c) Control of the small end bush (Fig 2.7)

Measure the diameter “B" in the vertical sense. Fit a new bush if the LW figure is
exceeded (see 2.2.7.2.)
Pag 18
DRIVE UNIT Ed. 5 E
Pag 19
DRIVE UNIT Ed. 5 E
2.2.7. ASSEMBLING
2.2.7.1. Assembling the connecting rod and the piston

See 2.1.7.2.
2.2.7.2. Replacement of the small end bush. (fig. 2.8)
The small end bush is fitted in the con rod small end by contraction of the bush in
liquid nitrogen. Replacement is only necessary by damage or exceeded LW, fig. 2.7 .
Removing and refitting a new bush can be done by means of a press and with special
tooling, code 620.084.1600.01 not delivered with the engine.
REMARK:
By fitting a new bush, special attention must be given to the relative position in regard
to the small end.
Pag 20
DRIVE UNIT Ed. 5 E
2.2.7.3. Replacing the big end bearings shells

- At 24000 hours (overhaul O2-04) due to normal wear, the big end bearing shells
have to be replaced.
- ABC advises replacement of the big end bearing shells after dismantling of a bearing
cap of the connecting rod.
CAUTION
is not advisable.
- When the bearing shells need to be replaced eighter by inspection (see 2.2.6.2) or
normal wear it is necessary replacing them in pair. Always replace both the upper
and the lower bearing shell.
1. On renewal:
- Clean out the bore of the connecting rod.
- Carefully note the dimensions of the shells:
- Ø178 -OD = original dimension
- Ø177,5 -R1 = 1st undersize
- Ø177 -R2 = 2nd undersize
- Remove any roughness in the bore of the connecting rod by means of a
stone with fine grain.
- Keep care for general cleanliness of all components.
2. On assembly
- Mount the half shell (foreseen with oil holes) in the con rod cap.
- Mount the half shell (plain) in the con rod shank.
- Place shells into the con rod with their backside dry. Neither oil nor
grease.
- Ensure that the locating lugs on the shells are free in the notches in the
connecting rod shank and in the big end cap.
3. After assembly
After renewal of bearing shells it is necessary to check the diametral clearance.
See table in 2.2.6.1 with the allowable diametral clearance, min. and max., values
according the different types of bearing shells.
Pag 21
DRIVE UNIT Ed. 5 E
2.2.7.4. Tightening the bolts

The bolts are tightened on a predetermined elongation (stretch) and checked with a
special measuring/tightening tool 620.083.1800.02 - fig. 2.9
Elongation value depends on the type of con rod used. (see 2.2.)
- Type 1 con rod: code 620.010.1100.02
with corresponding con rod bolts M20x1,5
Tightening elongation : L = 0,60 ± 0,02 mm
For pre-calibration of tightening apparatus, use measuring bar:
- code 620.083.1804.01, with L = 254 mm.
- centering anvil in pos. A (see fig. 2.9)
- Type 2 con rod: code 620.010.1100.06

with corresponding con rod bolts M22x1,5
Tightening elongation : L = 0,70 ± 0,02 mm
For pre-calibration of tightening apparatus, use measuring bar:
- code 620.083.1804.02 , with L = 274 mm.
- centering anvil in pos. B (see fig. 2.9)
Method:
- First if necessary, change the position of the centering anvil in position A or B
according to the type of connecting rod used. (see fig. 2.9)
In either case, make sure that the locking nut is tightened properly.
- Adjust the apparatus with the correct measuring bar (L= 254mm) or (L=274mm),
according to the type of con rod, in such a way that the small pointer of the small
graduated scale points at 5. (see fig. 2.9)
The zero of the large graduated scale must be set in conformity with the big pointer
and this on both sides of the dial gauge.
- Screw on manually the nuts of the connecting rod bolts, but do not tighten them.
Hereby minding the numbering of the connecting rod bolts and nuts.
- With an adjusted apparatus, measure and note the length of the not tightened con rod
bolts. Add to this length the predetermined elongation l = 0,60 mm or 0,70 mm
(according to type of con rod (-bolt)) and also note these values down.
- On page 2-22 an example is given of a measuring sheet for noting the values.
- Tighten crosswise the nuts in a first time on ± 200 Nm (20 kgm) with a torque
wrench according the given sequence on page 2-22.
- Place the box wrench on a nut and put on the measuring apparatus (unchanged after
adjustment) in the center holes of the connecting rod bolt (see fig. 2.9).
- Tighten crosswise the nuts according the given sequence (see page. 2-22) until the
previously determined total elongation: L = 0,60  0,02 mm or 0,70  0,02 mm is
reached.
- After tightening the 4 bolts of a connecting rod, a final check has to be made.
To this end, check again the initial adjustment of the measuring apparatus with the
used measuring bar and check all bolts for correct elongation.
Pag 22
DRIVE UNIT Ed. 5 E
Pag 23
DRIVE UNIT Ed. 5 E
MEASURING SHEET: CONNECTING ROD BOLTS – ELONGATION
CHAPTER 3
CYLINDER BLOCK
(Assembly 8)
3.1. CYLINDER BLOCK ................................................................................................................... 1
Page 1
CYLINDER BLOCK Ed. 6 E
3.1. CYLINDER BLOCK

3.1.1. DESCRIPTION - Fig. 3.1
The cylinder block (1) is cast in nodular cast iron GGG42/50 and includes the cylinder
liners (2).
At the upper face, the liner is provided with a flange which is introduced in the bore
provided in the upper deck of the block.
In the part above the running surface of the piston rings, an anti-polishing ring (29) is
inserted into the liner. This ring has to be replaced each time the piston is removed or is
worn. (see 2.1.5.1)
Under the flange, a flat steel packing (3) assures the tightness at this position.
At the lower position, the tightness is assured by seal O-rings (4) made in special
rubber.
The cylinder block is fixed to the crankcase by means of studs (9) and nuts (24) with
washers and by the screws (18).
The cylinder head studs location is protected against ingress from the environment by
means of rubber sleeves (32) that are slided over the studs and posed on the upper deck
of the block.
Page 2
Page 3
Component Mass (kg)

Cylinder block with liners and cylinder head studs-6DZC 1685
Cylinder block with liners and cylinder head studs-8DZC 2238
Cylinder liner 67,5
Anti-polishing ring 2,30

Code Jobs
O2-02 Measure the wear, ovalty and conicity of the liners.
Remove and hone the liners, renew if necessary. Replace seal O-rings
Replace anti-polishing ring, if required
O2-03 Wash out the cylinder block, remove the deposits and repaint the
interior if necessary.
O3-04 Renew of cylinder liners
Page 4
3.1.3. SPARE PARTS

Fig. n° Ref. n° Description Qty/Cyl
6-8DZC
620.082.1200.01 Set of sealing material necessary by 1
dismantling a cylinder head and a liner.
This set consists of:
3.1 3 Steel packing (0,6mm) 1
3.1 3 Steel packing (1,5mm) 1
3.1 4 Seal O-ring 3
1.1b 65 Metal packing 1
1.1a 66 Rubber sleeve (water passage) 4
1.1a 21-16 Joint (exhaust flange cyl. head) 2
1.1a 22-4 Joint (intake flange cyl. head) 2
1.1a 44-6 Joint (elbow water outlet) 1
1.17 18-16 Seal O-ring 2
1.17 18-17 Seal O-ring 2
1.1a 44-16 Joint 1
1.1a 44-16 Seal O-ring 1
3.1 32 Rubber sleeve 6
Page 5
3.1.4. TOOLS
Code Description
*620.084.1100.01 Tool for mounting and dismounting the liner
*620.084.1900.02 Tool for dismounting anti-polishing ring
*620.084.3200.10 Tool for lifting the cylinder block
3.1.5. DISMANTLING
Required staff: 1 service man and 1 assistant
3.1.5.1. Extracting of the cylinder liner - fig. 3.2

To extract a liner, it is not necessary to dismantle the cylinder block:
- Empty completely the water circuit.
- Remove the cylinder head (chapter 1) and the piston/con rod assembly
(chapter 2).
- Protect the crankshaft, for example by inserting strong paper in the
crankcase or by gluing paper over certain items, in order to prevent
damage or corrosion of the working surfaces by impurities, dust or water.
- Extract the liner by using tool 620.084.1100.01 - fig. 3.2
Page 6
Page 7
3.1.5.2. Dismantling of the cylinder block

IMPORTANT REMARK
Replacement of cylinderblock studs is a major operation and therefore needs to be
serviced in the factory. Otherwise replacement on site by own means may only be
executed in strict contact and supervision by ABC personnel.
The cylinder block needs to be removed only for renewing or repairing the crankcase,
the crankshaft or the cylinder block itself.
- Empty completely the water circuit.
- Disconnect:
* the fuel pipework at fuel feed pump and filters
* feeding pipe to camshaft lub oil manifold (at cyl.2)
* water pipework on delivery side of HT water pump
* lub oil distribution manifold (oil inlet engine)
* duplex oil filters with bracket
* automatic stop device and closing plate
* turbo charger and bracket
* exhaust gas manifolds
* intake air manifold.
* water outlet manifold
* timing gear case with governor case and governor
* camshaft driving gear wheel
* oil pipework supports to inlet oil cooler
- Remove the nuts (24) from the studs and also the screws (18) (fig.3.1).
- Place tool 610.084.3200.10 and lift off the cylinder block fig. 3.3.
- Pose the cylinder block on wooden cross supports.
- Bearing in mind the weight!
Page 8
Page 9
3.1.6. MAINTENANCE
3.1.6.1. Inspection of the water passages

The following situations may occur:
1. Severe corrosion:
Resulting from lack of an anti-corrosion water treatment.
2. Scale deposits:
Resulting from excessively hard water
3. Erosion or pitting:
Shows up as small holes in the wall of the liner or block, particularly around the water
inlet and or outlet.
It signifies:
* ingress of air into the pump suction pipe or inadequate degassing of the system.
* lack of pressure (height of the expansion tank too low)
* unsatisfactory treatment of the water
3.1.6.2. Cleaning the water passages

- By using a steel brush, remove the calcareous deposit down to the metal.
- Paint the bare metal with a rust-proofing paint, such as "LEVIS GEOKOTE WF" -
YELLOW-827/1500 or equivalent. At the back of the manual (Chapter 13) the
specifications of the paint are given to select an equivalent paint if necessary.
Page 10
3.1.6.3. Reworking the cylinder liners

When a new piston or piston rings are to be fitted and if the surface of the liner is
completely smooth, it is necessary to hone it.
When the liner has been extracted examine the upper flange for possible cracks. For
that purpose, thoroughly clean the flange and use crack detection “Red – White” to
show up any cracks. In case of cracks in this area, the liner is to be rejected.
There are two possibilities for reworking the liner:
a) extract the liner and hone it on a suitable machine.
b) hone the liner on place in the engine itself.
IMPORTANT REMARK
If the honing operation is carried out in the engine, great care must be taken to ensure
that no abrasives or metal particles fall into the crankcase or sump.
To that purpose a bag should be suspended under the liner.
After reworking:
- Clean the liner with water mixed with a cleaning product like
“Oltec Clean 9100” (IAS) or another equivalent product.
- Lubricate with light oil or protective oil such as “Rust Veto C3”
(Houghton).
- Finally clean the liner with a fluffless cloth.
Page 11
3.1.6.4. Limits of wear (fig. 3.4)

Measuring instrument: dial gauge (Subito or similar). The diameter "B” is to be
measured along the axes XX and YY at following distances from the top:
- 75 mm: corresponding to the top ring at TDC
- 375 mm: corresponding to the oil scraper at BDC
- 540 mm: corresponding to the lowest part of the liner where there is
practically no wear.
Page 12
3.1.6.5. Hydraulic test of the water jacket (fig. 3.5)

- Close the water inlet of each cylinder with a blank flange.
- One of these flanges is provided with an orifice "1" for filling and
emptying water.
- Close the 4 water outlets at each cylinder on the block upper deck by the
sealing plugs, one of these plugs being provided with an orifice and cock
"2"
- Fill the cylinder block with water through orifice "1" until water
overflows out of orifice "2".
- Close orifice "2" if all air is bleeded off.
- Submit the cylinder block to a pressure of 5 bar and maintain that
pressure for 15 minutes.
- Carefully inspect the walls of the water jackets including inside the holes
through the bosses for the holding down studs. Check also for leakage at
the cylinder head studs. Verify the water tightness of the seal O-rings on
the liners. No leakage can be tolerated.
Should a leakage be discovered, ABC or one of its representatives should
be informed with the fullest details of the leak or defect in order to set up
further follow up and/or actions.
Page 13
3.1.7. ASSEMBLING
3.1.7.1. Reinstalling of the cylinder block (fig. 3.1)
Different components are mounted on the block using LOCTITE 574. Before assembly, all
these surfaces must be disposed of the sealant rests and must be degreased.
Special attention must be given to the Loctite between the crankcase and the cylinder block.
On the whole surface Loctite must be applied which must be spread out with a toothed/flat
spatula (see Chapter 6). Make sure to apply enough to cover the whole surface adequately.
Procedure:
- Carefully inspect all cylinderblock studs (9). If one of the studs shows
damage, cracks, corrosion verified by means of spot check “red & white”
or if one is broken, the stud needs to be replaced. Please follow the
procedure below in n°1 “Replacement of cylinderblock stud”.
- Follow the procedure as under 3.1.5.2. but in reverse order.
- When the cylinderblock is correctly placed, the cylinderblock studs can
be tightened according to the angular displacement method, as described
below. (see n°2, 3 and 4)
1. Replacement of a cylinder block stud.

- Remove the old cylinderblock studs by unscrewing counterclockwise using the
presently used nut and an additional countering nut.
- After removing the studs some Loctite rests and/or metal deposits can still be present
in the internal thread and need to be removed. For this use a long threaded tap
M27x2. Carefully insert the threaded tap into the hole and carefully locate the
beginning of the thread (while turning clockwise) Do this carefully to avoid
damaging the thread.
- Tap the thread completely to the end.
- Remove the tap carefully turning back.
- After the thread has been cleaned by tapping, the loctite rests and metal deposits can
be blown out of the blind hole using clean compressed air.
- Clean the thread of the crankcase with an appropriate degreaser like for example
“Ultra Clean” (Innotec) or equivalent product.
- Dry by compressed air.
Page 14
Fig. 3.6
- Mounting of a new cylinder block stud:

* The stud is to be planted into the cranckcase with
the completely threaded rodend facing upward.
* For the thread that has to be inplanted into the
cylinder block, 3 straight stripes of LOCTITE
245 have to be applied from top to bottom of the
thread devided equally over 360° (3x 120°). See
following picture.
!Do this only for the thread to be implanted into
the block!
* Carefully bring the stud inside the block and
carefully locate the beginning of the thread while
turning the bolt clockwise. When the bolt is
completely screwed in, tighten the bolt on a
torque of 100Nm (10kgm) by use of a torque
wrench.
For tightening use the original nut with
countering nut.
Page 15
2. Tightening method based on angular displacement

The method is comparable to the current method with torque wrench, but in several
steps, usually 3 and according a given sequence, (fig. 3.8).
- Step 1: A low pretightening torque in order to limit initial impression and
deformation.
- Step 2: Nuts are turned according to a predetermined angle until a mark placed on the
circumference of the socket. See fig. here after.
- Step 3: Nuts are turned once more according to a predetermined angle until a mark
placed on the circumference of the socket. See fig. here after.
The zero or reference for angular displacement is fixed by means of a pin fastened on a
magnetic base.
3. Tightening the nuts on cylinder block after replacement of studs (new)
Remark:
When a cylinderblock stud has been replaced also the washer and the nut need to be replaced
with new ones.
New studs have to be pretightened a first time in order to avoid wrong extensions and
reducing initial setting.
- Tighten the screws M20 (18 - fig. 3.1) on the indicated torque of 365 Nm
(37 kgm) with a torque wrench according to the given sequence (fig. 3.7).
- Lubricate the studs (9 – fig. 3.1) upper thread, the upper face of the
washer (16 – fig. 3.1), the underside of nut (24 – fig. 3.1) and the thread
of the nut with Molykote G-N plus.
(See following figure)
- Tighten the nuts M27x2 (24 - fig. 3.1) with torque wrench on a torque
value of 295 Nm (30 kgm) according to the given sequence (fig. 3.8).
- Tighten next with a 60° angular displacement according to the given
sequence.
- A second time with a 60° angular displacement according to the given
sequence.
- Next, loosen the nuts in 2 steps according to the given sequence. First,
turn back for about 60° - further, turn back completely.
- Tighten definitively the nuts M27x2 in the same way in three steps:
295 Nm (25 kgm) + 60°+ 60° according to the given sequence.
Page 16
4. Tightening the nuts on cylinder block with the existing studs

To be executed as described in “2”, though without loosening the nuts again.
Fig. 3.7
Page 17
Fig. 3.8
Page 18
3.1.8. Assembly of the cylinder liner (fig. 3.2)

1. Assembly:
- Assembly is done with tool 620.084.1100.01 (fig. 3.2)
- Replace the metal packing under the liner flange. Be sure that the
packing fits well in the chamber provided at the upper side of the
cylinder block.
- The bores in the cylinder block must be clean and free from scale and
rust.
- The O-ring grooves on the liners must be clean.
- Put the O-rings into the grooves with Ceran WR2 (Total) grease or
equivalent and check if the O-ring is free in the grooves, in no case they
may be twisted.
- Before assembling, grease also the lower bore in the cylinder block with
Ceran WR2 (Total) grease.
- Keep the liner as much as possible in the centerline of the bores during
assembly the liner in the block.
- Always use original spare parts.
2. Controls:
- After fitting the liner, it is necessary to measure the bore diameter on two
levels (at upper level and at lower level corresponding to the O-ring
position) and in longitudinal and transversal direction by means of an
adequate dial-gauge. This gauge must permit measurement of 0,005 mm
and the calibration must be done with a calibration ring or calibration
gauge at diameter 256 mm.
- Fig 3.4. gives the measurement procedure. Diameters B1 and B3 have to
be measured at least in the directions XX and YY.
- In any case a negative value is unacceptable and it is necessary to
disassemble the liner (check the seal o-rings for deformation). The
procedure must be started again from the beginning i.e. assembling and
measuring the liner.
CHAPTER 4
INJECTION SYSTEM
(Assembly 14-18-58-59)
4.1. NOZZLE HOLDER AND NOZZLE OR “INJECTOR”......................................................... 1

4.2. INJECTION PUMP. .................................................................................................................. 13
4.3. INJECTION MECHANISM DRIVING THE FUEL-PUMP. ............................................... 23
Page 1
INJECTION SYSTEM Ed. 6 E
4.1. NOZZLE HOLDER AND NOZZLE OR “INJECTOR”

4.1.1. DESCRIPTION - Fig.4.1
The nozzle (1) is retained in the nozzle holder (2) by the retaining nut (3) which is
provided at its lower face with a circular rim for the sealing with the cylinder head. The
complete injector is secured into the cylinder head by means of a thrust cap (5) and a
cup nut (4). Sealing is assured with gasket (11).
The spindle (6) with guide (7), the spring (8) and the adjusting screw (9) press the
nozzle needle against its conical seat. A coupling pipe (10) in the cylinder head brings
the fuel from the fuel injection high pressure pipe to the injector.
Component Mass (kg)

Nozzle holder with nozzle 2,3
Page 2

Code Jobs
M4-04 Check nozzles and opening pressure of nozzles and spray
pattern. Replace nozzles if necessary.
M6-01 Thoroughly examine the nozzles and their holders. Replace

nozzles if necessary.
4.1.3. SPARE PARTS

4.1 1 Nozzle 1
4.1 8 Spring 1
4.1 11 Gasket 1
4.1 12 Seal O-ring 1
Page 3
4.1.4. TOOLS
Code Description
620.083.1100.02 Lever for priming injection piping and pump
620.083.1300.01 Tool for removing nozzle holder from cylinder head
620.083.1609.03 Socket 32 (belongs to toolbox 620.083.1600.03)
620.083.1400.01 Tool for checking the opening pressure of nozzles
620.083.1500.01 Tool for checking the opening pressure of nozzles.
*620.084.6900.01 Nozzle test pump Bosh with pressure gauge.

4.1.5. DISMOUNTING
4.1.5.1. Dismounting of the injector - Fig. 4.1

- Remove the cylinder head cover.
- Disconnect the nut (19) on the duo injection pipe at the lengthened
coupling pipe (10) and loose the nut at the fuel injection pump, in this
way the fuel pipe can be turned apart.
- Remove the two screws with inner hexagon from the pressure flange
(17).
- Remove the flange (17) with coupling pipe (10).
- Remove cup nut (4) and thrust cap (5).
- Remove the injector (holder + nozzle) with provided tool
620.083.1300.01 (fig. 4.2).
Page 4
Note:
Handle the nozzle holders with the greatest caution and cleanliness. Above all, take
care that the nozzle needle is not damaged and that no dirt gets into the holes.
Page 5
4.1.5.2. Checking the nozzle opening pressure and the pulverization. Fig. 4.3
Connect the nozzle holder, with the special tool 620.083.1400.01 and pipe
620.083.1500.01 to a nozzle test pump equipped with an accurate and sufficiently
damped pressure gauge. Use only filtered gas-oil or special test oil.
Special part:
620.083.1400.01 Special part: 620.083.1500.01
Nozzle with
Nozzle test pump
nozzle holder
Adjusting
screw
Fig. 4.2
ATTENTION
When operating the tool to check the opening pressure and
pulverization, no person may be in the spraying zone of the nozzle.
High pressure spray of fuel from the nozzle may cause severe injuries
to the body. Make use of the necessary PPE’s like chemical resistant
gloves, full protective glasses preventing fuel mist/vapour coming
into the eyes and make use of chemical resistant mask to prevent
inhalation of fuel vapour or mist during operation. Inhalation and
injuries to the body can cause severe injury to bronchial air ways
and can cause blood poisoning.
Page 6
A good nozzle conforms:

1. A good pulverization.
Pump with a rhythm of about 10 strokes per minute. The fuel will spray stroke by
stroke in a fine mist, without any formation of drops at the nozzle tip.
2. Right opening pressure.

The pressure which is adjustable by means of a screw (fig. 4.1/9) attains between 275
and 280 bar at the moment of injection.
3. Tightness between the needle and the seat

The nozzle tip and holes remain dry when the pressure is raised and kept at 200 bar.
4. Tightness between the holder and nozzle

Increase the pressure up to 200 bar. Stop pumping. The tightness is satifactory when the
elapsed time before the pressure is fallen off to 150 bar is no less than 6 seconds or no
more than 14 seconds. (The valves of the test pump are assumed to be completely tight)
5. Nozzle holes:
All passages must be clear. Blocked holes can be pricked carefully.
If the nozzle does not satisfy the above condition it must be inspected, corrected or
replaced.
Page 7
4.1.6. MAINTENANCE
4.1.6.1. Removing of the nozzle - Fig 4.1
- Remove the retaining nut (3) from the nozzle (1). The holder is hereby
gripped with its flat parallel faces in a vice or similar.
- Remove the nozzle
- Turn back the retaining screw (9) and lock nut (18)
- Clean carefully and degrease a new nozzle with filtered gasoil or test oil
used for the test pump
- Check and clean the contact faces of nozzle and nozzle holder, avoid
remaining fluffs.
- Place the nozzle on the nozzle holder and screw on the retaining nut.
Tighten the retaining nut on the prescribed torque (see chapter general
5.1 tightening torque table). If the seal-O-ring (12) is in good condition
replacement is not necessary.
- Replace the gasket (11)
- Test the nozzle as explained under 4.1.5.2.
4.1.6.2. Repairing a nozzle.

A nozzle can not be repaired.
A nozzle must be replaced (4.1.5.2.) in case:
- the pulverization is bad (blocked or jammed needle)
- the tightness between needle and seat is unsatisfactory.
- the blocked holes can not be pricked.
4.1.6.3. Complete examination of nozzle and holder

This examination consists in a complete dismantling of the injector and detecting any
damage or leakage.
Note:
The oil-tightness test can easily be carried out by inserting a blank nozzle in the holder
or by increasing the opening pressure to about 320 bar. Raise the pressure up to 300 bar
and examine the tightness.
4.1.6.4. Reconditioning the faces between the nozzle and its holder.
This is not a routine job, it should be undertaken only in case of leakage or damages.
The faces may be ground-in with special paste, that can be bought from injection
material specialists or representatives.
Page 8
4.1.7. ASSEMBLY - Fig. 4.1

4.1.7.1. Fitting the nozzle in the nozzle holder.

- Inspect the seal O-ring (12). Replace in case of damage, if it is hard or flattened.
- Check the cleanliness of the contact surfaces of nozzle and nozzle holder, and
assemble them.
- Tighten the nozzle retaining nut (3) following the torque table (see chapter general
5.1 tightening torque table).
Note:
By placing a new nozzle it is recommended to lap the sealing surfaces from nozzle and
holder together slightly (see 4.1.6.4.) .
4.1.7.2. Adjusting the opening pressure.

- Unscrew the nut (18).
- Adjust the adjusting screw (9) to obtain the prescribed nozzle opening
pressure of 275 bar.
- Tighten the nut (18) and hold the set screw (9) firmly.
- Check the opening pressure again.
Page 9
4.1.7.3. Assembling the nozzle holder into the cylinder head. (Fig. 4.1)
- Clean the housing in the cylinder head. Take care that the gasket (11)
does not remain in the bore.
- Fit a new gasket (11) and replace the seal O-rings (13), (14) and (16) in
case of damage, if they are hard or flattened.
- Introduce the injector in the cylinder head bore, it is located in right
position with a slot and a dowel pin. Be sure that the injector is
completely down on its location. The conical connection hole must be
visible through the mounting hole for the coupling pipe (10).
- Place the thrust cap (5) and grease in the top of the cap with
Molykote G-n plus paste for lubricating the top surface.
Before placing the cup nut (4) grease in the thread of the nut with
Molykote G-n-plus paste and tighten on torque following the tightening
torque table (see chapter General DZ).
Molykote G-n plus

paste
- Mount the coupling pipe (10) into the cylinder head on its conical seat on
the injector. Place the pressure flange (17) and screw the 2 screws with
inner hexagon on to the torque given in the tightening torque table
(chapter general DZ).
- Mount the injection pipe to the lengthened coupling pipe (10) and the
injection pump following the mounting procedure from NovaSwiss to be
found at the back of this chapter and using following tightening torques.
* Type 1: 620.058.1100.04 to torque of 60 ± 5 Nm (6,1 ± 0,5 kgm)
Page 10
Note:
All torque values are given in the tightening torque table in chapter "GENERAL"
- Repeat the operation on the other cylinders
- Replace the cylinder head cover after that the contact faces have been
wiped from oil and/or dirt. In case the seal O-ring in the cover is
damaged, hard or flattened it is to be replaced. (see Chapter 1)
Page 11
4.1.7.4. How to fill up the fuel system after maintenance. - Fig. 4.4.
After each inspection of the injector, the fuel pipes must be drained from air and filled
up with fuel.
The operation is as follows:

- Open the fuel supply to the
injection pump. (by-pass to
open)
- Open the inspection door on
the camshaft cover
- Place the priming tool
620.083.1100.02 as indicated
on fig 4.4 .
- The fuel rack is pulled in
maximum fuel injection by
moving the lever “A” in the
direction of the arrow to the
front.
- Move the priming lever up and
down to action the pump
plunger until a resistance is
felt.
- Let come back the fuel rack to
zero position, remove the
priming tool and close the
inspection door.
- Do even so on the other
cylinders.
- The inspection doors are
provided with a joint, if
necessary, replace it.
Remark:
In case the injection cam is upwards for the considered cylinder, it is not possible to fit
the priming lever to action the pump plunger. In this case it is necessary to bar over the
engine until the pump plunger becomes free.
Page 12
4.1.7.5. Putting back in service.

- Now the engine can be started again for checking eventual leakages at the injection
pipes.
- Check if the leak flow from the nozzles is in the same quantity as before. A too big a
flow can indicate a lack of sealing between the injector and the coupling pipe (2) &
(10). In this case, it is recommended to disconnect the leak flow pipe at each cylinder
head to discover the cylinder in cause. It is the lower connection on the cylinder head
left side.
Page 13
4.2. INJECTION PUMP.

4.2.1. DESCRIPTION AND WORKING PRINCIPLE - Fig. 4.5
4.2.1.1. Description
There is an injection pump for each cylinder:
The injection pump delivers the quantity of fuel to be injected at each stroke.
The pump consists of a piston (2) moving in a sleeve. This sleeve is provided with
orifices connecting the fuel inlet passages with the spaces above the piston or plunger.
By the way of the delivery valve holder (12) & (14) mounted into the pump body (1).
The fuel is let to the fuel injection high pressure pipe and to the injector.
The piston has a helicoidal groove communicating with the space above the piston.
The control sleeve (3) has teeth on its upper part engaging with those on the rack or
control rod (4).
By means of a protuberance on the piston foot, it is linked to the control sleeve. Any
translation of the rack causes the piston to rotate.
Page 14
Fig. 4.5
Component Mass (kg)
Fuel injection pump 9,08
Page 15
4.2.1.2. Working principle of the injection pump:

The space above the plunger is always full of fuel (a). At a point in its upward stroke
the plunger closes the orifices (b).
The plunger continues to raise driven by the injection cam and a pressure is build up in
the space above the piston.
The delivery valve (11) opens, pressure build-up further and at a given value causes the
nozzle needle to lift from its seat. Pumping continues until the helicoidal groove
reaches the orifices (c). At this moment pressure-side and suction-side are connected.
The pressure falls off, the nozzle needle and than the delivery valve closes again. The
piston has made a pumping stroke and a quantity of fuel has been injected.
As the groove in the piston has a helicoidal shape, it is possible, by moving the rack
and this by rotating the piston to vary the pumping stroke and consequently the quantity
of fuel injected.
The rack is moved by a lever with fork mounted on the control spindle and controlled
by the governor (chapter 5).
The piston spring (6) assures continuous contact between the pump tappet (5) and the
cam mechanism.

Code Jobs
M6-10 Check condition of injection pump cavitation plug and
renew if necessary.
O2-07 Complete overhaul of the fuel injection pumps.
Discarding criteria for injection pump cavitation plug:

Injection pump cavitation plug (20 fig4.5) must be changed when the damage exceeds a
depth of 2 mm.
Page 16
4.2.3. SPARE PARTS

4.5 6 Spring (tappet) 1
4.5 10 Circlip 1
4.5 11 Delivery valve 1
4.5 13 Delivery valve spring 1
4.5 17 Joint 1
4.5 20 Cavitation plug 1
4.6 59-16 Joint 1
4.6 59-23 Joint 1
4.2.4. TOOLS
No special tools are required.
4.2.5. DISMANTLING - Fig. 4.5 and 4.6

Page 17
4.2.5.1. Removing from the engine. – Fig. 4.6

- Close the fuel supply and bleed of the fuel by the vent screw
(59-18) on each pump.
- Disconnect and remove the fuel leak pipe (58-3), if present
- Disconnect and remove the fuel injection high pressure pipe (58-1)
- Disconnect and turn away the fuel supply pipe (59-4)
- Remove the 4 fixation screws (18-6) from the pump feet.
Remark:
Take attention that the injection cam is not upwards and sets pressure under the pump.
In this case bare over the engine until the cam is free.
- Remove the pump, bearing in mind that the spherical lever pin is still in
the fork of the lever. The easy way to remove the pump is by pulling the
lever in front position by hand.
Page 18
4.2.6. MAINTENANCE - Fig. 4.5

The most important factor for a proper functioning of the pump is the cleanliness of the
fuel. Consequently, it is of the most importance to pay great attention to the conditions
of the filters and the fuel system.
The complete overhaul, the verification and the output tests can be undertaken by the
engine manufacturer or by the fuel injection equipment manufacturer or its
representative.
Following checks can be made on the spot, note that cleanliness is most important and
use only pure and filtered gasoil or test oil:
1. Inspection of delivery valve unit (11) (valve and body for one entity) and spring:
Disconnect the delivery valve holder retaining nut (14). Inspect the spring, if signs of
corrosion replace it.
Check the valve and housing, in particular the tightening surfaces. In case they are
damaged or untight, the entity, valve and housing must be replaced.
By assembling again, the seal O-rings (15) and (16) and the joint (17) must be replaced.
Mount the delivery valve holder unit (12) and the retaining nut (14).
Tighten according to the torque table. See 5.1 “General”
If no torque wrench is available which can give the required high torque.
- Give marks on the retaining nut (14) and the pump body before
dismantling.
- By assembling, it is than sufficient to tighten the retaining nut (14) as far
as the marks are corresponding again.
Page 19
2. Inspection of piston (2) and tappet spring (6)

Push the tappet (5) and spring (6) under tension and remove the circlip (10).
Take care that the circlip doesn't jump apart!
Now release the assembly out of the pump body. Inspect the spring, if signs of
corrosion or damage replace it.
The tappet (5) can show internally a certain impression due to the piston foot or spring
collar. This is normal however.
Push the piston out of the sleeve and check for damage or corrosion.
It is recommended that only skilled persons replace the assembly piston-sleeve
(complete element).
Rinse everything thoroughly and mount in the reverse order.
After assembly, check if the rack (4) moves freely.
It must normally move under its own weight.
Page 20
Page 21
4.2.7. MOUNTING ON THE ENGINE.

4.2.7.1. Mounting on the engine

- Clean and degrease the contact surfaces, on:
* pump mounting flange/drain tray or drip tray
* drain tray/tappet bracket
- Rub these surfaces with Curil K2.
- Put back the injection pump with drain tray. Mind that the spherical lever pin on the
rack fits in the fork of the lever.
- Put back the 4 screws (18-6) and tighten by hand.
- Turn back and connect the fuel supply pipe (59-4).
- Put first, new joints (59-16) on the banjo bolt (59-17) and tighten.
- Check the free movement of the fuel rack, by pulling the lever in front position
- (max. fuel) by hand, when released it must return at once to zero position.
- If not, this can be corrected by moving some what the pump on the bracket.
- If correct, tighten the 4 screws (18-6) according to the torque table. See Chapter
General table 5.1.
- Place back the fuel injection high pressure pipe (58-1), tighten according to the
torque table (See Chapter General table 5.1.).
Take attention : the threads of the nuts must be lubricated with oil. For assembling
please use the mounting instructions from Nova Swiss, to be found at the back of
this chapter.
- Place back the fuel leak pipe (58-3) if present.
Remark:
Take attention that the injection cam is not upwards and sets pressure under the pump.
In this case bare over the engine until the cam is free.
- Remove the pump, bearing in mind that the spherical lever pin is still in
the fork of the lever. The easy way to remove the pump is by pulling the
lever in front position by hand.
Page 22
4.2.7.2. Filling the injection pump and fuel system after maintenance
After maintenance and assembly of the injection pumps, the system must be drained
from air and filled up with fuel. The operation is as follows:
- open the fuel supply to the pump (by-pass to open !)
- drain first the fuel filters.
- open the drain screws (59-18) on each banjo bolt (59-17) at every pump
and let fuel bleeding until all air is vented.
If necessary replace the joint (59-23)
- Close the drain screws.
- fill up the fuel system as described under 4.1.7.4.
REMARKS:
In some installations where the fuel (day) tank is at lower position, the system is
provided with a small hand priming pump, placed in the by-pass over the engine driven
fuel feed pump. In this case, this hand pump is to be used for filling the injection pump
and the fuel system.
Page 23
4.3. INJECTION MECHANISM DRIVING THE FUEL-PUMP.

4.3.1. DESCRIPTION - Fig. 4.7
The injection pump is driven by a tappet assembly from an injection cam mounted on
the camshaft.
The tappet assembly consists of:
- a tappet (1)
- a cam follower (2) or roller with bearing bush
- a shaft (3)
- a hardened intermediate pad or button (4)
The upward-down movement of the tappet, by the way of the intermediate push rod (5)
with a hardened pad (6) results in a thrust on the injection pump. The combined length
of push rod and pad (5) + (6) is adjustable by means of distance washers (7) to set the
beginning of injection (BI).
The tappet with the hardened pad, cam follower and shaft are to be considered as one
assembly. The components should not be taken apart or be replaced separately.
Therefore are the components not available as spare part but solely as assembly.
Component Mass (kg)

Tappet assembly - injection pump 1,46
4.3.2. RECAPITULATIONS OF MAINTENANCE JOBS
Code Jobs
M5-03 Check combustion pressures at full load and at idling speed.
Adjust if necessary.
O1-02 Control the injection timing - Beginning of injection (BI). Check

tightness of injection pump plunjer and of the relieve valve.
Page 24
4.3.3. SPARE PARTS

4.7 1,2,3,4 Tappet assembly 1
4.7 5 Intermediate push rod 1
4.7 6 Hardened pad 1
4.7 7 Available distance washers: as required
0.5; 0.6; 0.7; 0.8; 0.9 and 1.0 mm
4.7 8 Return spring 1
4.7 9 Seal O-ring 1
Page 25
Page 26
4.3.4. TOOLS
Code Description
620.083.1900.01 Reference gauge (engine TDC mark)
4.3.5. INSPECTION AND MAINTENANCE - Fig. 4.7

4.3.5.1. Checking the beginning of injection (BI)

1. Values for the beginning of injection.
The value of the BI is expressed in degree crank angle before TDC and depends on:
* engine type
* engine speed (see general information item 2.4.)
The values of the crank angle can, in function of the flywheel diameter, be transformed
in mm curve distance till TDC, with the following formula:
  3,1416  BI
A
360
“A”= curve distance in mm on flywheel exterior diameter.

Ø = exterior diameter of flywheel or diameter on which A is to be set, in mm
BI = beginning of injection or early injection, crank angle in ° (degree)
Page 27
2. Values for Begin Injection (BI) (fig. 4.7)

a) Standard:
- Injection pump: 620.014.1100.02 - FCVAB200B0670
</= 800 900 1000 Dimension X

1,6 – 1,7 mm
With intermediate
6DZC 19,5° 20° 21° rod
620.018.9003.02
61.5mm
8DZC 18,5° 19° 20°
620.014.1200.02 (8-holes)
HL150T44H718P5
620.014.1200.04 (9-holes)
Nozzle: HL150T38K775P4
620.014.1400.04 (10-holes)
HL150T38L748P8
* Tolerance +/- 0.5°
b) IMO I and CCR I

</= 830 >/= 830 Dimension X
1,6 – 1,7 mm
With intermediate rod
6DZC 19,5° 21°
620.018.9003.02
61.5mm
8DZC 18,5° 20°
620.014.1200.02 (8-holes)
620.014.1200.04 (9-holes) HL150T44H718P5
620.014.1400.04 (10-holes)
HL150T38L748P8
* Tolerance +/- 0,5°
Page 28
c) IMO II and CCR II

660 - 830 >/= 830 Dimension X
3,1 – 3,2 mm
With intermediate
6DZC 21° 21°
rod 620.018.9003.03
60mm
8DZC 21° 21°
620.014.1200.02 (8-holes)
620.014.1200.04 (9-holes) HL150T44H718P5
620.014.1400.04 (10-holes)
HL150T38L748P8
* Tolerance +/- 0,5°
3. Curve distance “A” on flywheel:
The curved distance “A” is to be measured on the flywheel, from the mark
corresponding to the TDC of the considered cylinder till the reference gauge on the
crankcase. See fig. 4.8 .
Using following rule the curve distance can be calculated by the diameter of the engines
flywheel. In thist example we use a standard flywheel of Ø 950 mm.
Circumference of flywheel (mm) : π D = π x 950 = 2984 mm

Curve distance per degree(mm/°): (π D / 360°) = 2984/360° = 8,29mm/°
Example calculation curve distance BI:

For standard engine 6DZ with 750rpm -> BI = 19,5° before TDC
Curve distance “A” before TDC: 19,5° x 8,29mm/° = 161,65mm
With a tolerance of ± 0,5 ° -> ± 4,15 mm
-> “A” = 161,65 ± 4,15 mm
Page 29
Fig. 4.8a
Page 30
Fig. 4.8b
Page 31
4. Check of the BI by means of a depth caliper - Fig. 4.5 and 4.7

- This way is based upon the fact that the supplier of the injection pumps
gives a precise distance between:
* the bottom of the pump socket (mounting surface) and
* the pump spring housing in the position where the injection pump
plunger just closed the orifices in the sleeve and shuts off the fuel
supply. This is the very moment of beginning if injection (BI)
- Remove the fuel injection pump and the drain tray from the engine as
described under 4.2.5.1.
- It is important to mark these trays with the cylinder number to prevent
wrong re-assembly.
- Rotate the engine until the mark BI of the concerning cylinder on the
flywheel corresponds with the reference.
- Mount the drain trays with 4 thick rings and screws. Take care of the
cylinder number!
- Measure the dimension “X” with a caliper gauge (fig. 4.7). This is the
distance between the top intermediate push rod and the mounting surface
of the drain tray.
- This dimension “X” must be tuned between 1,6 and 1,7 mm or
between 3,1 and 3,2 according to the type of engine (see page 4.3.5.1:
values for beginning injection).
Mount herefore more or less distance washers (7) under the hardened pad
(6).
REMARK:
By engines that are running for a longer period, there can be a small impression on the
intermediate push rod and on the spring housing, this is normal. This impression can be
measured using a caliper gauge, but normally it will not exceed 0,1 mm. In this case,
the nominal dimension “X” will be increased to 1,7 mm instead of 1,6 mm or 3,2 mm
instead of 3,1mm, according to the type of engine.
When the dimension “X” exceeds the normal values for the engine necessary action
should be taken by mounting more or less distance washers.
Page 32
5. Adjustment of injection timing or BI - Fig. 4.7

- Remove the injection pump as described under 4.2.5.1. and under item 2 here above
- After removing the pump, the intermediate push rod (5) and the hardened button (6)
with distance washers (7) is now free.
- The beginning of injection is adjusted by modifying the length of the assembly by
means of the washers. Thickness of 0,5; 0,6; 0,7; 0,8; 0,9; 1,0 mm are available as
required.
* Removing washers means delaying the BI (less ° crank before TDC)
* Adding washers means advancing the BI (more ° crank before TDC)
- After adjustment, recheck the timing again as under item 2 here above
- If it is correct, remount the injection pump as described in 4.2.5.2. item 1 and 4.2.6.
Remarks:
* It is advisable to keep the number of washers as limited as possible.
* As a guide, a difference of 0,1 mm on the washer gives a variation of approx. 0,5°
cranck angle.
Page 33
4.3.5.2. Dismounting and mounting the injection tappet.
1. Dismounting:
See chapter 1, (1.4.5.)
2. Maintenance:
For size and limits of wear see fig 4.10
3. Mounting: see chapter 1
CHAPTER 5
GOVERNOR SYSTEM
(Assembly 12-13)
5.1. GOVERNORS .............................................................................................................................. 1

5.2. UG GOVERNORS ....................................................................................................................... 1
5.3. THE GOVERNOR DRIVE MECHANISM. ........................................................................... 11
5.4. INJECTION PUMP CONTROL MECHANISM. .................................................................. 15
5.5. HEINZMANN ............................................................................................................................ 19
5.6. INJECTION PUMP CONTROL MECHANISM. .................................................................. 25
Page 1
GOVERNOR Ed. 6 E
5.1. GOVERNORS
In regard to the application or to the necessity for a certain engine type, we have the
choise between different governors, namely Woodward UG governors and Heinzman
governors. (We refer to the operation manual or to the description and applications
manual).
5.2. UG GOVERNORS
5.2.1. DESCRIPTION
The UG-governor is a mechanical hydraulic governor manufactured by the Woodward
company. Reference should be made to the description of the governor in the separate
documentation.
5 main types are utilised:

Mainly for engines running at constant speed (gen-sets, propulsion with variable pitch
propeller,…)
- UG-8D or dial control. (Fig. 5.1.)
- UG-8D MAS or dial control with remote signal control (4-20mA). (Fig. 5.2.)
Mainly for engines running at variable speed (propulsion with fixed propeller,…)
- UG-8L or lever control. (Fig. 5.3.)
- UG-8L-P or lever control with pneumatic speed setting device. (Fig. 5.4.)
Mainly for engines for propulsion and gensets (general applied) and synchronization.
Main advantage: can work with 4 – 20 mA speed input signal.
- UG-25+ or microprocessor controlled mechanical hydraulic governor. (Fig. 5.5.)
Working diagram UG-25+. (Fig. 5.6.)
Component Mass (kg)

UG-8D 22
UG-8D MAS 23
UG-8L 20
UG-8L P 23
UG-25+ 26
Page 2
GOVERNOR Ed. 6 E
Fig. 5.1 (UG-8D or Dial control)
Fig. 5.2 (UG-8D MAS)
Page 3
GOVERNOR Ed. 6 E
Fig 5.3 (UG-8L)
Fig 5.4. (UG-8L-P)
Page 4
GOVERNOR Ed. 6 E
Fig 5.5 (UG-25+)
Page 5
GOVERNOR Ed. 6 E
Working diagram UG-25+
Page 6
GOVERNOR Ed. 6 E

Code Jobs
M5-04 Change oil in the hydraulic governor.
O2-06 Control of the hydraulic governor, return to the

manufacturer if necessary.
5.2.3. SPARE PARTS

Refer to the spare partslist of DZ engine.
5.2.4. TOOLS
No special tools are needed.
5.2.5. REMOVING OF THE GOVERNOR FROM THE GEAR CASE- Fig. 5.7.
Required staff : 1 service man.
- Disconnect the electrical wiring.
- Lower the coupling rod (5) by removing the bolt and nut(18).
- In case the lever (7) must be removed, mark the position in regard to the terminal
shaft.
- Only for UG8-L governor: Remove the connection with lever (8) for remote speed
setting.
- Remove the nuts (20).
- Lift carefully the governor out off the gear case.
Remarks :
1. Do not loosen more connections than indicated in this chapter. Otherwise we run the
risk of loosing the factory setting.
2. Do not invert the governor, otherwise the oil will be spilled.
Page 7
GOVERNOR Ed. 6 E
Fig. 5.7
Page 8
GOVERNOR Ed. 6 E
5.2.6. INSTALLING THE GOVERNOR ON THE ENGINE - Fig. 5.7.

PREINSTALLATION WARNING
When receiving a new/spare UG-governor from ABC, the Woodward governor is
filled with preserving oil that is only suited for storage. Running the governor with
this oil can results in serieus wear, damage and loss of governor. Herefore the
preserving oil needs to be changed with governor oil. (see. 5.2.7)

- Before installing, make sure the drive shaft of the UG governor rotates freely.
- Dispose the mating surfaces of the governor and the gear case from any remaining
Loctite rests and degrease the surfaces.
- Coat the mounting faces with LOCTITE 574 and spread it with a toothed flat spatula.
- Place the governor squarely on the gear case. Pay much attention to the meshing of
the governor keyed driving shaft. Do not use any force to prevent that you push the
drive shaft into the governor.
- Mount the coupling rod (5) and connect the electric wiring (reverse order as 5.2.5.)
- Only for UG-8L: connect the lever (8).
- Replace cover (8) – (fig 5.8) back with LOCTITE 574 in case it has been removed.
- Check if the governor can slide the racks of the fuel injection pumps to their "Zero-
output" setting. The stop lever, during this check, must be pushed in working
position (upwards).
For UG-8D and UG-8D MAS:

Turn the "load-limit" knob to zero and at the same time help to rotate the control shaft
in the "stop" position.
For UG-8L:
By means of an open-end wrench, set the control shaft in the "stop" position.
For UG-8L-P:
As UG-8L
Page 9
GOVERNOR Ed. 6 E
5.2.7. MAINTENANCE AND ADJUSTMENTS.

1. OIL SUPPLY
All UG governors use governor oil that is a lubricating and a hydraulic oil. Select an oil
according to the operating temperature range and that has the proper additives which
causes it to remain stable and predictable over this range.
Use following chart and table to select a suitable lubricating/hydraulic oil.
Page 10
GOVERNOR Ed. 6 E
2. OIL MAINTENANCE
Following the sequence of the maintenance jobs and overhauls (see chapter General),
the governor oil needs to be changed twice a year.
Also replace the governor oil if it is contaminated or when it is suspected to be
contributing to the instability of the governor.
Take attention to the state of the drained off oil, if there is:
- a change in colour (darker than new oil)
- presence of water or an apparent change in viscosity.
- presence of dirt and/or metallic particles.
- any dought
prior to put fresh oil, the governor must be flushed according following procedure.
When changing oil, always use clean containers to store and transfer oil.
3. OIL CHANGING/FLUSHING PROCEDURE:

* Remove the drain plug and drain out the oil. Drain while the oil is still hot and
agitated.
* Fill the governor with a clean solvent having some lubricating quality (such as
fuel oil or kerosene) and then flush the governor with the engine running at low
speed.
* Open the needle valve two or three turns to let the governor hunt for two minutes,
then stop the engine and drain the governor.
* Flush the governor once again. (If the drain time is insufficient for the solvent to
completely drain or evaporate, flush the governor with new governor oil to
completely remove the solvent)
* Refill the governor with oil to the top mark on the oil sight glass.
* Approx. 1,4 liter for UG-8
* Approx. 2,1 liter for UG-25+
4. ENGINE START UP:

Refer to the operating manual of DZ engine.
Page 11
GOVERNOR Ed. 6 E
5.3. THE GOVERNOR DRIVE MECHANISM.

5.3.1. DESCRIPTION - Fig. 5.7 and 5.8
The shaft, - fig.5.8 (3) is rotating on one tapered roller bearing -fig 5.8 (12) and obtains
the movement by two gears -fig. 5.7 (1) and (2) from the camshaft and timing gears
over the two bevel gears -fig. 5.8 (4) and (5) to the governor.
Component Mass (kg)

Governor gear case complete. 12
Page 12
GOVERNOR Ed. 6 E
Code Jobs
M6-02 Check gearwheel of governor. Measure backlash.
O3-05 Overhaul of governor gear drive.
5.3.3. SPARE PARTS
Fig. n° Ref. n° Description Qty/engine

5.2. 9 Distance washer (to peeled off) 1
5.2. 12 Tapered roller bearing 2
5.3.4. TOOLS
Code Description
*620.084.9005.01 Tool for dismounting bevel gears.
Page 13
GOVERNOR Ed. 6 E
5.3.5. VERIFICATION OF GEAR BACKLASH ON BEVEL GEARS - fig. 5.8

Equipment: miniature dial gauge "puppitaster"
- Remove the governor case cover (8).
- Pose the dial gauge “puppitaster" with magnetic socle on face A and the pointer at
square angle on a tooth flank (5) Arrow B.
- Block the gear (4) with a screw driver.
- Move the gear (5) from one to the other sence and read the deviation on the dial
gauge scale.
Nominal backlash values:

* Minimum : 0,12 mm
* Maximum : 0,18 mm
- In case the backlash is too significant, one or more layers of the distance washer (9)
can be peeled off to correct the backlash.
Be sure that a too great backlash is not caused by wear on the bevel gears and/or on
the tapered roller bearings.
- To do the adjustement correctly, the governor must be removed from the gear case
(5.2.5).
5.3.6. VERIFICATION OF GEAR BACKLASH OF DRIVING GEARS – fig. 5.7

The backlash between the driving gear (1 fig. 5.7) and driven gear (2 fig. 5.7) is also
important to keep the engines timing and running correct.
Procedure:
- Keep the gears from turning by bracing the crankshaft/flywheel.
- Check with a dial gauge/ puppitaster the backlash on a tooth of gear (2 fig. 5.7) and
should be between following nominal values.
* Minimum : 0,08 mm
* Maximum : 0,16 mm
Page 14
GOVERNOR Ed. 6 E
5.3.7. DISMANTLING - Fig. 5.7 & 8

- Remove the governor as under 5.2.5.
- Remove the nuts (25) and disconnect the oil pipe (fig 5.7.)
- Remove the gear case
- Dismantle the shafts (1) and (3) with bearing housings (6) and (7) with bevel gears
(4) and (5) by removing the screws (18).
- Remove the nuts (15)
- Pull off the bevel gears with tool 620.084.9005.01.
- Dismantle the tapered roller bearings and shafts.
5.3.8. MAINTENANCE AND CONTROL

Replace the worn parts and if necessary distance washer (9).
5.3.9. MOUNTING - ASSEMBLY

In case, the tapered roller bearings have been replaced. It is necessary to replace the
distance washer (9) to become the necessary backlash in the bevel gears.
- Assemble the gearbox inverse order as 5.3.6.
- Remove the remaining sealant and degrease all mounting surfaces:
* timing gear case - governor gear case
* gear case – governor
- Coat these faces with LOCTITE 574 and spread it with toothed spatula.
- Do the verification of the backlash as given under 5.3.5.
- Mount the governor as under 5.2.6.
Page 15
GOVERNOR Ed. 6 E
5.4. INJECTION PUMP CONTROL MECHANISM.

5.4.1. DESCRIPTION - Fig. 5.9 & 5.10
By means of a coupling rod system (fig. 5.9.) the governor adjusts the required engine
speed or load and keeps it constant between given limits, by deplacing the injection
pump fuel rack by means of an injection pump control mechanism (fig. 5.10).
Two parts are to be considered:

- The coupling rod system of the governor (Fig. 5.9).
* It consists of two levers (3) and (7) connected by a coupling rod (5).
- The injection pump control mechanism (Fig. 5.10).
It consists of:
* a control spindle (14) provided with an excentric lever (7) which is connecting the
spindle to the injection pump fuel rack
* a stop-lever (18) with handle (23)
* a two part collar (15) and (16), torsion spring (17). This lock collar or coupling is
necessary to be able to stop the engine manually by moving the fuel racks to zero
fuel by the stop-lever (18) against the governor by over-riding the action of the
actuator shaft.
Code Jobs
M2-04 Lubricate levers, Injection pump control rack and linkage
of the governor.
Check freedom of the fuelpump rack of the injection pump.
It is very important to keep all moving parts of this system clean and free from
corrosion, this to avoid governing-, start-, stop-, or overspeed problems.
5.4.3. SPARE PARTS

Refer to our spare parts book.
5.4.4. TOOLS
No special tools required.
Page 16
GOVERNOR Ed. 6 E
5.4.5. ADJUSTMENT OF COUPLING ROD ON WW-GOVERNOR

For each engine type of DZC by the manufacturer ABC, the coupling rod is adjusted
during assembly and testing in acc. to next table (fig 5.9).
In no case these values may be modified.
Engine Type (1) Displacement (2)  (%) R (mm) L (mm)

of fuel rod (mm)
6 & 8DZC-900-120 21,5 68,62 58,6 126,6
6 & 8DZC-750-135 21,7 69,26 58,6 126,6
6 & 8DZC-1000-120 22,2 70,85 58,6 126,6
6 & 8DZC-750-150 23,5 75 58,6 126,6
6 & 8DZC-900-135 23,5 75 58,6 126,6
6 & 8DZC-1000-135 24,4 70,11 54,2 127,4
6 & 8DZC-720-166 25,1 72,13 54,2 127,4
6 & 8DZC-750-166 25,1 73,13 54,2 127,4
6 & 8DZC-900-150 25,5 73,28 54,2 127,4
6 & 8DZC-1000-150 26,1 75 54,2 127,4
6 & 8DZC-720-179 26,5 71,49 51,5 128
6 & 8DZC-750-179 26,5 71,49 51,5 128
6 & 8DZC-900-166 26,8 72,30 51,5 128
6 & 8DZC-1000-166 27,8 75 51,5 128
Note:
- The values given under (1) and (2) are theorical values.
- The angle  is the used angle of the governor terminal shaft given in % of the total
angle of 42°.
Page 17
GOVERNOR Ed. 6 E
Fig. 5.9
Page 18
GOVERNOR Ed. 6 E
Fig. 5.7
Page 19
GOVERNOR Ed. 6 E
5.5. HEINZMANN
5.5.1. DESCRIPTION
The digital speed governor Heinzmann consists of 3 main parts: a control unit (1) with
a micro processor controlled actuator (2) and a speed sensor (3) on the engine, placed in
opposition to the tooth rack on the flywheel that pics up the RPM rate of the engine.
Working principle: the microprocessor (CPU) in the digital control unit compares the
signal from the sensor with the preseted desired RPM rate. If there is a deviation then a
new position is calculated by the CPU for the actuator shaft. As source of force the
actuator shaft is driven by a disc anvil motor which on his part drives the control
spindel of the injection pumps by means of gears.
(see sectional views)
Fig 5.11
Page 20
GOVERNOR Ed. 6 E
PART 1 : DIGITAL CONTROL UNIT
DC 162-01-55 DC 162-01-00
Page 21
GOVERNOR Ed. 6 E
PART 2 : ACTUATOR StG 16 – 01
216 180
30 81
38
Füllung Fuel Combustible

100
42°
50
SAE Kerbverzahnung 1/2" - 36
0
HEINZMANN
Serial No.
R
GmbH + C o.
Am Haselbach 1
D-79677 SchÎnau for BasicSystem E
Germany
Telefon: (07673) 8208-0
Telefax: (07673) 8208-88
Range Voltage
Patents pending
66 289
M8
238
Diese Schraube darf nicht verstellt werden!

Never turn this screw!
Ne pas toucher a cette vis!
A B
74
72
18
12
2
11 70 72
79,5
151,5
180
81
Schnitt A-B
38
Füllung Fuel Combustible
100
42°
50
0
125,4
146
HEINZMANN
Serial No.
R
GmbH + C o.
217
Am Haselbach 1
D-79677 SchÎnau for BasicSystem E
Germany
Telefon: (07673) 8208-0
Telefax: (07673) 8208-88
Range Voltage
Patents pending
166
112,7 Diese Schraube darf nicht verstellt werden!

Never turn this screw!
Ne pas toucher a cette vis!
134
Stellgerät ohne Sockel
Page 22
GOVERNOR Ed. 6 E
Sectional view of actuator (StG 16 – 01)
Page 23
GOVERNOR Ed. 6 E
PART 3 : RPM SENSOR (IA 02 – 76)
1. Technical specifications:
Voltage output 0,5 till 10 Volt ~ (AC)
Resistance ± 52 Ohm
Distance to gear 0,5 tot 0,8 mm
2. Clearance of the RPM sensor to the gear:

The distance of the RPM sensor to the teeth head diameter must be 0,5 till 0,8mm.
(The RPM sensor can be screwed against the teeth head diameter and then turned back
1/2 of a turn back.)
3. Dimensions:
Maat L(mm) G
Type 02 – 76 76 M 16 x 1,5
Page 24
GOVERNOR Ed. 6 E

No specific maintenance needs to be done.
5.5.3. TOOLS
No special tools need to be used.
5.5.4. REMOVING OF THE GOVERNOR – Fig. 5.12

* Disconnect the electrical wiring.
* Lower the coupling rod (12) by removing the bolt and nut (20/23).
* In case the lever (15) must be removed, mark the position in regard to the actuator
shaft.
* Lift carefully the governor off from the support.
Page 25
GOVERNOR Ed. 6 E
5.5.5. INSTALLING THE GOVERNOR ON THE ENGINE

* Before installing, the mating surfaces of the governor and the gear case should be
disposed from any remaining sealant and degrease.
* Place the actuator on the support
* Mount levers (10-15) and coupling rod (12) and the electrical connections
* Check if the governor actually can put the injectionpumps in position “zero
injection”. Otherwise take necessary actions.
* 0% actuator position must have a 0 mm injection position on racks.
Remark:
After every disassembly and before start up, a self test (Auto_adjust) needs to be
carried out by the actuator in the Heinzmann programm DC-Desk. This test must be
carried out with DISASSEMBLED injection rack.
5.6. INJECTION PUMP CONTROL MECHANISM.

5.6.1. DESCRIPTION - Fig. 5.12 & 5.13
By means of a coupling rod system (fig. 5.12) the governor adjusts the required engine
speed and keeps it constant between given limits. This is done by deplacing the fuel
rack of the injection pumps. (fig. 5.13)
Two parts are to be considered:

- The coupling rod system of the governor (Fig. 5.12).
* It consists of two levers (10-11) and (15) connected by a coupling rod (12).
- The injection pump control mechanism (Fig. 5.13).
It consists of:
* a control spindle (14) provided with an excentric lever (7) which is connecting the
spindle to the fuel racks of the injection pumps.
* a stop-lever (18) with handle (23).
* a two part collar (15) and (16) with torsion spring (17). This lock collar or
coupling is necessary to be able to stop the engine manually by moving the fuel
racks to zero by the stop-lever (18/23) against the governor by over riding the
action of the actuator shaft
Page 26
GOVERNOR Ed. 6 E
Code Jobs
M2-04 Lubricate levers, Injection pump control rack and linkage
of the governor.
Check freedom of the fuelpump rack of the injection pump.
It is very important to keep all moving parts of this system clean and free from
corrosion, this to avoid governing-, start-, stop-, or overspeed problems.
5.6.3. SPARE PARTS

Refer to our spare parts book.
5.6.4. TOOLS
No special tools are required
5.6.5. ADJUSTMENT OF COUPLING ROD

ABC has tuned the Heinzmann governor and the coupling rod during mounting and on
test bench following the dimensions on fig. 5.12 .
Under no circumstances may these fixed dimensions be altered or changed.
Page 27
GOVERNOR Ed. 6 E
Fig 5.13
CHAPTER 6
CRANKCASE
(Assembly 1 – 31 - 32)
6.1. CRANKCASE. ............................................................................................................................. 1

6.2. THE STUDS OF THE MAIN BEARING CAPS (Fig.6.6). .................................................... 16
6.3. THE MAIN BEARINGS. (Fig. 6.6) .......................................................................................... 18
6.4. CYLINDER BLOCK HOLDING DOWN STUDS. ................................................................ 27
6.5. CRANKCASE BREATHER ELEMENT ................................................................................ 28
Page 1
CRANKCASE Ed. 6 E
6.1. CRANKCASE.
6.1.1. DESCRIPTION (Fig. 6.1.a, b, c & d)
The crankcase is made from nodular cast iron grade GGG 42/50 cast in sand. The
design is of the box construction combining the maximum of rigidity with the
minimum of weight. After casting, internal stresses are released by heat-treatment. All
non-machined surfaces are coated by a rust-preventing epoxy paint. At both sides, the
crankcase is provided with large access doors allowing easy maintenance and/or parts
replacement.
The crankcase can be used, either
- as a dry sump, with a deep oil pan, see fig 6.1.a and 6.1.b.
- or as a wet sump, with an oil sump bolted under the crankcase, see fig 6.1.d
The crankcase also includes:

- removable bearing caps and main bearing shells
- suction basket with filter tray (strainer) and suction pipe
- two oil galleries one on front side, one on back side
- a number of explosion relief valves or crankcase safety valves
- oil filling elbow with strainer and cap on inspection door (fig 6.1.c)
- centrifugal oil filter(s) on inspection door(s)
- an oil dip-stick (wet sump)
Component Mass (kg)

Crankcase complete with oil pan or oil sump - 6DZC 2144
Crankcase complete with oil pan or oil sump - 8DZC 2685
Page 2
CRANKCASE Ed. 6 E
Code Jobs
M1-04 Check position of contamination indicator on oil filters at
operating temperature and nominal speed and replace filter
elements if necessary.
M2-02 Clean centrifugal filter or earlier depending on

contamination.
M4-01 Replace elements of the oil filters.
M5-01 Change engine oil – clean crankcase and replace crankcase

breather element.
Depending application / working conditions / regular oil
analysis may indicate the necessity to replace the oil
change at a shorter / longer interval.
Page 3
CRANKCASE Ed. 6 E
Fig. 6.1a
Page 4
CRANKCASE Ed. 6 E
Fig. 6.1b
Page 5
CRANKCASE Ed. 6 E
Fig. 6.1c
Page 6
CRANKCASE Ed. 6 E
Fig. 6.1d
Page 7
CRANKCASE Ed. 6 E
6.1.3. SPARE PARTS

Fig. n° Ref. n° Description Qty(6DZC) Qty(8DZC)
Common spare parts for fig.
6.1.a - 6.1.b – 6.1.c
6.1.a. 23 Joint 1 1
6.1.d. 10 Joint 1 1
6.1.b. 41 Seal O-Ring 2 2
6.1.b. 42 Joint 12 16
6.1.a. 65 Seal O-ring 1 1
6.1.a. 66 Seal O-ring 1 1
6.1.a. 67 Joint 2 2
6.1.a. 68 Joint 1 1
6.1.c. 6 Joint 1 1
Additional spare parts for wet

sump - fig. 6.1.
6.1.d. 5 Seal O-ring 1 1
6.1.d. 14 Joint 1 1
6.1.d. 30 Joint 1 1
6.1.4. TOOLS
No special tools are needed for. Handling of a crankcase can be done in the best way
according to fig. 6.2 .
Page 8
CRANKCASE Ed. 6 E
Fig. 6.2
Page 9
CRANKCASE Ed. 6 E
Page 10
CRANKCASE Ed. 6 E
6.1.5. DISMANTLING - Fig. 6.3.

It is not necessary to dismantle the crankcase completely unless it has to be exchanged.
Required staff: 2 service men and 1 assistant.
As a general guide line, the dismantling can be done as follows:
* empty:
- the water circuit
- the oil circuit (6.1.6.1.)
* remove:
- the exhaust pipes (1) and the water outlet manifold (2)
- the cylinder heads (chapter 1) and air manifold
- the pistons with connecting rods (chapter 2)
- the air cooler (3) turbo charger (4) and its supports
- the timing gear case (5) with governor case and governor
- the camshaft gear wheel (7)
- the oil filters (8), pipe work and support
- the control box and support (9)
- the fuel filters (10), pipe work and support
- the water pump(s) (11) and pipe work
- the oil pump(s) - (12)
- the pump gear case (13)
- the oil filling elbow (20)
* disconnect:
- all remaining pipe work between cylinder housing and crankcase such as
camshaft lubricating feed pipe
- the cylinder bloc from the crankcase (chapter 3)
* attach tool 610.084.3200.10 to the cylinder housing and raise it (chapter 3)
Attention: The cylinder housing may be somewhat out of balance.
Pose it on solid cross supports.
* remove:
- the flywheel (16) and upper & lower side covers (17)
- the vibration demper (18) and intermediate flange (19) (dismountling the
vibration damper is not strictly necessary but in this case the intermediate
flange must be taken from it pins and temporary attached to the damper)
- the distribution intermediate gear and support and oil pipes
- the luboil pipe to the main bearings and bearing caps with upper shell.
- lift out the crankshaft
- Note: protect the crankpins by interposing of soft materials (plastic,
rubber, leather,...)
Page 11
CRANKCASE Ed. 6 E
* Release the crankcase from the bed-plate or chassis by removing the foundation
bolts. Remove all remaining fittings, luboil galeries and oil pan or oil sump.
6.1.6. MAINTENANCE
6.1.6.1. Change the engine oil (fig. 6.1.a, b, c, d, 6.3. & 6.4.)
Draining the oil: (see also Operating Manual chapter 5)
Allow the oil to drain out by opening or removing:
- dry sump:
The plugs (26) or covers (28) on the separate oil tank (fig.6.3.) The plugs (10)
fig(6.1.a) if accessible or plug (66) for the deep pan. If not accessible the crankcase
must be emptied through the inspection doors (p.e. by a separate pump)
- wet sump:
The plugs (30) if accessible. If not, the crankcase must be emptied through the
inspection doors (p.e. by a separate pump)(Fig.6.1.b)
- oil filters :
The plugs (12). Place a suitable recipient under the filter cases to collect the oil
- oil cooler :
The lower plugs. Collect the oil
Cleaning: (see also Operating Manual chapter 5)

Cleaning is preferable carried out by means of a brush with gasoil (pressure jet is also
allowed)
Drying can be done by a sponge or fluffless rag.
- clean the separate oil tank through the covers
- clean the crankcase and/or oil sump or oil pan
- the oil filling elbow
- the centrifugal filter (fig. 6.5. and Operating Manual chapter 5)
- replace the elements of the twin luboil filters and clean the filter cases (fig. 6.4. and
Operating Manual chapter 5)
Page 12
CRANKCASE Ed. 6 E
6.1.6.2. Filling with fresh oil.

Consult the "Operating Manual" for the list of recommended luboils .
Replace all plugs or removed covers
- Dry sump:
Fill up the oil tank to max. level (sight glass or dipstick). The crankcase, by the way
of the filling elbow, pour approx. 10 litres per cylinder. By means of the hand pump,
fill up the oil circuit and release the air from the twin oil filters (see "Operating
Manual”) When the engine is put in service again, repeat the air venting on the twin
luboil filters. (The oil cooler is self venting). Check oil level after first stand still and
add al if required.
- Wet sump:
Fill up the oil sump to max. level (dipstick) By means of the hand pump, fill up the
oil circuit and release the air from the twin oilfilters. When the engine is put in
service again, repeat the air venting on the twin luboilfilters (the oil cooler is self
venting). Check oil level after first stand still and add oil if required.
REMARK:
The centrifugal oil filter and the twin element oil filter are cleaned according the
"Operating Manual" Chapter 5. However, special attention must be given to the oil
filter. The elements are mounted between a lower and an upper cover. This upper cover
is provided with a 2 rubber seal O-rings (6). It is most important that this seal ring is
strongly attached to the cover. If not, bound it with strong bounding such as cyano -
acrylate.
Page 13
CRANKCASE Ed. 6 E
Fig. 6.4
Page 14
CRANKCASE Ed. 6 E
Fig. 6.5
Page 15
CRANKCASE Ed. 6 E
6.1.7. ASSEMBLY (fig 6.3.)

As a general guide line assemble in reverse order from dismantling
See other chapters for mounting other components:
- cylinder heads (chapter 1)
- pistons and con rods (chapter 2)
- cylinder housing (chapter 3)
- crankshaft and vibration damper (chapter 7)
- timing gear (chapter 8)
- pump gear case and pumps (chapter 9)
REMARK:
A lot of components such as covers; oil pan, oil sump, flywheel side covers, gear case
intermediate flange, pump gear case, timing gear case, governor gear case, between
cylinder housing and crankcase, are mounted with sealant "LOCTITE 574".
Page 16
CRANKCASE Ed. 6 E
6.2. THE STUDS OF THE MAIN BEARING CAPS (Fig.6.6).

6.2.1. DESCRIPTION
These studs are secured in the main bearing webs of the crankcase by means of Loctite.
Their purpose is to secure the bearing caps.
6.2.2. TOOLS
Code Description
620.083.1600.03 Torque spanner with sockets and accessories (tightening
stud nuts)
6.2.3. DISMANTLING THE MAIN BEARING CAPS

Remove the nuts and lift off the caps. The studs should not be removed.
6.2.4. ASSEMBLY OF THE MAIN BEARING CAPS

Consult the tightening torque table for the tightening of the nuts.
Be sure that contact faces between cap and crankcase are clean.
Page 17
CRANKCASE Ed. 6 E
Fig. 6.6
Page 18
CRANKCASE Ed. 6 E
6.3. THE MAIN BEARINGS. (Fig. 6.6)

6.3.1. DESCRIPTION
The bearing is in two half shells, an upper (2) and a lower shell (1). Identical shells are
used for all bearings: the intermediate (3 fig 6.1a), the larger intermediate (4 fig 6.1a) -
and the guide (2 fig 6.1a) bearing cap. The shells are located in their place by lugs
engaged in notches machined in the housing. The guide bearing is provided, in addition
to the shells with two semi-circular thrust rings (3), for locating the crankshaft in axial
position.
Component Mass (kg)

Lower shell 0.8
Upper shell 0.7
Thrust ring 0.5

Code Jobs
O2-05 Check the condition of the main bearings, inclusive axial
bearing. Renew if necessary.
O3-01 Replace the main bearings and axial bearing.
6.3.3. SPARE PARTS
Fig. n° Ref. n° Description Qty/6DZC Qty/8DZC

6.6 1 Lower main bearing shell 8 10
6.6 2 Upper main bearing shell 8 10
6.6 3 Halve thrust ring 2 2
Undersize main bearing shells
Oversize thrust rings
Page 19
CRANKCASE Ed. 6 E
REMOVING OF LOWER MAIN BEARING SHELL
Fig. 6.7
6.3.4. TOOLS
Code Description
*620.084.1500.01 Tool for mounting main bearing shells
*620.084.7300.01 Carrier for dismounting / mounting main bearing shell

6.3.5. DISMANTLING (Fig. 6.7)

The main bearing shells can be removed without dismantling the crankshaft.
- Disconnect the oil pipe to the bearing cap
- Loose the nuts and take away the bearing cap
- Lift out the upper shell, using special tool 620.084.1500.01
- Rotate the crankshaft untill the oil bore becomes visible
- Place the carrier 620.084.7300.01 in the bore
- Rotate now the crankshaft in the right way to free the lug from its notch
(the lugs on upper and lower shell are at the same side)
- Continue turning untill the lower shell is completely free.
Page 20
CRANKCASE Ed. 6 E
6.3.6. MAINTENANCE
6.3.6.1. Measuring the clearance (Fig.6.8) with crankshaft in place.

Disconnect the oil pipework and remove the bearing cap and upper bearing shell. Place
a strip of "Plastigage" in the shell and reinstall it.
(A). Remove it again and measure the clearance by means of the "Plastigage" scale
(B). "Plastigage" material can be obtained from the following address :
Perfect Circle Corporation
HAGERSTOWN Indiana U.S.A.
or from local "Perfect Circle" distributors.
6.3.6.2. Clearance and limits of wear.
The clearance indicates indirectly the combined wear of the crankshaft and bearing
shells.
1. Clearance between the crankshaft and the main bearing shells.
OD, R1, R2 (A – Fig. 6.9)
Type X (OD) Clearance 0.11 - 0.20 mm
Type Y (OD), R1 , R2 Clearance 0.19 - 0.28 mm
Replacement of main bearing shells:

- At 48000 hours (overhaul O3-01) by normal wear the main bearing shells have to be
replaced.
- ABC advises replacement of main bearings shells after dismantling of a bearing cap.
CAUTION
is not advisable.
- When the bearing shells need to be replaced eighter by inspection (see 6.3.6.3) or
normal wear it is necessary replacing them in pair. Always replace both the upper
and the lower bearing shell.
Page 21
CRANKCASE Ed. 6 E
Undersize bearings:
When the main bearings dimensions of the crankshaft (A see Fig 7.3 – Chapter 7:
Crankshaft) reach beyond the wear limit (LW), the crankshaft can be reworked for
which undersize bearings can be fitted. See the spare parts list (Sect. DZ.004) for the
ordering codes.
2. Clearance between the crankshaft and the thrust bearing

OD, R1, R2 (B – Fig. 6.9) LW
Clearance 0.12 - 0.28 mm 0.4 mm
When the LW figure is exceeded, it is necessary to repeat the measurement using new
thrust bearings. Two cases are possible:
* If the clearance is less than the LW figure, the engine can continue to work with
the new bearing.
* If the LW figure is still exceeded, it is necessary to have recourse to "oversize"
thrust bearing, size Rl, R2 .
3. Journals
When the limits of wear of the thrust bearing (See fig. 6.9) is measured, it is highly
recommended that the deflection of the crankshaft is also measured. See “7.1.8.
Verification of the crankshaft deflection”.
Page 22
CRANKCASE Ed. 6 E
6.3.6.3. Visual inspection of the main bearing shells.

The bearing shells used are of the tri-metal type. Inspection can only be done by skilled
personnel by visual inspection.
Clean the shells by means of a soft cloth.
Examine very carefully the anti friction coatings. Any shell must be exchanged in the
following circumstances:
- if the coating is loose
- if there is damage (severe scratching or many grooves due to dirt or particles)
- Minor roughness or slight wear do not necessitate the replacement of the shell.
Slight cavitation around the oil bore and in the roundings of the lugs do not
necessitate the replacement.
- Nevertheless ABC advises the replacement of the bearing shells after dismantling
of a bearing cap of the crankcase.
Attention:
- At 48000 hours (overhaul O3-01) by normal wear the main bearing shells have to
be replaced.
- ABC advises replacement of main bearings shells after dismantling of a bearing
cap.
CAUTION
is not advisable.
- When the bearing shells need to be replaced eighter by inspection or normal wear
it is necessary replacing them in pair. Always replace both the upper and the
lower bearing shell.
Page 23
CRANKCASE Ed. 6 E
Fig. 6.8
Page 24
CRANKCASE Ed. 6 E
LIMITS OF WEAR OF THE MAIN BEARING AND THRUST BEARING
Page 25
CRANKCASE Ed. 6 E
6.3.7. ASSEMBLY OF THE BEARING SHELLS (Fig. 6.10)

Required staff : 1 service man and 1 assistant.
- pay particular attention to the cleanness of the shells, at the back as well as in the
bore.
- place the carrier 620.084.7300.01 in the oil-bore in the crankshaft.
- place the lower shell in the assembly tool 620.084.1500.01 .
- install the assembly tool, paying attention to the lug.
- rotate the crankshaft to slide the shell into place.
- remove the assembly tool.
- fit the upper bearing shell and the cap.
- Tighten the nuts with a torque wrench to the specific torque to be found in the
tightening torque table. (See chapter General)
6.3.8. VERIFICATION AFTER ASSEMBLY

Verify:
- the alignment of the crankshaft ( see chapter 7)
- the clearance between the crankshaft and the thrust bearing, by means of a dial
gauge.
- the clearance between the crankshaft and the main bearing shells (6.3.6.2.)
Page 26
CRANKCASE Ed. 6 E
ASSEMBLY OF LOWER MAIN BEARING SHELL
Fig. 6.10
Page 27
CRANKCASE Ed. 6 E
6.4. CYLINDER BLOCK HOLDING DOWN STUDS.

6.4.1. DESCRIPTION
These studs hold the cylinder block down on the crankcase. They are made of high-
tensile steel.
They are secured in the crankcase with "Loctite" and the nuts are tightened in 3 times
according to the angular displacement method. New studs have to be pretightened a
first time in order to reduce initial setting (see chapter 3).
6.4.2. DISMANTLING
See Chapter 3: “3.1.5 Dismantling” .
6.4.3. ASSEMBLY
See Chapter 3: “3.1.7 Assembling” .
Page 28
CRANKCASE Ed. 6 E
6.5. CRANKCASE BREATHER ELEMENT

6.5.1. DESCRIPTION (Fig. 6.11)
The crankcase breather element has the function of collecting any oil that has been
evaporated from in carter during operation. The filter element collects the oil from the
oil mist and resends it to a collector where it again drops into the engine carter. This
way the evaporated oil during operation is preserved.
Fig. 6.11
Code Jobs
M5-01 Change engine oil – clean crankcase and crankcase
breather element.
Depending application / working conditions / regular oil
analysis may indicate the necessity to replace the oil
change at a shorter / longer interval.
Page 29
CRANKCASE Ed. 6 E
6.5.3. SPARE PARTS

We refer to the spare parts manual section 032.
6.5.4. TOOLS
No specific tools are required.
6.5.5. MAINTENANCE (Fig. 6.11)

Replacement of the breather filter element (5) consists of the following procedures:
- When the engine has cooled down remove knob (4) with joint (6) from the assembly.
Replace the joint if damaged.
- Remove bolts (15).
- When this has been done, the cover (2) can be carefully lifted.
- Make sure not to damage the Seal O-ring (7). Check the condition of the O-ring,
replace if necessary.
- When the top cover is removed, the filter element (5) is visible. Replace with a new
filter element.
- Check the condition of oval joint (12), replace if necessary.
- Place back the top cover (2). For this grease in the O-ring (7) with a grease like
CERAN WR2 (Total) or equivalent.
- When the cover is good in place over the central chaft (3). Place back the joint (6)
and knob (4) and tighten it.
- Place back bolts (15).
CHAPTER 7
CRANKSHAFT
(Assembly 6 – 29 – 93)
7.1. CRANKSHAFT............................................................................................................................ 1
7.2. TORSIONAL VIBRATION DAMPERS. ................................................................................ 11
7.3. HASSE & WREDE DAMPER – VISCOUS DAMPER ......................................................... 11
7.4. FLEXIBLE PUMP DRIVE ....................................................................................................... 21
7.5. GEISLINGER DAMPERS – SPRING COUPLED DAMPER ............................................. 24
7.6. GEISLINGER FLEXIBLE PUMP DRIVE ............................................................................. 41
7.7. SECONDAIRY POWER-TAKE-OFF (PTO) ......................................................................... 45
Page 1
CRANKSHAFT Ed. 6 E
7.1. CRANKSHAFT.
7.1.1. DESCRIPTION (fig.7.1. and 7.2.)
The crankshaft is forged, in one piece and made from chrome-molybdenum steel alloy.
Oil passages are bored within the crankshaft and are highly polished. Additional
borings necessary during machining are closed by plugs (5).
At the power take off end, the crankshaft is provided, integrally with a flange for
attaching the flywheel.
The flywheel is carrying the flexible coupling which type is depending upon the
application of the engine.
The timing gear is mounted on the crankshaft between main bearing nr. 0 (additional
bearing) and main bearing nr. 1 (cylinder 1). This gearwheel is in two halves and has
helicoidal cut teeth.
The free end of the crankshaft consists of a cone 1/80 provided for the torsional
vibration damper which is mounted by hydraulic expansion following the SKF system.
The vibration damper, is foreseen with an elastic coupling on which the pump driving
gear is mounted. This gear has helicoidal cut teeth.
The crankshaft for the 6DZC engine (Fig.7.1.) is carrying 4 balance weights and the
crankshaft for the 8DZC (Fig. 7.2.) is carrying 8 balance weights. The balance weights
are attached by dynamic screws (3).
The flange on the primary part of the damper can be provided with an extension shaft
for a secondary power take-off by means of flexible coupling. Then a supplementary
shaft bearing is foreseen on the pump driving gearcase.
Component Mass (kg)

Crankshaft 6DZC 980
Crankshaft 8DZC 1386
Page 2
CRANKSHAFT Ed. 6 E
Page 3
CRANKSHAFT Ed. 6 E
Page 4
CRANKSHAFT Ed. 6 E

Code Jobs
M6-08 Measure complete crankshaft deflection.
7.1.3. SPARE PARTS

As 7.1.2., for spare parts see chapters 2 and 6.
7.1.4. TOOLS
Code Description
* 620.084.9003.02 Crankshaft deflection gauge
* special tools, not standard delivered with the engine (only delivered on request)
7.1.5. DISMANTLING.
The crankshaft needs to be removed only if it has to be reworked, repaired or
exchanged, or if the crankcase has to be exchanged. The dismantling procedure is as
indicated for the crankcase (chapter 6).
7.1.6. MAINTENANCE (Fig. 7.1. and 7.2.)

7.1.6.1. Cleaning and examination.
- Remove the plugs (5) and clean the oil-bores with a tube brush of synthetic material.
- Pass a rolled-up fluffless cloth through the oil bores, make certain that nothing
remains in the holes.
- Clean plugs and place back with Loctite 275 or equivalent.
- Thoroughly examine the crankshaft on cracks by means of organol red or Magnetic
flux control, in this case the crankshaft must be degaussed afterwards.
This examination must particularly be concentrated to the radii between:

- crank webs and journals
- crank webs and crank pins,
- flange for flywheel and journal
- crank web and cone for damper
Page 5
CRANKSHAFT Ed. 6 E
- Also corrosion or pitting in this area is not acceptable and must be elminated by
polishing or even by local machining.
- Scorings -and or other minor degradations on the journals and crank pins may be
corrected by means of emery cloth, use fine grain n° 300 to 400, soaked in oil. Final
polishing by very fine polishing cloth or "Scotchswitch" pads should be used.
- Thoroughly clean the crankshaft with a clean cloth. Take care to protect the
crankshaft from rusting.
7.1.6.2. Limits of wear (Fig. 7.3)

Measure the main bearing journals and the crank pins with a micrometer. Measure first
the taper and ovality and compare the values with those given under fig. 7.3.
Next measure the diameters and compose the average of the four measurements with
the LW (limit of wear) figure.
Check the distance (between the thrust faces)
NOTE:
Observe whether the sizes are the originals or the first or second rework dimensions. If
reworking is found to be necessary, consult the spare part list, in order to machine to
the dimensions of the undersize bearing shells or oversize thrust rings.
Deflexion or bending of a crankshaft should not be measured when it is supported on
two points. The right why is to measure the crankshaft supported on bearings mounted
in a crankcase both in good condition. From the precision of such measurements it is
recommanded to contact our representative, the after sales dept. or technical dept. of
ABC .
Page 6
CRANKSHAFT Ed. 6 E
Page 7
CRANKSHAFT Ed. 6 E
7.1.6.3. Reworking of the crankshaft.

It is recommended that this work should be undertaken by ABC or by another
specialized company. Verify after reworking :
- The parallelism of the crank pins relative to the axis of the crankshaft, max. deviation
0,03 mm on 80 mm distance.
- The parallelism of the journals relative to the axis of the crankshaft, max. deviation
0,03 mm on 90 mm distance.
- The co-linearity of each main journal relative to those of the two adjacent main
journals: max. deviation 0,03 mm.
- The co-linearity of any main journal relative to that of any other main journal: max.
deviation 0,06 mm.
7.1.7. ASSEMBLY.
- Thoroughly clean the bearings shells. Put the lower shells in position in the
crankcase.
- Remove any protective coating from the crankshaft, wash it with gasoil and lubricate
it with clean engine oil before putting in place.
- Clean the oil-bores with a tube brush of synthetic material. Pass a rolled-up fluffless
cloth through the oil bores, make certain that nothing remains in the holes.
- Clean plugs and place back with Loctite 275 or equivalent.
- Install the thrust rings and proceed with the assembly of the upper bearing shell,
caps, etc. (see chapter 6)
- Finally, verify the crankshaft deflection. See 7.1.8 .
Page 8
CRANKSHAFT Ed. 6 E
7.1.8. VERIFICATION OF THE CRANKSHAFT DEFLECTION.

The deflexion must be verified whenever the bearing shells or the crankshaft have been
removed. Normally, the faces of the crankwebs are provided with depressions for the
pointers of a dialgauge. In the other cases, such places must be marked at distances of
R + D/2 , as indicated in Fig. 7.4 .
Place the two pointers of the dial gauge on the marked places and adjust the needle
reading to +20 (this setting is better than 0, because it evades any error of the
interpretation of positive and negative readings).
Rotate the dial gauge several times around its own axis and observe whether the
reading changes. If it remains constant, the measurement may proceed, otherwise it is
necessary to verify the arrangement (measuring places, pointers, dial gauge,etc.).
7.1.8.1. Measurement of the deflection: engine dismantled.

If the crankshaft has been reworked or exchanged, that is to say, after the engine has
been dismantled, the measurements are to be made at four positions as indicated in the
sketch below.
Turn the crankshaft slowly and make the measurements at four places.
It is good practice to repeat the measurements, turning the

crankshaft in the opposite sense and comparing the figures with
the first set. Compare the results of the measurements with the
figures of graph. Fig. 7.4.
7.1.8.2. Measurement of the deflection: engine assembled.

When the engine is assembled, the measurements are to be made at five places, as
indicated in the sketch.
The average of the measurements at 1 and 5 may be reduced to
one figure. Compare the figures obtained with those on the
graph. Fig. 7.4. Take care that the connecting rod does not touch
the dial gauge.
Page 9
CRANKSHAFT Ed. 6 E
Page 10
CRANKSHAFT Ed. 6 E
7.1.8.3. Tolerances.
See graph Fig. 7.4
NOTE:
Because of the mass of the flywheel, a greater deflection will be measured for cylinder
n°1. Same remark in case the torsional vibration damper is mounted to the crankshaft
without additional bearing (i.e. in this case at the cylinder the closest to the damper).
Page 11
CRANKSHAFT Ed. 6 E
7.2. TORSIONAL VIBRATION DAMPERS.

choise between different torsional vibration dampers, namely spring blade type
Geislinger and viscous type Hasse & Wrede. (We refer to the Operating Manual or to
the Description and Applications Manual).
7.3. HASSE & WREDE DAMPER – VISCOUS DAMPER

7.3.1. DESCRIPTION
The torsion vibration damper damps the torsion vibration using the effect of the silicon
oil as a powerful elastic coupling between the secundair (inertia ring) and primair
(housing) mass.
When the crankshaft rotates without torsion vibration, the inertia ring rotates without
any slip in the housing. When there arise some vibrations, there will be a relative
movement between the housing and the ring. This results in alternating elasticities in
the siliconoil. Whole the elasticities over the surface between ring and housing results
in a damping action.
Fig. 7.5
Component: (vibration damper) Mass (kg)
Type ASK 2204A 304
Page 12
CRANKSHAFT Ed. 6 E
Fig. 7.6
Page 13
CRANKSHAFT Ed. 6 E
Fig. 7.7
Page 14
CRANKSHAFT Ed. 6 E
7.3.2. RECAPITULATION OF MAINTENANCE JOB

Code Jobs
O1-04 For viscous damper, sample of silicon oil of damper to be
analysed.
O2-09 Complete overhaul of a viscous vibration damper.

After 24000 running hours an oil sample needs to be taken of the fluid in the damper.
This to check the condition of the damper. Under 7.3.5.5. the complete procedure can
be found for extraction of an oil sample. Sample containers can be requested at ABC or
directly at Hasse & Wrede.
7.3.3. SPARE PARTS

Fig. n° Ref. n° Description Qty/damper
7.6 13 Nylon ring 1
7.3.4. TOOLS
Code Description
626.084.3500.01 Tools for mounting and dismounting vibration damper
- Hasse & Wrede ASK 2204A
- Geislinger type D72/20/2
100.933.016.000 Lifting eye bolt M16 DIN 580
Page 15
CRANKSHAFT Ed. 6 E
7.3.5. MAINTENANCE
Complete overhaul of the damper is only necessary in case of severe wear, broken parts
or damage. We advise you to send the damper to engine-builder or vibration damper
producer, bearing in mind the difficulty of the task and special tools you will need.
7.3.5.1. Dismounting of the damper from the hub (Fig 7.6 – 7.7)
- Before we can reach the damper, previously following parts must be removed or
dismounted:
* Oil filter and its support - oil pipes and connections
* Control panel and its supports - wiring and connections
* The waterpumps, eventually the oil pumps (chapter 9)
- Before removing the pump driving gearbox with all connections, remove plug (15)
from the flange bearing support (6) and remove the 6 fixing bolts (17) through the
opening in the flange. Following this screw in 2 bolts M8x40 to be found in
opposition to each other (see fig 7.7).
- Remove the pump driving gearbox with all connections (chapter 9).
- The flexible spring coupling with its gear is visible.
- Remove the 2 bolts M8x40 from the flexible spring coupling. (see fig. 7.7)
- Unscrew all 16 bolts (16) to remove the whole flexible spring coupling from off
coupling boss (12).
- The viscous damper is now visible.
- Unscrew the 8 bolts (18) from the damper.
- To safely remove the damper, first mount a lifting eye bolt M16 (100.933.016.000)
in one of the M16 threads beside the mounting holes of bolts (18). The other M16
thread can be used by another bolt M16x30 to push the damper evenly off the hub
when the eye bolt is completely screwed in.
- Secure the damper with the screwed in eye bolt with a rope to a tackle. Bring some
tension to the rope. The rope and the tackle must be able to lift a load of at least 350
kg.
- Pull the damper of the boss and place on a wooden surface.
Page 16
CRANKSHAFT Ed. 6 E
7.3.5.2. Dismounting hub from the crankshaft (Fig 7.2 - 7.8a)

When also the hub (12) needs to be removed, tool 626.084.3500.01 can be used
together with a hydraulic hand pump and the injection kit.
Use following procedure:
- Install the tool assembly 626.084.3500.01 according to Fig.7.8a .
(Dismounting damper / hub)
* Unscrew plug (14) and cone plug ¼”G (6 - Fig. 7.2) out of the crankshaft.
* Screw the tie-rod(l) in the central thread in the crankshaft.
* Slide over the tie-rod:
- the distance bush (2).
- the hydraulic jack with thrust piece (3) provided with an extracting plate
(4).
- the knurled nut (5).
* Connect the oil injection kit to the provided hole 1/4"G in the crankshaft.
(The extracting plate (4) is provided with a sleeve hole with diameter of 40 mm to
clear the high pressure pipe of the oil injection kit).
* Fit the extracting plate with the 11 screws (6) to the damper inner star.
FOR SECURITY! :The knurled nut(5) is mounted at a clear distance of approx.
25 mm from the hydraulic jack body; this nut is used as a stop to avoid jumping
away from the damper when it is releasing from the crankshaft cone.
* Connect the hand pump to the hydraulic jack and the high pressure pipe to the oil
injection kit and bring both pumps under pressure.
- Prime the pumps until the hub releases. The oil injection kit gauge reaches pressures
from 1400 to 1650 bar herefor for releasing the hub. On the hydraulic piston,
pressures of 160 to 200 bar are applied for release.
ATTENTION :
Generally, the hub is released suddenly, all at once.
- Remove tool 626.084.3500.01 and then remove the hub from the cranckshaft.
Remark:
When both the damper and the hub need to be dismounted,the procedure above can be
used while the damper is still on the hub (12). Attention needs to be taken to slightly
tighten the rope of the tackle while using the tool 626.084.3500.01 . as indicated in
7.3.5.1 .
Page 17
CRANKSHAFT Ed. 6 E
7.3.5.3. Mounting hub on the crankshaft (Fig 7.8b)

- Inspect the cone of the crankshaft and polish with fine emery cloth. Inspect and
polish, if necessary, also the collar against which the damper is applied. Clean with a
fluffless cloth and oil slightly.
Place the nylon ring (13) over the crankshaft cone and apply it against the
collar, perhaps with some grease to keep it on its place during assembling
of the damper.
- Move the hub over the crankshaft cone and push it as far as possible over the cone.
- Install the tool assembly 626.084.3500.01 according to fig. 7.8b
(mounting of the damper / hub)
* Screw the tie-rod (1) in the central thread in the crankshaft.
* Slide over the tie-rod,
- the thrust plate (7) with slot for clearing the high pressure pipe.
- the hydraulic jack with thrust piece
- the knurled nut (5)
* Connect the oil injection kit to the provided hole 1/4"G in the crankshaft.
- Tighten firmly the knurled nut (5) by hand.
- Connect the hand pump to the hydraulic jack and give some pressure to slide the hub
partly over the crankshaft cone.
- Increase the pressure on the injection kit and do evenso on the hand pump to slide the
hub further over the cone. Go on with this action on both pumps until the damper is
applied firmly against the crankshaft collar.
The oil injection kit gauge reaches pressures from 1400 to 1650 bar. On the hydraulic
piston, pressures of 160 to 200 bar are applied.
To this end check this with a 0.05mm feeler gauge to be certain there is no
space between the hub (12) and nylon collar (13) and between the nylon
collar (13) and the crankshaft.
When the hub is on its final position, release first the pressure of the oil
injection kit, then on the hand pump of the hydraulic jack.
- Remove all tooling.

- Remount the oil circulating plug (14) in the crankshaft.
- Remount cone plug ¼”G (6 - Fig. 7.2) in the crankshaft.
- Remount the flexible gear driving coupling see 7.4 for details.
- Mount the pump driving gear box with all connections (chapter 9).
- Remount the secondary power take off if existent. Remount the water and oil pump
(chapter 9).
- Remount control panel with wiring and connections.
- Remount oil filters and their support. Reconnect oil pipes connections.
Refer to the spare part book for necessary spares, etc.
Page 18
CRANKSHAFT Ed. 6 E
Remark:
When the damper is still on the hub and needs to be mounted, the previous procedure
can be used also. During mounting slightly loosen the rope of the tackle (-> same as for
dismounting) while using the tool 626.084.3500.01 .
Page 19
CRANKSHAFT Ed. 6 E
7.3.5.4. Mounting of the damper on the hub (Fig 7.6 - 7.7)

- Check if the mounting surface is completely clean. Clean with a non-fluffing cloth
and oil.
- Use the same tackle as for dismantling. Screw in the lifting eye bolt M16
(100.933.016.000) into one of the 2 threaded holes M16 in the damper.
- Carefully lift the damper with the tackle. Push the damper carefully over the
mounting surface of boss (12). When the damper is on the mounting surface, loosen
the rope and position while turning the mounting holes on the boss (12).
- Mount the 8 bolts (18) with washers (21) with locktite nr. 243 and tighten crosswise
to a mounting torque of 500Nm (50kgm).
- Mounting of the spring coupling:
* Position and mount coupling using 2 screws M8x40 DIN 912-8.8 (See fig 7.7).
* Mount all 16 bolts M8x20 (16) with loctite nr. 243 with a tightening torque of
25Nm (2,5kgm)
* Mount pump gear casing without bearing journal 620.029.1200.08 .
* Check dimension “C” from front side of pump gear casing till secondary coupling
flange when axial clearance between primary and secondary flange of the
coupling is taken away.
“C” = 50,5 to 52 mm (see detail fig 7.7)
* Check dimension “D” between flange sides of journal and bearing housing.
“D” = 49 00,,64 (see detail fig 7.7)
AFTER MEASURING REMOVE SCREWS NR.2 (detail fig 7.7), THEN
MOUNT 6 FIXING BOLTS (17) (with Loctite nr. 243 on a tightening torque of
120Nm (12kgm)) THROUGH THE OPENING IN THE FLANGE.
- Place back plug (15) of the flange.
Page 20
CRANKSHAFT Ed. 6 E
7.3.5.5. Taking oil sample of torsional vibration damper

Procedure:
- To make extraction of the oil sample more easy, the engine is preferably
still hot, the viscous oil is then fluid. Take the sample as soon as possible
after engine standstill. Make sure to make use of the necessary personel
protective equipment such as gloves, goggles,... to avoid personal injury
from the hot engine (+80°).
- Remove the rectangular cover (1) from the pump gearbox.
- Turn the flywheel until you can see the extraction plug (2).
- Prepare the sample container (6) by removing one of its caps (7).
- Remove the extraction plug (2).
- Replace the extraction plug by the sample container.
- If the container is put in and meets the inertia ring (5), unscrew
the sample container one revolution.
- unscrew the second cap (7) from the sample container.
- Wait until silicon fluid begins to flow out of the free end of the sample container (8).
- Screw the cap back on and remove the sample container.
- Screw the second cap back on the sample container.
- Clean the surface, renew the sealing (4) and screw the plug (2)
back in.
- Tighten the plug with 20 Nm.
- Seal both plugs (2) by caulking their grooves (position indication).
- Fill out the complete label inserted with the sample container.
- Attach the label to the ABC maintenance document.
Remark: Max. 10 samples may be taken from the same damper.
Each container has a volume of 1 cm³.
Page 21
CRANKSHAFT Ed. 6 E
7.4. FLEXIBLE PUMP DRIVE

7.4.1. DESCRIPTION (fig 7.6)
A flexible coupling, on which the pump driving gear is mounted, is fixed against the
flange or lateral plate of the vibration damper. This flexible coupling is a spring blade
coupling with similar principle as the damper itself. The outer clamping ring, the lateral
plate and the intermediate plates form the outer parts, which are solidly mounted on the
damper. The luboil is that of the engine and is fed over the damper to the coupling.

Code Jobs
O2-12 Complete overhaul of flexible pump drive.
7.4.3. SPARE PARTS

7.6 4 Spring 12
7.4.4. TOOLS
Code Description
620.084.3400.01 Tool for mounting and dismounting compression springs
flexible gear driving coupling
Page 22
CRANKSHAFT Ed. 6 E
7.4.5. MAINTENANCE
7.4.5.1. Dismounting
To remove the flexible gear driving coupling, follow procedure described in 7.3.5.1
without removal of the damper.
7.4.5.2. Dismantling (fig 7.6)

After the removal of the flexible gear driving coupling, the coupling can be dismantled
as follows:
- Unscrew the 6 bolts (5) to remove fastening flange (1).
- Now the springs are visible. In order to remove the springs use tool 620.084.3400.01
as indicated in figure 7.9 .
Fig. 7.9
- Remove all the springs that have come loose.
- Remove the tool 620.084.3400.01 .
- Now the last springs can be removed from the assembly and the 2 rings (1) & (2) are
seperated.
7.4.5.3. Inspection of the internal parts of the coupling

- Clean the complete assembly to remove dirty oil or sludge or metal particles.
- Inspection to be carried out on following parts:
* Spring pack: check if there are no broken springs replace if necessary.
* Inspection of the internal surfaces of the spring mounting sections.
* Inspection of the gear.
Check the contact surface with the vibration damper, small scratches or grooves should
be removed with fine sandpaper.
Page 23
CRANKSHAFT Ed. 6 E
7.4.5.4. Assembling (Fig. 7.6 – 7.9)

- Place flange (3) on a wooden surface with the mounting holes for the springs
upward.
- Place the primary flange (2) with the flat surface into the flange (3) and with its
flanged side upward.
- Grease in the hollow mounting spaces for the springs.
- Insert the first set of 6 compression springs alternating into the spring mounting holes
starting between 2 visible threaded holes in flange (2) and (3). (See Fig 7.9)
- Install tool 620.084.3400.01 (like in fig 7.9) and tighten to compress the first set of
compression spring that are installed.
- Insert the second set of 6 compression springs into the remaining hollow mounting
spaces.
- Release the tool 620.084.3400.01 .
- Place flange (1) on top of the assembly with its flat side upward with the countersunk
holes visible.
- Mount the 6 bolts (5) with Loctite nr. 270 and tighten on a tightening torque of
69Nm (6,9kgm)
7.4.5.5. Mounting (Fig 7.6)

To mount the flexible gear driving coupling, follow procedure described in 7.3.5.4
starting from: “ - Mounting of the spring coupling:”
Page 24
CRANKSHAFT Ed. 6 E
7.5. GEISLINGER DAMPERS – SPRING COUPLED DAMPER

7.5.1. DESCRIPTION ( Fig. 7.10)
The vibration damper, of the GEISLINGER type, is located on the free end side of the
engine within the pump driving gear case and is mounted on the crankshaft cone by
hydraulic expansion.
The working principle is based on:
- a tuning effect obtained by connecting the inner star (8) and the outer parts flange
and/or lateral plate (1) + (6), tightening ring (3) and intermediate ring (2) by means
of spring packs (5).
- a damping effect obtained due to the pumping of lub oil from one side of the spring
pack to the other side due to the relative displacement between inner and outer parts.
The luboil is that of the engine and is fed to the damper through a bore in the
crankshaft.
Component: (vibration damper, flexible coupling) Mass (kg)

Type D50/1/1 + C41/2/58U 171
Type D50/2 + C41/2/58U 171
Type D63/62 + C44/2/98U 296
Type D72/66/1 + C44/2/98U 449
Code Jobs
O2-16 Check condition of Geislinger flexible pump drive.
Renew if necessary.
O3-03 Complete overhaul of Geislinger torsional vibrations damper.
Page 25
CRANKSHAFT Ed. 6 E
7.5.3. SPARE PARTS

7.10 -7.11 4 Seal O-ring 1
7.10 -7.11 5 Seal O-ring 1
7.10 -7.11 8 Seal O-ring 2
7.10 -7.11 9 Seal O-ring 2
7.10 -7.11 11 Nylon protection ring 1
7.5.4. TOOLS
Code Description
* 620.084.3500.02 Tools for mounting and dismounting vibration damper -
Geislinger type D50 – D63 – D72
* special tools, not standard delivered with the engine (only delivered on request)
Page 26
CRANKSHAFT Ed. 6 E
D50/1/1 – D50/2
Fig. 7.10
Page 27
CRANKSHAFT Ed. 6 E
D63/62 – D72/66/1
Fig. 7.11
Page 28
CRANKSHAFT Ed. 6 E
7.5.5. MAINTENANCE.
7.5.5.1. Removing the damper from the engine - Fig. 7.10 - 7.11 – 7.12
- Before we can reach the damper, previously following parts must be removed or
dismounted:
* Oil filter and its support - oil pipes and connections
* Control panel and its supports - wiring and connections
* The water pumps, eventually the oil pumps (chapter 9)
* The secondary power-take off, if existing
* The pump driving gearbox with all connections (chapter 9)
- Remove cover (15) with screws (14). Use 2 M10 bolts to pull off the cover. Be
carefull for the sealing O-ring (13).
- Remove cover (10) with screws (12).
- Remove the flexible gear driving coupling from the damper after removing the 36
screws (7) and disc springs (6).
- Keep care of the seal-O-rings (4) and (5).
- Install lifting eye appliance delivered therefore by Geislinger following lifting
instructions by Geislinger (see fig 7.11) and specific tightening torque per damper.
* For damper D50/1/1, D50/2; tighten eye bolts on a torque of 40Nm
* For damper D63/62, D72/66/1 ; tighten eye bolts on a torque of 60Nm
Fig. 7.12
Page 29
CRANKSHAFT Ed. 6 E
- Secure the screwed in eye bolts with a rope to a tackle. Bring some tension to the
rope. The rope and the tackle load limit must be adequately high to lift the damper
masses as mentioned in 7.5.1. .
- Install the tool assembly 620.084.3500.02 according to Fig.7.13a
(dismounting of the damper):
* Screw the tie-rod(l) in the central thread in the crankshaft.
* Slide over the tie-rod:
- the distance bush (2).
- the hydraulic jack with thrust piece(3) provided with an extracting plate
(4).
- the knurled nut (5).
* Unscrew cone plug ¼”G (6 - Fig. 7.2) out of the crankshaft.
* Connect the oil injection kit with lengthened coupling (9) to the provided hole
1/4"G in the crankshaft (The extracting plate (4) is provided with a sleeve hole
with diameter of 40 mm to clear the high pressure pipe of the oil injection kit).
* Fit the extracting plate with the 8 screws (6) to the damper inner star.
FOR SECURITY! :The knurled nut(5) is mounted at a clear distance of approx.
25 mm from the hydraulic jack body; this nut is used as a stop to avoid jumping
away from the damper when it is releasing from the crankshaft cone.
* Connect the hand pump to the hydraulic jack and the high pressure pipe to the oil
injection kit and bring both pumps under pressure.
- Prime the pumps until the hub releases. The oil injection kit gauge reaches pressures
from 1400 to 1650 bar for damper D50/1/1 and D50/2 and pressures from 1750 to
2000 bar for dampers D63/62 and D72/66/1 for releasing the damper. On the
hydraulic piston, pressures of 160 to 200 bar (for D50/1/1 and D50/2) and pressures
of 200 to 280 (for D63/62 and D72/66/1) are applied for release.
ATTENTION :
Generally, the hub is released suddenly, all at once.
- When the damper is removed form the crankshaft, remove the tooling and place the
damper on wooden beams.
- The tackle can be removed when the damper is fully at rest on the wooden beams.
Page 30
CRANKSHAFT Ed. 6 E
DISMOUNTING DAMPER GEISLINGER
Fig. 7.13a
MOUNTING DAMPER GEISLINGER
Fig. 7.13b
Page 31
CRANKSHAFT Ed. 6 E
7.5.5.2. Dismantling of the damper for inspection - Fig.7.10-7.11

- Pose the damper with its front side on wooden beams, taking care that only the lateral
plate or flange (17) is in contact with the beams.
- Release and remove all screws (18) & (19),
* For D50/1/1 : in total 16 items
* For D50/2 , D63/62 : in total 32 items
* For D72/66/1 : in total 40 items (20x M12, 20x M20)
- Remove the lateral plate or flange (20); the threaded holes used for lifting the damper
(see lifting symbol) may be used to lift up the lateral plate or flange (20) from the
tightening ring (21).
- Again, mount provisionally a few screws (18) & (19) through the intermediate ring
(22) - tighten by hand.
- Turn over the damper and remove the provisionally mounted screws (18) & (19)
from under the damper. Remove the lateral plate or flange (17), now on top, in the
same way as for the piece (20);
- The internal part of the damper is now ready for cleaning and inspection.
7.5.5.3. Inspection of the internal parts of the damper (fig.7.10 - 7.11)

- Clean particularly the small oil holes in the lateral plate or flange (20) and
corresponding oil groove. Do the same for the small oil holes in the inner star (8).
- Inspection to be carried out on following parts:
* Spring pack (25):
Check if there are no broken springs. Inspect the extremity of the spring blades
for wear. A slight pitting is admitted as far as the limit of wear "dimension Z" is
not exceeded - see Fig. 7.14. or the wear limit “W” is not exceeded measured with
the measuring wedge according the used damper.
* Adjusting shims:
Between the spring blades (5) is a brass shim (12). Between the spring blades and
intermediate ring (2) there are adjusting shims (11). Check if these shims are not
damaged, displaced out of their places.
* Intermediate ring(2):
Inspect for damages.
* Inner star (8):
Inspect the notches for the spring blades. A slight pitting is admitted as far as the
limit of wear "dimension Z" is not exceeded see fig. 7.14 . Inspect the inner cone
for scratches or scores, correct with emery cloth. Do the same on the contact face
with the crankshaft.
Page 32
CRANKSHAFT Ed. 6 E
* Flange and/or lateral plate (1) + (6):

Inspect for roughness and possible contact with the spring blades. Remove any
contact marks or roughness by emery cloth.
- If no real damages are found, a further dismantling of internal damper parts is not
necessary, of course as far as the limits of wear are not exceeded.
7.5.5.4. Limits of wear and allowed tolerances.
Fig. 7.14
Damper type Z (mm)
D50/1/1 0.1
D50/2 0.12
D63/62 0.26
D72/66/1 0.28
Remark for Z:
Z is the max.allowed clearance on both sides of the spring blades. If the blades are
pushed against one flanc of the notch on the inner star the max. allowed clearance is
than 2 x Z.
Page 33
CRANKSHAFT Ed. 6 E
A measuring wedge can be used as a testing tool. The measuring wedge is to be

produced by the customer if no measuring wedge is supplied. Hereby the tool and
procedure for the damper.
Page 34
CRANKSHAFT Ed. 6 E
Damper type Thickness central W (mm) B (mm)

shim (mm)
D50/1/1 1 0.2 11.5
D50/2 2 0.24 11
D63/62 2 0.52 15
D72/66/1 2 0.56 15
Seal-O-ring (general)
Regardless the wear or good state apparently of the Seal O-rings, replacement of all is
strongly indicated. Use only good quality of O-rings in moulded execution (seemless) -
we refer to the spare parts pt. 7.2.3.
Seal-O-ring (8):
Page 35
CRANKSHAFT Ed. 6 E
7.5.5.5. Assembling of the damper after inspection (fig. 7.10 - 7.11)

- Clean every single part carefully.
Attention: All supply and venting holes must be clean and free of dirt.
- Exchange all seals (O-rings,…).

- Clean the screw threads on all screws (18) & (19) and the internal threads in the
lateral plate or flange (17).
- Exchange all disc springs under screws (18) & (19).
- Grease carefully all seal O-rings (8) & (9) and the appropoiate grooves with silicone
grease MOLYCOTE 111 or equivalent.
- Insert O-rings 2x (8) & 2x (9) into the appropriate grooves in plate (17) and (20).
- Coat inner-star (24) running surface of O-ring (8) carefully with MOLYKOTE
D3484 paste or equivalent.
- The coated running surfaces of O-ring (8) must be dry before damper assembly.
- Coat rest of inner-star (24) with ANTICORIT OHK 380A or equivalent.
- Specific coating need to be applied to the spring washers (23 & 28) under bolts (7,
12, 18 & 19) and to the threads of the bolts themselves before assembly. Make sure
the bolts and washers are adequately degreased and completely dryed before coating.
The specific torques (Nm) or tightening angles (°) are given in the table on next page.
- Assemble the damper in the reverse order of the dismantling. Take all precautions
concerning neatness.
* Place flange plate (20) onto a centering table (O-ring are visible)
* Place spring assembly (1, 21 & 22) onto the flange plate (20).
* Insert inner star (24)
Special attention needs to be taken for mounting lateral plate (17). The
plate must be placed in such a way that the oil return holes (see fig. 7.10 &
7.11) are positioned in between the oil supply holes for the damper in the
mounting hub (24).
* Place lateral plate (17) onto spring assembly (1, 21 & 22).
- Centre flange plate (17), spring assembly (1, 21 & 22) and lateral plate (20)
according to the permissible concentricity / runout values as stated on page 37.
Page 36
CRANKSHAFT Ed. 6 E
Note:
An excess of 30% of the stated circularity value is still permissible, if no
unbalance ploblems arise from that.
- Apply enough LOCTITE 275 onto both sides of the disc spring (23 & 28)
Attention:
The disc spring (23 & 28) and the apropriate seat-engaging surfaces must
be dry and free of grease (oil).
- Mount the damper main bolts (18 & 19) according to the mounting instructions
indicated below.
Tightening prescription for bolts
Fig. N° Ref. N° D50/1/1 D50/2 D63/62 D72/66/1 thread Disc

coating spring
coating
7.10 7 (M8-10.9) 36 Nm 36 Nm (2) (2)
7.10 12 (M10-8.8) 45 Nm 45 Nm (2)
7.10 18 (M12-8.8) 90 Nm (3) (1)
7.10 18 (M10-8.8) 52 Nm (3) (1)
7.11 7 (M8-10.9) 36 Nm 36 Nm (2) (2)
7.11 12 (M10-8.8) 45 Nm 45 Nm (2) (3)
7.11 18 (M12-10.9) 130 Nm (3) (1)
7.11 18 (M20-10.9) 53°-58° (3) (1)
7.11 19 (M12-10.9) 70°-75° (3) (1)
(1) : Loctite 275
(2) : Loctite 242
(3) : Molycote 1000
Page 37
CRANKSHAFT Ed. 6 E
Permissible concentricity / runout values
Fig. N° Damper (1, 21, 22) (20)

in opposition to B in opposition to B
D50/1/1
7.10 0.2 mm 0.1 mm
D50/2
D63/62
7.11 0.2 mm 0.05 mm
D72/66/1
Check of concentricity / runout after tightening main bolts (18 & 19):
- An excess of 30% of the concentricity / runout value is still permissible, if no
unbalance problems arise form that. Exceeding this limit or when unbalance
arises requires remounting and correction to obtain better values.
- Exchange disc springs and clean appropriate seat-engaging surfaces.
All seat-engaging surfaces must be dry and free of grease (oil).
- Use the same tightening method as before.
- Check concentricity / runout again. If concentricity / runout is still out of
permissible values. Repeat as long as the permissible values are not reached.
Note:
The flange (20) and the lateral plate (17) of the D50/1/1 and D50/2 damper are not
provided with centerings. Consequently center as good as possible in regard to the
inner star. The best way is to have equal clearance all around it to measure with
thickness gauges.
Page 38
CRANKSHAFT Ed. 6 E
7.5.5.6. Remounting the damper on the engine. Fig. 7.10 - 7.11 - 7.13a - 7.13b
- Inspect the cone of the crankshaft and polish with fine emery cloth. Inspect and
polish, if necessary, also the collar against which the damper is applied. Clean with a
fluffless cloth and oil slightly.
- Place the nylon ring (11) over the crankshaft cone and apply it against the collar,
perhaps with some grease to keep it on its place during remounting of the damper.
- Mount the lifting eye appliance delivered therefore with the engine as described in
7.5.5.1 and Fig. 7.12 .
- Attach the lifting appliance to a crane or tackle with a rope and lift up the damper.
Mind the lifting precautions described in Fig. 7.12 .
- Move the damper over the crankshaft cone and push it as far as possible over the
cone. The clear distance to the crankshaft collar is about + 137 mm for 6DZC-
dampers and + 127 mm for 8DZC-dampers. For security reasons the tackle and rope
remain, but release some tension to the rope.
- Install the tool assembly 620.084.3500.02 in the way according to fig. 7.13b
(mounting damper Geislinger)
* Screw the tie-rod (1) in the central thread in the crankshaft.
* Slide over the tie-rod
- the thrust plate (7) with slot for clearing the high pressure pipe.
- the hydraulic jack with thrust piece and lengthening bush (8).
- the knurled nut (5)
* Connect the oil injection kit with lengthened coupling (9) to the provided hole
1/4"G in the crankshaft (The extracting plate (4) is provided with a hole with
diameter of 40 mm to clear the high pressure pipe of the oil injection kit).
- Tighten firmly the knurled nut (5) by hand.
- Connect the hand pump to the hydraulic jack and give some pressure to slide the
damper partly over the crankshaft cone.
- Increase the pressure on the injection kit and do evenso on the hand pump to slide the
damper further over the cone. Go on with this action on both pumps until the damper
is applied firmly against the crankshaft collar.
The oil injection kit gauge reaches pressures from 1400 to 1650 bar for 6DZC-
dampers, and 1750 to 2000 bar for 8DZC-dampers. On the hydraulic piston,
pressures of 160 to 200 bar (6DZC) and 200 to 280 bar (8DZC) are applied.
To this end check this with a 0.05mm feeler gauge to be certain there is no
space between the hub (12) and nylon collar (13) and between the nylon
collar (13) and the crankshaft.
When the hub is on its final position, release first the pressure of the oil
injection kit, then on the hand pump of the hydraulic jack.
- When the damper is on its final position, release first the pressure of the oil injection
kit, then on the hand pump of the hydraulic jack.
- Remove all tooling.
Page 39
CRANKSHAFT Ed. 6 E
- Remount cone plug ¼”G (6 - Fig. 7.2) into the crankshaft

- Remounting of cover (15) with screws (14):
* Inspect the condition of the sealing O-ring (13). Replace if necessary.
To mount the sealing ring in the O-ring groove, the O-ring itself and the groove
must be greased in with CERAN WR2 (Total) or equivalent. Insert the O-ring
into the groove.
* Inspect the mounting surface inside the hub (24). Make sure it is clean, herefore
polish the surface with a fine emery cloth.
* Insert carefully cover (15) with the seal O-ring (13) and mount the cover inside
the hub and onto the crankshaft with bolts 4x M8-8.8 (14) to a
torque of 20Nm (2 kgm).
- Remount the oil circulating plug in the crankshaft.
- Remount the flexible gear driving coupling see 7.6 for details.
- Mount the pump driving gear box with all connections (chapter 9).
- Remount the secondary power take off if existent. Replace the water and oil pump
(chapter 9).
- Remount control panel with wiring and connections.
- Remount oil filters and their support. Reconnect oil pipes connections.
Refer to the spare part book for necessary joints, seal-O-rings, etc.
7.5.5.7. First service of a new damper or after inspection.

A new damper or an inspected one is empty of oil internally. Despite the fact that the
damper is automatically vented by oil circulation over the oil circulation screws, it is
advised by the prelubricating hand pump or electric pump to apply pressure on the
engine oil system. If possible, through one of the free openings in the pump driving
gear case, check if oil is circulating over the oil circulation screws. In this case, the
damper is filled with oil, vented and ready for service.
7.5.6. COMPLETE OVERHAUL.

Complete overhaul of the damper is only needed in case of heavy deteriorations, broken
parts or exceeded wear. Because of the extension of this job and the need for special
tools, we advise in such cases to send back the vibration damper to the engine builder,
the damper manufacturer or licencees.
At this purpose consult the 'maintenance instructions' delivered with every vibration
damper.
Page 40
CRANKSHAFT Ed. 6 E
7.5.7. TROUBLESHOOTING
Page 41
CRANKSHAFT Ed. 6 E
7.6. GEISLINGER FLEXIBLE PUMP DRIVE

7.6.1. DESCRIPTION(Fig. 7.10 - 7.11)
A flexible coupling, on which the pump driving gear is mounted, is fixed against the
flange or lateral plate (17) of the vibration damper. This flexible coupling is a spring
blade coupling with similar principle as the damper itself. The outer clamping ring (29),
the lateral plate (30) and the intermediate plates (31) form the outer parts which are
solidly mounted on the damper.
The inner star (32) of the coupling is oscillating over the inner star of the damper. The
mouvement is limited by the spring packs (33). The gear is mounted on it. The coupling
inner star (32) is retained by the cover (10).
The lub oil is that of the engine and is fed over the damper to the coupling.
Component Mass (kg)

Coupling Type C41/2/58U for 6DZC 24,7
Coupling Type C44/2/98U for 8DZC 29

Code Jobs
O2-16 Check condition of Geislinger flexible pump drive. Renew if
necessary.
7.6.3. SPARE PARTS

See 7.5.3.
7.6.4. TOOLS
No special tools are needed for.
Page 42
CRANKSHAFT Ed. 6 E
7.6.5. MAINTENANCE.
7.6.5.1. Dismantling.
By removing the damper from the engine (7.5.5.1), the flexible coupling becomes
available in the same operation.
7.6.5.2. Inspection of the internal parts of the coupling (Fig.7.10 - 7.11)

- Inspection to be carried out on following parts
* Spring pack (33):
Check if there are no broken rings. Inspect the extremity of the spring blades for
wear. A slight pitting is admitted as far wear "dimension W" is not exceeded. See
fig. 7.11 .
* Spring spacer (34)
Between the spring blades and the intermediate pieces (31) are coper spring
spacers (34). Check if these spacers are not damaged or displaced out of their
places.
* Expansion shim(35):
Inspect for damage.
* Inner star (32):
Inspect the notches for the spring blades. A slight pitting is admitted as far as the
limit of wear "dimension W" is not exceeded - See fig. 7.15 . Inspect the inside
diameter of the bush or bronze coating. Small scratches or scoves can be polished
with emery cloth. Comprehensive damage is not allowed. Inspect the lateral faces
(thrust faces), small scratches or scoves can be polished with emery cloth. See
limit of wear for the radial clearance'
* Cover (13):
The cover has also a thrust function to absorb all lateral forces from the coupling
on a small area on the outer diameter. Consequently this face may be subject to
wear. See limit of wear for the axial clearance.
If no real damages are found, a further dismantling of the internal coupling parts is not
necessary, of course as far as the limits of wear are not exceeded.
Page 43
CRANKSHAFT Ed. 6 E
7.6.5.3. Limits of wear and allowed tolerances.
Fig. 7.15
Coupling Type Total W(mm) X(mm) Axial coupling Radial coupling

wear clearance mounted clearance (mm)
(mm) damper (mm)
C41/2/58U 0.6 0.3 0.5 New: 0.30 – 0.40 New: 0.08 – 0.14
For 6DZC Used: max. 0.60 Used: max. 0.19
C44/2/98U 0.6 0.3 0.5 New: 0.30 – 0.40 New: 0.08 – 0.14
for 8DZC Used: max. 0.60 Used: max. 0.19
Remark for W:
"W" is the max. allowed clearance on both sides of the spring blades. If the blades are
pushed against one flanc of the notch on the inner star, the max. allowed clearance is
then 2 x W. This total wear limit must not be exceeded by the sum of spring wear and
spline flank wear.
Seal-O-rings:
The wear may maximally be 5% of the original rope diameter.
Page 44
CRANKSHAFT Ed. 6 E
7.6.5.4. Assembling of the coupling after inspection (fig.7.10 - 7.11)

The assembling of the coupling is included in the remounting of the vibration damper
on the engine (7.5.5.6). However, following points are to be considered :
- The outer diameter, clamping ring (29), must be concentric to the damper lateral
plate or flange (17) within 0,15 mm.
- The outer diameter, side plate (30), must be concentric to the damper lateral plate
flange (17) within 0,08 mm.
- The spring washers (6) under the head of the screws (7) must be coated with
OMNIFIT 250 VIOLET-M, LOCTITE GASKET 549 or equivalent.
- Tighten screws (12) to the torque given in the table see 7.5.5.5. .
7.6.5.5. Pump driving gear wheel.

This gear wheel is mounted on the inner star of the coupling. Inspect gear wheel for
damage and/or pitting. If in good condition, no dismantling is necessary. For the gear
wheels refer to chapter 9 also.
Page 45
CRANKSHAFT Ed. 6 E
7.7. SECONDAIRY POWER-TAKE-OFF (PTO)

7.7.1. DESCRIPTION (Fig 7.16)
Fig. 7.16
The strength of the crankshaft gives the possibility to drive secondary machines at the
front-side of the engine. Therefore a shaft (14) is connected with the vibration damper
by means of a tightening set (5). The shaft (14) is supported by a bearing housing (1)
with a bush (2) that extends out of the pump gear case.
The whole is sealed by a oil seal (4).
An appropriate elastic coupling (12/13) brings over the necessary torque.

Code Jobs
O2-09 Complete overhaul of the viscous vibration damper
Page 46
CRANKSHAFT Ed. 6 E
7.7.3. SPARE PARTS

Check the spare parts list of DZ engine.
7.7.4. TOOLS
No special tools required.
7.7.5. MAINTENANCE
7.7.5.1. Dismantling secondary power-take-off on the engine (Fig. 7.16)
Next parts first need to be dismounted before the PTO shaft (14):
- Elastic coupling (12/13).
- Lubricating oil pipe on top of the bearing housing (1).
- Dismount the bearing housing (1).
- The tightening set is now ready to be dismounted:
* Loosen the tightening bolts evenly and crosswise in multiple steps.
* In case the tightening set (5) is jammed, the outer and inner ring can be
dismounted by making use of the push-off threads that are foreseen in the
tightening set.
* Prior to pull the PTO shaft (14) out of the tightening set (5), any rust on the shaft
has to be removed to avoid damaging the tightening set (5).
- Remove the shaft (14) out of the vibration damper in the engine.
7.7.5.2. Inspection of the secondary power-take-off

Inspection of the following parts is necessary:
- Check the bush (2) and the oil seal (4), replace if the wear is to bigg.
- Clean carefully the shaft (14), inspect the shaft for damage.
- Check thoroughly the condition of the tightening set (5).
Page 47
CRANKSHAFT Ed. 6 E
7.7.5.3. Mounting secondary power-take-off after inspection

The mounting is similar to the dismantling, but in reverse order. The bearing housing
should be tightened between bearing housing and gear case with Loctite 518.
Tighten the screws of the tightening set (5) with the following procedure:
- Degrease the inside bore of the shaft of the vibration damper and also the PTO shaft.
- Mount the tightening set over the hub of the vibration damper. The outer surface of
the hub needs to be clean and slightly oiled. Leave the bolts of the tightening set
loose until after the PTO shaft has been mounted into the vibration damper.
- Place the PTO shaft into the vibration damper.
- Tighten crosswise all the bolts to an initial tightening torque of 10Nm (1kgm).
- Torn the engine and measure with a dial gauge the runout tolerance of the PTO shaft.
Measure as close as possible to the tightening set. The runout measured here may be
maximal be 0.03mm. (preferably even less)
- If necessary, adjust shaft by tapping slightly on the shaft by means of a rubber
hammer.
- If the runout is 0.03mm or less, the tightening set may be permanently tightened on
the prescribed tightening torque of 100Nm (10kgm) with a torque wrench. Tighten
the bolts crosswise and evenly every time. Also tighten in as much steps as possible.
- Measure once more the runout. Adjust if necessary.
- Mounting the bearing housing with bush:
* Torn the engine until dial gauge shows a runout of max. 0.03mm downward.
* Mount the bearing housing with bush over the PTO shaft, and push it upward
0.03mm. This is called shifting the clearance to one side.
(for information: when the engine is turning, the crankshaft and the PTO shaft
will rise about 0.03mm upward “floating”).
* Mount the bearing housing to the pump gear case.
- Measure the runout as indicated in following figure. Runout may be max. 0.04mm .
CHAPTER 8
TIMING GEAR
(Assembly 16 - 17)
8.1. CAMSHAFT. ................................................................................................................................ 1

8.2. TIMING GEAR WHEELS ......................................................................................................... 9
Page 1
TIMING GEAR Ed. 6 E
8.1. CAMSHAFT.
8.1.1. DESCRIPTION (fig. 8.1 – 8.2)
The camshaft is located within a box integrally cast in the cylinder housing or block.
For each cylinder there is a separate stump or stub assembled by means of flanges
provided with centering and positionned by a dowel pin (20) and snap ring (33).
Between each cylinder the camshaft is supported by means of cast iron bearing brackets
(1 up to and with 4, for engines with camshaft plain bearing shells also includes 2x nr.
34 fig. 8.2). At the driving side a special stub (18) is supported by a cast iron guide
bearing (23) fixed against the cylinder housing rear face. The end stub (17) is slightly
different from the others. All bearings are pressure lubricated. Each stub can be
removed separately. So it is not necessary to remove the complete shafting.
The drive end is foreseen with a hub (17 – fig. 8.3) with shrink disc (19 – fig. 8.3) on
which is mounted the camshaft gear wheel (16 – fig. 8.4). This gear is driven from the
crankshaft by means of a crankshaft gear and a set of intermediate gears. All gears have
helicoidal cut teeth.
On each stub there are 3 cams:
- Left : intake cam
- Centre : injection cam
- Right : exhaust cam
Component Mass (kg)

Driving stub 8.0
Cylinder stud 18.6
Intermediate flange 1.7
End stub 15.3
Bearing bracket without camshaft bearing shells 3.8
Bearing bracket with camshaft bearing shells 3.8
Guide bearing 4.0
Half bearing shell 0.18

Remark:
For prolonging reliability, engines without camshaft bearing shells can be
upgraded without any adjustment to the engine with new camshaft brackets plus
camshaft bearing shells.
Page 2
TIMING GEAR Ed. 6 E
Fig. 8.1
Page 3
TIMING GEAR Ed. 6 E
Fig. 8.2
Page 4
TIMING GEAR Ed. 6 E
Code Jobs
M6-03 Visual inspection of the distribution: gearwheels, cams,
camshaft bearing taps and bearings.
8.1.3. SPARE PARTS
Fig. n° Ref. n° Description 6DZC 8DZC

QTY/cyl QTY/cyl
8.1 1-4 Bearing bracket for engines without
camshaft bearing shells
620.017.1100.02
8.2 1-4 Bearing bracket camshaft for engines 1 1

with camshaft bearing shells
620.017.1100.03
8.2 34 Half bearing shell 2 2

(620.017.9016.03)
For joints, gaskets, etc. we refer to the spare parts lists.
8.1.4. TOOLS.
Page 5
TIMING GEAR Ed. 6 E
8.1.5. DISMANTLING OF THE CAMSHAFT (Fig. 8.1 – 8.2)

Dismantling is only necessary in case of damage on cams, taps or bearings.
CAUTION
Opening a camshaft bearing without a specific reason
is not advisable !
1. Removing a cam stump or stub.

From the considered cylinder dismount:
- the cylinder head cover, the complete rocker levers with bracket and bridges
(chapter “Cylinder head”)
- the fuel injection pump in order to release the pump spring pressure on the tappet and
roller. (chapter “Injection system”)
Remove:
- the camshaft box cover and the luboil pipes to the bearing brackets where necessary.
- unscrew the six fixing screws (29) on the flange.
- unscrew the bearing 2 screws (27) with each one washers (22). Make sure not to lose
the screws and washers.
- separate the two flanges by pushing the shaft to the free end side by approx. 15/18
mm. The dowel pin (20) is visible now.
- tap slightly the dowel pin in such a way to free the snap ring. Remove the snap ring
and tap the dowel pin out of the hole.
- Remove the cam stump with bearing bracket.
- Dismantle the bearing bracket (1 up to and with 4 fig. 8.1 – 8.2) .
- For engines with cam shaft bearing shells (Fig. 8.2), remove the half bearing shells
(34) from out of bearing bracket (1 and 2 - Fig. 8.2)
Remark:
To be able to remove a determined stub, it may be necessary to remove first some or
other stub(s) following the table here bellow:
Page 6
TIMING GEAR Ed. 6 E
6DZC:
Stub to remove Stub to remove + additional stub to remove
Cyl. 1 Cyl. 2 Cyl. 3 Cyl. 4 Cyl. 5 Cyl. 6
Cylinder 1 X
Cylinder 2 X X
Cylinder 3 X
Cylinder 4 X
Cylinder 5 X X
Cylinder 6 X
8DZC:
Stub to remove Stub to remove + additional stub to remove
Cyl. 1 Cyl. 2. Cyl. 3 Cyl. 4 Cyl. 5 Cyl. 6 Cyl. 7 Cyl. 8
Cylinder 1 X
Cylinder 2 X X
Cylinder 3 X X
Cylinder 4 X
Cylinder 5 X
Cylinder 6 X X
Cylinder 7 X X
Cylinder 8 X
By removing stub 1 and/or 2 it is also necessary to dismount the oil feed pipe to the
camshaft bearing lubricating manifold.
8.1.6. DISMANTLING OF THE GUIDE BEARING (Fig. 8.1 – 8.2)

See point 8.2. Timing gear. If cam stubs and/or bearing brackets (with or without
bearing shells) have to be replaced, it is advisable to remove the camshaft driving gear
wheel in order to be able to rotate the shaft freely. This is usefull to check the smooth
rotation and/or if no sticking of the shaft is occuring.
Page 7
TIMING GEAR Ed. 6 E
8.1.7. MOUNTING OF THE CAMSHAFT (fig. 8.1 – 8.2)

- Mount all components in reverse order from dismounting. (8.1.5.)
- For engines with camshaft bearings:
- For mounting bearing shells the bearing seat (1) and cap (2) must be fully
dry. Neither oil nor grease present.
- The half bearing shells must also be fully dry especially the back side that
is to be mounted.
- When mounting a camshaft bearing shell, no special attention must be
given on which bearing shell to mount in the seat or the cap because the
shells are identical.
- Attention : when mounting a shell, pay special attention that the locating
lugs of the shells are placed correctly in the notches of the bearing seat
and cap.
- Make sure the bearing shells are even with the mounting surface per half
bearing seat.
- Refer to the tightening torque table for the different torques for mouting bearing
bolts. (See chapter general: 5. Tightening torques)
- Pay much attention to locate the dowel pin (20) and snap ring (33) in order to adjust
correctly the camshaft stubs.
- The intermediate flange is mounted with both faces coated with LOCTITE 549 or
equivalent.
- For other components see pt.8.2. and chapters 1 & 4 .
Clearance verification (See fig. 8.1 – 8.2)

After the complete camshaft has been mounted, the camshaft diametrical and axial
clearance needs to be verified. The following table indicate the min. and max. values
for new built engines.
Diametrical camshaft clearance (mm)

in guide bearing (23) min 0,07 – max 0,13
in bearing brackets (1) min 0,10 – max 0,16
in bearing brackets (1) min 0,10 – max 0,17
with camshaft bearing shells
Axial camshaft clearance (mm)

at guide bearing (23) min 0,08 – max 0,12
Page 8
TIMING GEAR Ed. 6 E
8.1.8. RUNNING-IN AFTER PARTS REPLACEMENT.

If camstubs, bearing shells or bearing brackets are replaced it is advisable to slowly
increase the engine speed to obtain the full speed only after a few hours. Temperature
measurement on bearing brackets can be usefull to check running in process.
Page 9
TIMING GEAR Ed. 6 E
8.2. TIMING GEAR WHEELS

8.2.1. DESCRIPTION (fig. 8.3 – 8.4)
The timing gear includes the following gear wheels:
- a gear wheel in 2 parts (1 & 2) mounted against a flange integral with the crankshaft.
For this purpose special screws (4) are used.
- a set of two roller gear wheels (9 & 11) running on a shaft (12) which is fixed in a
bearing bracket (5). The two gears are bolthed together with screws (13) and located
by an elastic pin (15).
- the camshaft drive gear (16) is mounted on a hub or boss (17) which is fixed on the
camshaft by a clamping system “Dynamobloc” (19).
All gears are inclosed within the engine by the flywheel side covers, the crankcase and
timing gear cover (18) and some small lateral covers. Gear tooth flanc clearance is
adjustable.
All gears are made from high tensile steel and have helicoidal cut teeth.
The idler gears shaft is pressure lubricated and gearwheels are lubricated by oil jets
arranged between them. This arrangement is different depending the rotation direction
A or K.
Component Mass (kg)

Crankshaft gear wheel 10.35
Idler gears and bracket bearing 33.25
Camshaft gear wheel 19.10
Timing gear cover 47.00
8.2.2. Recapitulation of the maintenance jobs.

Code Jobs
M6-03 Visual inspection of the distribution: gearwheels, cams,
camshaft bearing taps and bearings.
Page 10
TIMING GEAR Ed. 6 E
5
17
33
19 13
31 14
22
12
15
10 11
7
8 9
30 20
32
3
21
1 Fig. 8.3
Page 11
TIMING GEAR Ed. 6 E
34
18
27
26
16
23
28
25
29
24
Fig. 8.4
Page 12
TIMING GEAR Ed. 6 E
8.2.3. SPARE PARTS

8.4 23 Distance washers 0.40; 0.35; 0.30; 0.25 mm 4x4
8.2.4. TOOLS
8.2.5. DISMANTLING OF THE TIMING GEAR (fig. 8.1 – 8.2 - 8.3 – 8.4)
Dismantling of the timing gear can be arranged in two stages.
1. Dismantling of the camshaft gear wheel and guide bearing.

- remove the hydraulic governor and the governor gear case (chapter 5).
- remove the timing gear case.
- remove the governor case driving gear wheel.
- remove the screws (33) and take away the gear wheel (16).
- remove the hub (17), the dynamobloc (19) and the driving stub (18) as a unit by
removing the screws (29 fig 8.1 – 8.2) on the stub flange and the screws (29 fig 8.1 –
8.2) on the guide bearing (23 fig. 8.1 – 8.2). Remove the oil lubricating pipe on the
guide bearing.
If further dismantling is necessary loose the dynamobloc (19) by following
procedure:
- loose all screws and remove the three with a different colour.
- in their places insert some longer screws with M12 threads instead of M10.
- strike slightly on the underside of the screw heads with a drift in order to free the
bicones.
- by means of a press, the hub can now be pushed from the driving stub to free the
guide bearing.
Page 13
TIMING GEAR Ed. 6 E
2. Further dismantling of idler gear wheels and crankshaft gear wheel.

This dismantling is only necessary in case of damage to the gear wheels proceed as
nr. 1 herebove and go on:
- remove the oil supply pipes to the idler gear bracket (5 fig. 8.3).
- loose the screws (28 fig. 8.4) and remove the dowel pin (24 fig. 8.4)
with nut (29 fig. 8.4).
- take away the bracket with idler gears (9 & 11 fig. 8.3) by loosing the four screws (8
fig. 8.3) with adjusting bushes (7 fig. 8.3), the cap (6 fig. 8.3) can be removed and the
shaft (12 fig. 8.3) becomes free as the gear wheels (9 & 11 fig. 8.3). Gear wheel (9
fig. 8.3) is provided with a bronze bush (10 fig. 8.3). Both gear wheels are mounted
together with screws (13 fig. 8.3) and elastic pin (15 fig. 8.3) for the positionning to
each other.
Note:
The idler gear wheels bearing bracket is provided with:
- distance washers (23 fig. 8.4) for vertically adjustment
- slots and a dowel pin (24 & 29 fig. 8.4) for laterally adjustment. This adjustement
provides the facility to set the right gear tooth backlash between :
- the crankshaft gear (1 fig. 8.4) and corresponding idler gear (11 fig. 8.3) vertically
- the idler gear (9 fig. 8.3) and the camshaft driving gear (16 fig. 8.4) laterally
Remove the crankshaft gear wheel (1 fig 8.3) by removing the screws (4 fig. 8.3) and
the special bolts (20 fig. 8.3) with the adjusting bushes (3 fig. 8.3). This gear wheel is
positionned to the crankshaft flange by the dowel pin (21 fig. 8.3). This gearwheel is
composed of 2 halves and mounted to form an assembly with another two halve rings
which are in 90° opposition to 2 half gears. One of this halve rings is provided with 2
threaded holes for dismounting purpose.
8.2.6. MAINTENANCE.
New gear wheels have only to be fitted in case of severe damage (broken tooth or
similar) or in case of excessive wear (when it is no longer possible to adjust the
clearances)
Slight pitting of the faces or slight burrs on the teeth do not necessitate renewal. Any
burrs should be removed with a smooth file or stone.
Inspect the side faces of idler gears (9 & 11 fig. 8.3) and the inner side contact faces on
the bearing bracket (5 fig. 8.3). If any roughness remove burrs and polish with fine
grain emery cloth.
Page 14
TIMING GEAR Ed. 6 E
8.2.7. ASSEMBLY OF THE TIMING GEAR (fig. 8.3 - 8.4 – 8.5)

1. Mounting the gear wheel on the crankshaft.
Mounting of this gear wheel is a precise job and accessibility is limited:
- bring the 2 half gears and the half rings together over the crankshaft tap and mount
with adjusting bushes (3 fig. 8.3) and screws (4 fig. 8.3).
- push the assembly against the mounting flange on the crankshaft and with the dowel
pin (21 fig. 8.3/8.5) in the slot provided for.
- mount the special bolts (20 fig. 8.3) through the flange, bushes and the complete
assembly and tighten the nuts according to the torque table.
Fig. 8.5
Page 15
TIMING GEAR Ed. 6 E
2. Mounting of the idler gear wheels.

- Assemble the idler gear wheels (9 & 11 fig. 8.3/8.5) together with screws (13 fig.
8.3) and elastic pin (15 fig. 8.3) to position each to another.
- slide assembly on the shaft (12 fig. 8.3) with some oil and mount in the bearing
bracket (5 fig. 8.3) with the cap (6 fig. 8.3) and screws (8 fig. 8.3) over the adjusting
bushes (7 fig. 8.3). Tighten screws according to the tightening torque table in chapter
General 6-8DZC. Screws (8 & 13) are to secure by LOCTITE 245 or equivalent.
- Bar over the engine to bring crankpin of cylinder 1 at TDC (see reference mark on
the flywheel). In this position the dowel pin (21) is at the lowest level (see fig. 8.5) or
check the indication on the flywheel (see chapter injection system fig. 4.8b).
- Now place the assembly bearing-bracket/idler gears to mesh with gear (1 fig. 8.3/8.5)
in such a way that the mark on idler gear (11 fig. 8.3/8.5) is in the center line of the
dowel pin (21 fig. 8.3/8.5). Pose under the 4 legs of the bearing bracket distance
washers (23 fig. 8.4) of same tickness. Fit and tighten the four screws (28 fig. 8.4)
firmly.
- By means of a dial gauge with the pointer at square angle to the tooth flank measure
the backlash by rocking the idler gear. Backlash is given in the table hereafter.
- If not correct some distance washers must be added to increase backlash or some
must be removed to reduce backlash. Bear in mind that the total tickness of the
washer under each leg must be equal. Normally 1 tickness of the available washers is
sufficient to do the adjustement.
3. Mounting the camshaft gear wheel and guide bearing.

- If the hub (17 fig. 8.3), the dynamobloc (19 fig. 8.3) and the driving stub (18 fig.
8.1/8.2) have been removed as a unit together with guide bearing (23 fig. 8.1/8.2), it
can be remounted again as a unit. Fit the screws (29 fig. 8.1/8.2) on the stub flange
and the screws (29 fig. 8.1/8.2) on the guide bearing. Tighten the screws according to
the tightening torque table (see chapter General 6-8DZC). Remount the oil
lubricating pipe on the guide bearing. With a dial gauge on the shaft end, check the
axial clearance; to be between 0,08/0,12 mm.
- If the above parts are not removed as a unit proceed as follows:
* mount the driving stub (18) on the cylinder 1 stub with screws (29 fig. 8.1/8.2)
and tighten according to the tightening torque table.
* slide the guide bearing (23 fig. 8.1/8.2) over the stub and position it over the two
pins (one slattened (24) - one straight (26) fig. 8.1/8.2). Tighten screws on torque
(see tightening torque table: chapter General 6-8DZC).
* if a new guide bearing is mounted, remove the pins (24 & 26 fig. 8.1/8.2) from the
cylinder housing. Push the guide bearing in the uppermost position and tighten
the screws.
Page 16
TIMING GEAR Ed. 6 E
* Probably the pin holes may not correspond any more.

Proceed as follows :
* bore and reem two new holes and fit the pins.
* or bore and reem on a slightly greater diameter in the same holes and
fit bigger pins.
* To mount the hub (17 fig. 8.3) with dynamobloc (19 fig 8.3), the hub must be
heated slightly on a heating plate to approx. 100/120°C.
* Push and maintain the camshaft in the direction to the flywheel. Slide the hub
over the stub to fit wel against the collet. Release the camshaft and let cool down.
- Position the dynamobloc (19) span set and tighten the screws in several stages
following the diametral opposed figure. It is most important to measure the radial
and axial deviation with a dial gauge on the hub centering flange and mounting face
for the camshaft gear (16 fig. 8.4). If not correct, by tightening or releasing the
screws on the span set this deviation must be corrected as close as possible with:
* max. radial deviation : 0,03 mm
* max. axial deviation : 0,03 mm
- Fit the pin (22 fig. 8.3/8.5) on the hub and place the camshaft gearwheel in such a
way that the mark is in line with the gearcase mounting face (see fig 8.5). Now rotate
the camshaft to bring the pin in position with the hole provided on the gear wheel
(fig. 8.4/8.5). Fit the screws (33 fig. 8.3) and tighten on torque (see tightening torque
table chapter General 6-8DZC).
- Check all timing marks and pin positions again according to fig. 8.5 .
- Adjust the backlash between idler gear (9 fig. 8.3/8.5) and camshaft gear (16 fig.
8.4/8.5) by loosening the screws (28 fig. 8.4) on the bearing bracket and by sliding it
sidewards until the correct backlash is obtained. Backlash is to be measured by
means of a dial gauge placed on the camshaft gear with the pointer at square angle to
the tooth flank. The idler gears are blocked in position by wooden wedge. Measure
by rocking the camshaft gear. Backlash is given in the table hereafter. Tighten screws
(28 fig. 8.4) on torque (see tightening torque table chapter General 6-8DZC).
Probably the pin holes may not correspond any more. Proceed as follows:
* bore and reem a new hole and fit the pin
* or bore and reem on a slightly greater diameter in the same hole and fit
a bigger pin.
- Remount all lubricating oil pipes for the gear lubrication.
- Remount the timing gear case and the governor gear case (chapter 5).
- Mount the governor and connect to the engine (chapter 5).
Page 17
TIMING GEAR Ed. 6 E
8.2.8. GEARWHEEL BACKLASH TOLERANCES.

See fig. 8.5 .
Gearwheels New Condition Adjustment Sens of adjustment

required
1 & 11 0,17 to 0,28 > 0,5 Vertical with washers
0.40; 0.35; 0.30; 0.25 mm
(23 fig. 8.4)
9 & 16 0,15 to 0,26 > 0,5 Lateral sliding of bearing

bracket (5 fig. 8.3/8.5)
with idler gears.
Total 0,32 to 0,54 > 1,0
CHAPTER 9
ENGINE DRIVEN PUMPS

(Assembly 15 – 30 – 34 – 35 – 40)
(41 – 45 – 50 – 51 – 151)
9.1. PUMP GEARCASE. ................................................................................................................ 1

9.2. FRESH WATER PUMP (H.T.- WATER PUMP). ............................................................. 15
9.3. SEA WATER PUMP. ............................................................................................................ 20
9.4. FUEL FEED PUMP (STEIMEL – SF2/8) ........................................................................... 29
9.5. FUEL FILTRATION ............................................................................................................ 34
9.6. LUBRICATING OIL PUMPS / PRESSURE VALVES. ................................................... 38
9.7. HAND PUMP. ........................................................................................................................ 51
9.8. THERMOSTATIC VALVE OIL CIRCUIT ...................................................................... 53
9.9. THERMOSTATIC VALVE WATER CIRCUIT ............................................................... 55
Page 1
ENGINE DRIVEN PUMPS Ed. 6 E
9.1. PUMP GEARCASE.

9.1.1. DESCRIPTION (fig. 9.1. - 9.2. - 9.3. - 9.4.)
The pump gear case (2) is fixed to the crankcase by means of an intermediate flange (3)
The pump gear case contains :

- the torsional vibration damper with elastic coupling for the pump driving gearwheel
(16)
- the intermediate shafts for driving the oil and the water pumps (15)
- the intermediate shaft (14) for driving the water pump and the fuel feed pump
The pump gear case front side is provided to support

- the fresh water pump or HT-pump
- the sea water pump or LT-pump
- the oil pumps (lubricating and scavenge in case of dry sump)
- the fuel feed pump
- a free driving available behind the cover
- a lubricating oil relief valve
The pump gear case front side is provided with a central bore to receive a support
bearing for a secondary power take-off shaft.
To be able to reach the pump gearcase for dismounting, first following parts must be
removed:
- the control box and support.
- the lubricating oil filters and support - lub oil piping.
- the water pumps and water piping.
- the oil pump and oil piping.
- the fuel feed pump with fuel piping.
- the secondary shaft if existing.
- other driving if existing.
Component Mass (kg)

Pump gear case provided with the 4 intermediate shafts & roller bearings 181
Page 2

Code Jobs
M6-05 Check gearwheels pump driving
O2-08 Check the gearwheels pumpcasing, measure axial clearance of the

roller bearings.
O3-06 Renewal of the bearings of the attached pump drive.
9.1.3. SPARE PARTS

9.1 5 Joint (free end cover) 1
9.1 7 Joint (cover) 1
TO FORESEE AT OVERHAUL 03-06 or 48.000 Service Hours.

9.3 28 Tapered roller bearing 2 or 3
9.3 29 Tapered roller bearing 1
This table only deals with spares for pump gear case. Joints and washers for the pipes
connected to it, are mentioned in the spare parts list.
Page 3
Fig. 9.1
Page 4
Fig. 9.2
Page 5
Fig. 9.3
Page 6
9.1.4. TOOLS
All tools hereafter are only used for roller bearing replacement except the eye bolt.
Code Jobs
*620.084.4200.01 Ram for mounting inside bearing ring diam. 34,925 mm
*620.084.4400.01 Tool for mounting/dismounting distance ring diam.34,925 mm
*620.084.4500.01 Tool for mounting/dismounting distance ring diam.45,242 mm
*620.084.4800.01 Stop for intermediate shaft for mounting bearing d.45,242mm
*620.084.4900.01 Ram for mounting intermediate gear driving water pumps
*620.084.5100.02 Ram for mounting radial joint ring in pump casing
*620.084.9008.01 Ram for mounting outside rings of bearing diam. 34,925 mm
*620.084.9009.01 Ram for mounting outside rings of bearing diam. 45,242 mm
100.933.012.000 Lifting eye bolt.

9.1.5. INSPECTION OF THE PUMP DRIVING GEAR WHEELS

During the overhaul of the pumps, the internal parts (gear wheels) of the pump driving
case become visible and accessible. Inspect visually the gears, teeth and freedom of
rotation of the roller bearings.
Dismounting of the gear case is only necessary in case of damage (breakage of teeth),
damaged roller bearing or exaggerated wear. This means when the flank clearance or
backlash exceeds 0,35 mm.
Replacement of roller bearings is recommended at maintenance interval O3-06
(48 000 service hours).
Remark :
Do not mix the different parts of a roller bearing set with these from another set, they
are factory adjusted !
Page 7
9.1.6. DISMOUNTING - Fig .9.1 - 9.2 – 9.3

1. Dismounting the gear case - removing from the engine.
If the gear case is free of all mounted components and if the oil level is lowered
sufficiently (wet sump), it can be dismounted:
- remove all screws M20 (36,37). The gear case now rests only on the two pins
(23,33). The intermediate case (3) engine must not be removed.
- place the lifting eye bolt in the provided thread M12 and fix it with a rope to a crane
or tackle. Bring some tension on the rope.
- four holes with thread M10 are provided to push-off the gear case.
- during this operation, take great care not to damage the gear wheels.
- inspect the pump driving gear wheels as under 9.1.5.
- if they all are in good condition and if the tapper roller bearings should not be
replaced, no further dismantling is necessary.
- clean the gear case from eventual sludge or deposits.
2. Dismounting of the intermediate shaft driving water pump(s) (Fig. 9.3. - 15)
- Remove the lock nut (30), safety ring (31) and the pressing ring (24)
- Remove the gear wheel (18) with a part of the roller bearing (28), the first roller row,
the two outer rings and the distance ring. The second roller row is on the shaft.
- With a copper drift gently knock-out the outer rings. Knock alternately on opposite
diameter to avoid jamming of the ring in the bore.
- The distance ring may now be removed from the gearwheel by the special tool
620.084.4400.01 - fig. 9.4 and a circlips plier.
Fig. 9.4
Page 8
3. Dismounting of the intermediate shaft driving fuel feed pump (Fig 9.3 - 14).
- Avoid the rotation of the gearwheel (17) by interposing a copper plate between gears
(18) or (22)
- Remove the nut (30), safety ring (31) and the pressing ring (24)
- Remove the gearwheel (17)
- With a copper drift knock slightly on the shaft, the first roller row becomes free, the
second row is on the shaft.
- With a copper drift gently knock out the outer rings. Knock alternately on opposite
diameter to avoid jamming of the ring in the bore.
- The distance ring may now be removed from the gear case by the special tool
620.084.4500.01 - fig.9.5 and a circlips plier.
Fig. 9.5
4. Dismounting of the intermediate shaft driving sea water pump (15)
- Remove the four screws (45) and take apart the gear wheel (22)
- Now proceed in the same way as for 2).
5. Dismountng of the intermediate shaft driving oil pump (15)

- Remove the four screws (44) and take apart the gear wheel (19)
- Now proceed in the same way as for 2).
Page 9
9.1.7. REPLACEMENT OF ROLLER BEARINGS

Clean all parts, specially the small lub oil bores!
1. Mounting of the intermediate shafts driving oil/water pump (15)

For the two or three shafts (depending the application) the principle is identical.
- Mount the second roller row with special tool 620.084.4200.01 indicated on fig 9.6
below.
Fig. 9.6
- Place the distance ring in gearwheel groove. For easy job use tool 620.084.4400.01-
fig.9.4.
- Place the distance ring over the shaft in such a way that the gap lets an oil bore free.
- Mount in the gearwheel bore the two outer bear.rings with a ram tool
620.084.9008.01 . Use a press or hammer it in carefully - see fig.9.7.
- Place the gear wheel on the shaft
- Mount the first roller row with the special tool 620.084.4300.01- fig.9.8.
- Place the pressing ring (24) with safety ring (31) and tighten lock nut (30) according
the torque table (See General 5: Tightening torques).
Page 10
Fig. 9.7
Fig. 9.8
Page 11
2. Mounting of the intermediate shaft driving fuel feed pump (14).

- Mount the second roller row with special tool 610.084.4600.01 - fig.9.9.
Fig. 9.9
Fig. 9.10
Page 12
- Place the distance ring in the housing (gear case) groove. For easy job, use tool
620.084.4500.01 - fig.9.5. Place the ring in the housing in such a way that the gap
lets the oil bore free.
- Mount in the bore the two outer rings with a ram -tool 620.084.9002.01 - See fig.
9.10. Hammer it in carefully.
- Now place the shaft in the bore and stop it with tool 620.084.4800.01 provided for.
At the other end of the shaft a ram - tool 620.084.4700.01 - fig.9.11 is used to
hammer in the first roller row of the bearing. Do not forget to place first the distance
ring over the shaft.
Fig. 9.11
- Place the gearwheel (17) with tool 620.084.4900.01 - fig. 9.12 .
Fig. 9.12
Page 13
- Smear the shaft and the bore with grease Shell Alvania R or equivalent
- Place the radial oil seal (50) with a ram - tool 620.084.5100.01 - fig.9.13 .
Push it in by hand and by knocking with the hand on the ram. If necessary knock
only slightly with a hammer on the ram.
Fig. 9.13
9.1.8. MOUNTING THE GEAR CASE ON THE ENGINE - Fig.9.1 - 9.2 - 9.3
Clean all parts, especially clear the contact surfaces from all rests of Silastic (Silicon
Sealant).
1. Mounting on the engine.
- Place the lifting eye bolt in the provided thread M12 and fix it with a rope to a crane
or tackle.
- Measure the backlash clearance between the gear teeth flanks (see table with values
hereafter)
- Smear the mounting face of the gear case with Loctite 574.
- Present the gear case over the two pins (23) and (33) and push it against the
mounting face of the intermediate plate (3).
- Measure the backlash between the central gear (16 – Fig 9.1) and gears (17 & 19 -
Fig 9.1). Minimum required backlash approx. 0,10 mm. If on one side too much and
Page 14
the other side too less backlash is measured, the pump gear case can be pulled
upwards or downwards depending the case, to equalize somewhat the backlash.
- Tighten the gear case with the screws (36, 37). Tighten them all around according to
the torque table.
2. Normal backlash.
Backlash is in principle not adjustable. Small changes are only possible by:
- pulling the gear case over the pins (upwards or downwards).
- pulling the pumps laterally in their housings.
The backlash is measured by miniature dial gauge or puppitaster. Place the pointer at
square angle on.a tooth flank and move the gearwheel by hand; the other wheels of the
system must be kept standstill. It is advisable. to measure over about 4 places around
the gearwheel.
Since it is very difficult, due to accessibility, to measure backlash with the pump
mounted, it is advisable to do it when the gear case stands still apart from the engine,
the pumps being mounted temporarily.
Backlash tolerances (ref. to fig. 9.1 till 9.3 for gear numbers)
Gearwheels Backlash tol. (mm)

16/17 0.10 to 0.22
17/18 0.09 to 0.19
18/HT-pump (A40-17) 0.09 to 0.19
17/22 0.09 to 0.19
21/LT-pump (A40-17 / A41-42) 0.10 to 0.20
16/19 0.10 to 0.22
20/luboil pump (A30-4) 0.09 to 0.19
20/scavenge pump (A30-5) 0.09 to 0.19
Page 15
9.2. FRESH WATER PUMP (H.T.- WATER PUMP).

9.2.1. DESCRIPTION (Fig. 9.14 (a,b) )
The fresh water pump is a centrifugal pump driven from the crankshaft by a gear train
and flanged on the pump driving gear case.
The fresh water pump keeps the H.T. water in circulation over the engine i.e. over
cylinder housing, cylinder heads, turbocharger and heat exchanger.
The pump is not self-priming; consequently it must be provided with the necessary vent
plugs. For the same reason the HT-circuit must be adequately vented to avoid any air
trap.
The pump consists of:
- a shaft (21) with taper dubble roller bearing (25).
- a driving gear (17)
- a blade wheel (6) fixed on the shaft with a fixing nut (8) and lock ring (7)
- water tightness is assured by a mechanical shaft seal (14) and a rotary shaft seal (15)
- the rotating assembly is mounted in the body (1) and provided with cover (4) which
includes the bearing housing.
- bearing lubrication is assured by oil projections from the gear case.
Component Mass (kg)

Fresh water pump complete 6-8DZC 33.6

Code Jobs
O1-03 Overhaul of the seawater pump, softwater pump.
Check the anodes in the cooling water circuit and
renew if necessary.
Page 16
9.2.3. SPARE PARTS

Fig. n° Ref. n° Description Qty/pump
9.15 14 Mechanical shaft seal 1
9.15 7 Lock ring 1
9.15 13 Distance washer 1
9.15 25 Double row tapper roller bearing 1
9.15 15 Rotary shaft seal 1
9.15 11 Joint 1
9.2.4. TOOLS
Code Description.
620.083.9002.01 Tool for removing fresh water pump
Pliers for circlip with straight jaws for inner diameter
Page 17
Fig. 9.14
Page 18
Fig. 9.15
9.2.5. DISMANTLING OF THE PUMP (fig.9.14 and 9.15)
1. Removing from the engine.
- Drain the fresh water circuit.
- Drain the water from the pump with drain cock (28).
- Disconnect the flanges from suction and pressure pipes.
- Remove the screws (2) securing the pump on the gearcase and take apart the pump as
a unit. Special press screws M14 tool 620.083.9002.01 can be provided for this
purpose.
2. Dismantling the pump.

- Remove the cover (4) by unscrewing screws (12)
- Place the complete pump in a vice by fixing the gearwheel between the jaws using
protection pads in soft material. Unlock the ring (7) and remove the fixing nut (8) by
using a wrench (key size 30) through the pressure bore (outlet).
Be carefull this nut is a left tightening nut,
for unscrewing turn clockwise!
- Further unscrew (counter clockwise) the blade wheel (6) from the pump shaft (21).
- Unlock the lip of ring (19) from off the 2 nuts (20) and loosen the nuts. Followed by
removing the pump gear (17), doing this by slightly ticking the gear free with a
plastic or wooden hammer. Remove the inner pressing ring (18).
- Next unscrew the screws (23) and remove the pressing ring (24).
- Now to remove the shaft (21) with the bearing (25), one must tick with a wooden
hamer on the shaft from the pump side to the gear side. Tick until the shaft is clear.
- When the shaft with the bearing is removed, the mechanical seal (14) and rotary shaft
seal (15) may be removed from the body (1).
- For renewal of the taper roller bearing, To remove the bearing one can use a press for
removing the bearing from the shaft.
Page 19
- In case a new taper roller bearing (25) must be fitted, do not forget to install the inner
spacer ring of the bearing for the exact axial clearance.
9.2.6. INSPECTION OF PARTS

Check if the following parts are in good condition
- The impeller and its fixing onto the shaft with fixingnut. Slight cavitation signs at
the roots of the blades are acceptable. If some material is missing at the blades,
rendering it less stronger then it is recommended to change the blade wheel, also in
case of other damage.
- The taper dubble roller bearing.
- The gear wheel.
Damaged seals must be renewed. When such a complete dismantling occurs, renewal of
shaft seals (14 & 15) is highly recommended.
9.2.7. ASSEMBLY
1. Assembling the pump
- The procedure is the reverse of the dismantling procedure
- If the blade wheel has been renewed after assembly, the clearance X must be
measured. Value: 0,3 to 0,7 mm. This distance, if not correct, can be modified by
means of the distance washer (13) between the body (1) and the cover (4).
- Tighten the nuts (20) according to the torque table and secure with a new lock ring
securing the 2 nuts. The upper side and only the upper side of the lock nut (=nut side)
must be greased in with Molykote.
- Screw on the blade wheel (6) turning clockwise and tighten according to the torque
table. Use for this LOCTITE nr.245.
- Install lockring (7) and tighten nut (8) according to the torque table.
Attention this nut is a left turned nut therefore tightening must be done turning
counterclockwise. Use for this LOCTITE nr.270.
- For all threads carefully search for the beginning of the thread avoiding damage to
the thread.
2. Fitting on the engine

- Mount in reverse order from removing. Take care not to damage the gearwheels by
introducing the pump into the gear case.
- After remounting on the engine, the flank teeth clearance must be checked. See table
under 9.1.8 (Backlash tolerances table).
- Connect the water piping and check for tightness.
Page 20
9.3. SEA WATER PUMP.

9.3.1. DESCRIPTION (fig. 9.16 & 9.17)
The sea water pump is a self priming rotary pump, driven from the crankshaft by a gear
train and flanged on the pump driving gear case. The sea water pump provides the
cooling water for the charge air cooler, the lub oil cooler and the heat exchanger (fresh
water cooler).
The pump consists of:

- a shaft (12) with roller bearings(14 and 18).
- a driving gear (42)
- an impeller (27) with distance ring (26) and two port plates (25), one at each side of
the impeller. The impeller is fixed on the shaft with a key (5), a nut (3) with washer
(4).
- water tightness is assured by mechanical seal with contact ring (23) and a rotary seal
(20) and a water thrower (21).
- the rotating assembly is mounted in a bearing housing (13) and in two half bodies (1
and 7), sealed together with a seal-O-ring (6) and a V-clamp system with nuts and
bolts(34).
- lubrication by oil supply from the engine
- the presence side is provided with a pressure relief valve
Component Mass (kg)

Sea water pump complete for 6DZC 70.4
Page 21

Code Jobs
M1-03 Clean water filters if provided.
O1-03 Overhaul of the seawater pump, softwater pump. Check the

anodes in the cooling water circuit and renew if necessary.
9.3.3. SPARE PARTS

9.15 9 Tab washer 4
9.15 14 Roller bearing 1
9.15 15 Locking washer 1
9.15 18 Roller bearing 1
9.15 19 Seal collar 1
9.15 20 Rotary shaft oil seal 1
9.15 21 Water thrower 1
9.15 23 Mechanical seal with contact ring 1
9.15 24 Seal spacer 1
9.15 30 Shim 0.25 (as required) 1
9.15 31 Shim 0.35 (as required) 1
9.15 38 Tab washer 1
Page 22
Fig. 9.16
Page 23
9.3.4. TOOLS
Code Description.
*620.084.9015.01 Assembly cone for mechanical seal.
*620.084.5200.01 Tool for dismounting the impellor
Pliers for circlip with straight jaws for inner diameter

* Special tool, not standard delivered with the engine (only delivered on request).
9.3.5. DISMANTLING OF THE PUMP (fig.9.16)

1. On the engine.
Inspection and replacement of the impeller is possible with the pump remaining on the
engine.
- Shut-off the sea water supply and drain-off the water with cock (44).
- On the non-drive end half body (1), disconnect the V-clamp halves (40) from the
installation piping.
- Disconnect the V-clamp halves (34) between the two half bodies and remove the
non-drive end half body (1).
- Remove split pen (2) and unscrew the nut (3), remove the washer (4) and place the
special tool 620.084.5200.01 to remove the impeller (Fig.9.17). Extraction holes are
provided in the impeller (M10).
Page 24
Fig. 9.17
2. Removing the complete pump from the engine.
- Shut-off the sea water supply and drain-off the water from the circuit and the pump.
Drain cock (44).
- Disconnect the 2 V-clamp halves (40) from the installation piping on the two half
bodies (1& 7). Disconnect the lub oil supply pipe.
If no assistance is available, mind the weight!
Attach a rope around the pump at two places and hang on a tackle.
Put some tension on the rope.
- Remove the screws (45) on the adaptor (41) and take apart as a unit by using the
tackle.
Page 25
3. Dismantling of the pump.

- The gearwheel (42) is mounted with a dynanobloc. Bicone clamping set (43).
Remove the 10 screws on the set. Instead of the remaining two of another color, put
two screws M8 and tighten them equally in order to release the bicones. Take apart
the gear and the clamping set.
- Remove the impeller as described under point 1.
- Remove the distance ring (26) and the seal spacer (24) with shims (30 and 31) if
available.
- Unscrew the four nuts (10) and remove the drive end half body (7) with port plate
(25)
- Remove the adaptor(41) from the bearing housing(13) after removing the self locked
nuts (47)
- Now the mechanical seal with contact ring (23) and the rotary shaft oil seal (20) with
water thrower (21) are free for eventual replacement.
- If roller bearings (14 and 18) need to be replaced, further dismantling is necessary.
Remove the screws (39), the lock nut (16) with locking washer (15) and take apart
the seal housing (37) and spacer (35).
- Press on the drive-end of the shaft until the inner race of the roller bearings (18) is
clear of the bearing housing (13). If no press available, a soft hammer may be used to
withdraw the shaft (12).
- Remove the roller bearing (18) and collar (19) from the shaft using an extractor or a
press.
- Re-insert the shaft from the non-drive-end and press out the roller bearing (14).
Remove it from the shaft.
- Withdraw the outer race of the roller bearing (14) from the housing (13) with a pully
extractor.
9.3.6. ASSEMBLING OF THE PUMP (fig.9.16)

1. The pump-assembly.
- Thoroughly clean all components
- Press the outer race of the roller bearing (18) into the housing (13).
- Press the location roller bearing (14) on the shaft, insert the shaft from the drive end
and press in.
- Press seal collar (35) on the shaft.
- Side the inner race of the bearing (18) on to the shaft and press home.
- Secure the bearing by fitting circlip (17), use appropriate pliers tool.
- To fit the seal collar (19), clean the shaft (12) and the bore of the collar with a
degreaser like “Ultra clean” (Innotec) or equivalent. Dry by air. Apply a thin bead of
Loctite 641 to the leading edge of collar bore and shaft. Fit the seal collar with a
twisting action to ensure good Loctite distribution. Allow Loctite to cure about 4
hours before running the pump.
Page 26
- Press the seal (20) into the housing (13) ensuring the spring faces the bearing.
- Push the water thrower (21) on to the shaft against the seal collar (19).
- Fit seal housing (37) with screws (39) and tab washers (38).
- Fit locking washer (15) and lock nut (16). Tighten nuts and bend down a tab on the
washer into a slot in the nut.
- To fit contact ring of the mechanical seal (23), clean the contact ring housing.
Slightly wet the housing with a solution of 3 % detergent (Oltec Clean 9100 (IAS))
and carefully enter the ring into the housing.
- Re-assemble the drive end body (7) to the bearing housing (13). Tighten nuts (10)
and press down tab on tab washers(9).
- Clean the shaft, using an adequate degreaser like “Ultra clean” (Innotec) or
equivalent to eliminate all trace of grease and dirt. Slightly wet the shaft and the
mechanical seal (23) with a solution of 3 % detergent (Oltec Clean 9100 (IAS)). For
old seawater pumps which have no mounting chamfer on the shaft for the mechanical
seal, also wet the therefore to use mounting tool 620.084.9015.01 (see Fig. 9.18) . Do
not use grease. Surfaces on contact, ring and mechanical seal must be free from dirt
and grease!
- Push the seal (23) over the shaft, for old type of seawater pump without chamfer use
assembly cone tool code 620.084.9015.01 to protect the seal face (Fig. 9.18).
- Push the port plate (25) home into the body. On the back, lugs are provided to fit into
slots on the body. Slide the seal spacer (24) on the shaft against the mechanical seal
(23).
Fig. 9.18
Note:
Tool only to be used with old type see water pump without chamfer on shaft.
Page 27
2. Impellor and port plates.

- Place the shims (30/31) on the shaft. These shims are important as they relatively
locate the impeller (27) to the port plates (25). The clearance X measured on each
side must be within 0,18 to 0,23 mm.
- How measuring the clearance:
* Because the width of the distance ring (26) is greater then the impeller width +
twice the side clearance (X + X ), so the impeller is automatically centered once
the correct clearance is obtained on one side, this of course assuming the parts are
not worn.
- The easiest way to check clearance is to mount the impeller with a known value for
the shim thickness in order that the impeller runs free from the drive end port plate.
- Then place the distance ring (26) over the impeller and measure the clearance with a
feeler gauges and a ruler placed on the distance ring. Now, calculate the thickness to
add or to substract to obtain the prescribed clearance of 0,18 to 0,23 mm and
consequently make the choice for the shims if needed.
- If correct, continue the assembly.
- Insert key (5) in the key way on the shaft. Press the impeller (27) on the shaft.
- Assemble the washer (4) and nut (3) until the impeller is fully home. Tighten nut (3)
according to the torque table. Do not forget to install the split pen (2) for locking and
securing the nut on the shaft.
- Place the seal-O-ring (6) on the distance ring (26) and press the ring into the drive
end body (7). Place port plate (25) into the non-drive end body (1). Ensure that the
lugs go into the slots in the body and press over distance ring.
- Lock the body halves with the V-clamp.
3. Fitting on the engine.

- Mount in reverse order from dismounting. Take care not to damage the gear wheels
by introducing the pump into the gear case. The best way for this purpose is to attach
the pump, hanging it horizontally with a rope fixed to a tackle.
- After remounting on the engine, the flank teeth clearance must be checked. See table
under point 9.1.8. .
- Connect the V-clamp halves to the installation piping and check for tightness.
Page 28
9.3.7. STARTING UP / LUBRICATION

- Open the sea water supply. If the pump is under water level by opening, the vent
plugs and air can be removed.
- If not, fill the pump with water; the pump will continue to self prime at all
subsequent starts. Bleed the complete system.
- The pump is lubricated with engine oil. A pipe connection is provided for.
9.3.8. PRESSURE RELIEF VALVE

- The pressure side is provided with a pressure relief valve to avoid overpressures if
operating against closed valve.
- The pressure on the relief valve is set at 3 bar.
- The maintenance of this valve consists to check if no leakage occurs at pressure
below the setting point, if setting point is correct and to check if no leakage occurs
after closing again.
- If leakage occurs, valve must be lapped with the seat.
Page 29
9.4. FUEL FEED PUMP (STEIMEL – SF2/8)

9.4.1. DESCRIPTION - (Fig. 9.19 - 20)
The purpose of this engine driven pump is to provide the fuel injection pumps with the
necessary fuel amount under a determined pressure. The pressure is regulated in the
system by relief valve(s).
The pump is driven from an intermediate gearwheel in the pump gear case over a
flexible coupling.
The pump is of the gear type.
Fig. 9.19
Page 30
Fig. 9.20
Component Mass (kg)

Fuel feed pump complete Steimel SF2/8 7.25
Page 31

Code Jobs
O2-11 Overhaul the fuel feed pump.
9.4.3. SPARE PARTS

9.19 8 Rotary shaft seal 1
9.19 18 Joint 1
9.19 21 Flexible coupling 1
9.4.4. TOOLS
Page 32
9.4.5. MAINTENANCE
If the fuel used by the pump is free from dirt and water, the fuel feed pump does not
normally require maintenance. However, at the given maintenance interval, it is
recommended to check :
- the flexible coupling (21)
- the pump for leakage at seal-O-rings (18, 10) and at the rotary shaft seal (8).

1. Removing from the engine.
- Unscrew the four screws (24) and take off the complete pump.
- Inspect the flexible coupling (21). Look if the synthetic coupling part is in good
condition. Signs of wear are evident if material dust is present in the adaptor (22 –
Fig 9.20).
- Inspect the rotary shaft seal (27 - Fig 9.20). If no leakage, replacement is not
necessary. The adaptor (22) is also provided with a leakage indicating hole.
2. Replacing the flexible coupling.

- The coupling must be replaced as a unit, i.e. a primary hub, coupling part in synthetic
material, a secondary hub and the keys (5 - fig 9.19 and 26 - fig 9.20).
- Remove the adaptor (22 - fig 9.20) from the engine by removing the screws (25 – fig
9.20).
- Remove now the hubs respectively from driving shaft and pump shaft.
- Inspect the key and key grooves. Replace damaged keys.
- Put a new flexible coupling and remount.
3. Replacing the rotary shaft seal (8) and ball bearing (7). (Fig. 9.19)
- Remove as mentioned under point 2 hereabove.
- Remove the key (5) from the shaft.
- Remove set nuts (14) and remove cover (2) together with the ball bearing (7), rotary
shaft seal (8) and 2 circlips. (9)
- Remove the first circlips (9) from the cover (2) with a circlips plier.
- Remove the rotary shaft seal (8) from out of the cover.
- Remove the 2nd circlips (9) with a circlips plier.
- Remove, from the pump side, the bearing (7) using a threaded rod and nut or a
copper drift knocking only on the center of the bearing.
- If there is dirt to be seen, clean the housing using an adequate degreaser like “Ultra
Clean” (Innotec) or equivalent. Dry by air.
- Reinstall cover (2) to the body (1) together with the gears. Doing this making sure
that the O-ring is adequately in place. Tighten nuts (14).
Page 33
- Place a new ball bearing over the shaft. Use for this an adequate bearing mounting
drift. Do not use grease! Tick the bearing until it is fully against the back of the
chamber.
- Mount the first circlips (9) using a circlips plier. Also degrease.
- To mount the rotary shaft seal (8). It must be mounted with the open side towards the
bearing. To mount, do NOT USE GREASE. Carefully put the seal over the shaft.
- Carefully place the second circlips (9)
9.4.6. ASSEMBLY
- If the seal O-rings or other joints are subject to leakage, they must be renewed.
- Keep all parts clear.
- Remount in reverse order from dismantling.
Page 34
9.5. FUEL FILTRATION

9.5.1. DUPLEX FUEL FILTER
Description:
The filters are designed to filter fuel from particulate matter and thus to provide clean
fuel oil to the engine.
Component Mass dry Mass wet

(kg) (kg)
Duplex fuel filter 16 20
Page 35
Working principle:
In general the fuel is passed through a filter vessel containing a filter element which
filters the fuel. The filer is designed to enable continuous use by incorporating a
standby filter vessel which can be brought into operation by actuating the changeover
so the contaminated filter can be replace during operation of the engine at the required
mainentance interval.
Recapitulation of maintenance job:

Code Jobs
C1-04 Drain off any water from the day fuel tank and/or the water
separator. (in fuel line)
M2-03 Check if renewal of the elements of the fuel filters is

necessary. Frequence of renewal depends on quality of the
fuel and possible contamination of the filter element.
M3-01 Renew elements of the fuel filters.
Maintenance
See Operating Manual chapter “General Directives”.
Changing filter elements

See Operating Manual chapter “General Directives”.
Page 36
9.5.2. FUEL FILTER/WATER SEPARATOR

WARNING
When servicing the separator and/or maintenance on fuel lines, no glowing objects,
open lights and or discharging equipment may be present which can cause fire
hazard. Also the engine is considered as a hot surface so therefor no service may be
done to fuel related engine/installation parts until the engine is completely cooled
down to prevent fire hazard.
Always use adequate PPE’s (personal protective equipment) like fuel resistant gloves,
protective goggles and full cover facial protection.
Description:
The fuel filter/water separator operates by a three stage system, filtering out all harmful
solid particles and liquid impurities which are heavier than diesel fuel that would
otherwise cause engine problems.
Working principle:
- First stage:
Separation of foreign solids and of
liquid impurities by centrifugal
action.
- Second stage:
Very small particles rise within
the fuel to the top of the conical
insert and collect on its sloping
surfaces. In time these fractions
build up and gradually sink to join
the impurities separated in the
first stage.
- Third stage:
Fine filtering of the fuel in the
filter element (3).
Maintenance:
The separator needs to be checked
daily for accumulated water and dirt
in the bowl and if necessary drained
off.
Attention:
Do this only when engine has
fully stopped.
Page 37
Change filter element:

Unscrew the tightening screw of the separator. For changing of the filter element (3) it
should be steadily rotated while being carefully withdrawn from the housing. The new
element is inserted by reversing this procedure. After changing the element, always
check compression seal (2) and cover seal (1) and change if necessary.
It is not necessary to airbleed the system after draining water and dirt or after changing
the element.
Page 38
9.6. LUBRICATING OIL PUMPS / PRESSURE VALVES.

9.6.1. DESCRIPTION (Fig.9.21 & 9.22)
In case of dry sump application (most M-versions) two oil pumps are provided
(Fig.9.21): a lubricating oil pump and a scavenge oil pump.
The lubricating oil pump takes the oil from the service oil tank and feeds it to the
engine under pressure.
The scavenge oil pump removes the returned oil from the crankcase and pumps it to the
service oil tank.
Both pumps have the same internal construction, but are provided with a different
gearwheel in order to drive the scavenge pump at higher speed than the lubricating oil
pump.
In case of wet sump application, only a lubricating oil pump is provided (Fig.9.22).
The lubricating oil pump is provided with a pressure relief valve and on the pump
pressure side a pressure regulating valve is foreseen with oil discharge back to the
crankcase (pump gear case).
Oil pumps are gear driven from the crankshaft gear over intermediate gears and driving
gears (4 & 5). The pumps are flanged on the pump gear case.
Component Mass (kg)

Lubricating oil pump complete with gear wheel 37.2
Scavenge oil pump complete with gear wheel 36.5
Page 39

Code Jobs
O2-11 Overhaul the oil feed pump.
9.6.3. SPARE PARTS

Fig. n° Ref. n° Description Dry sump Wet sump
9.21 12 Joint 1 1
9.21 13 Square joint 1 -
9.21 14 Square joint 6 3
9.21 32 Seal O-ring 2 1
9.23 3 Bush 4 8
9.26 10 Joint 1 1
9.27 6 Joint 1 1
9.6.4. TOOLS
Code Description.
620.084.9011.01 Tool for removing oil pump bush
620.084.9012.01 Tool for fitting oil pump bush
Page 40
9.6.5. DISMANTLING
Required staff: 1 serviceman.
1. Removing from the engine (Fig.9.21/9.22)
- Shut off valves in oil circuit. Be sure that the oil level in crankcase is sufficiently low
to avoid oil spillage.
- Removing the scavenge oil pump (dry sump)
* Remove the nuts (27) on inlet bend (7).
* Remove the nuts (30) on pump flange.
* Remove the bolts (21&26) on between flange (1) and pressure bend (9)
* Remove the pipe connection to the hand pump on bend (9).
* Take the pump apart f rom the gear case and remove the inlet bend and the
pressure bend if necessary. Take care not to damage the teeth on the gear wheel.
- Removing the lubricating oil pump ( dry sump and wet sump) :
* Disconnect and remove the oil piping between pump pressure bend (9) and
pressure regulating valve.
* Proceed further in the same way as for the scavenge pump.
Page 41
Fig. 9.21
Page 42
Fig. 9.22
Page 43
2. Dismantling the oil pump (Fig.9.23)

- Remove the cover or the pressure relief valve at the non drive end
- Unscrew and remove the eight screws (7) and release the bearing body by means of
the two press holes M10.
- Remove the gear wheel from the shaft
- Now the pump gears (4 & 5) are available for removing.
Fig. 9.23
3. Inspection.
- Clean all parts
- Inspect the gear, the pump body and bearing body for damage. Replacement is only
necessary in case of breakdown of gears (broken teeth) a heavy and deep scoring on
the gear side faces or body thrust faces.
- Measure the clearance between the bushes and the shaft. When the limit of wear is
exceeded, the bushes must be renewed.
O.D. L.W.
Shaft (mm) Bush (mounted Max. clearance Clearance between
mm) new (mm) shaft and bush
(mm)
39.959 to 39.975 40.058 to 40.016 0.10 0.10
Page 44
4. Renewal of bearing bushes (Fig.9.23/9.24/9.25)

- Use tool 620.084.9012.01 to press out the two bushes from the bearing body and the
one near the drive gear.
- To remove the remaining bush. By means of a saw-blade, saw through the bush side-
along the oil grooves. Once the bush is cut through, the stress is released and the
bush can be hooked out.
- All bushes are identical. Introduce the new bushes using tool 620.084.9011.01 to
press them home.
- The bushes must be fitted in such a way that
* the oil grooves are adjacent to each other
* the bush is 3,5 to 4,5 mm beneath the side faces
Page 45
Fig. 9.24
Page 46
Fig. 9.25
Page 47
5. Inspection of pressure regulating valve (Fig.9.26)

The pressure regulating valve consists of a body (l), a piston (2), a spring(3) and an
adjusting system (4,8,9). The piston travel is controlled by the engine oil pressure with
a connecting pipe. Oil tightness is assured by the cap nut(6) and seal-O-ring(10).
The inspection consists to remove the spring and piston:
- Remove the cap nut
- To keep the initial setting, do not touch the screw(8) and nut (9).
- Unscrew the plug (5), bearing in mind the initial spring force.
- Remove the spring carrier(4), the spring(3) and the piston (2).
- The piston (2) is provided with an extraction threaded hole M8.
- Broken spring or damage requires replacement.
- If the piston shows some scuffing or scoring marks, it must be polished with fine
emergy cloth and carefully cleaned afterwards. In any fact, the piston must slide
freely in the body.
Pressure adjustment is made with running engine at speed above 500 rpm and with
luboil at service temperature (near 70/75°C). Loose nut (9); turn clockwise screw(8) to
increase oil pressure; turn anti-clockwise screw (8) to reduce oil pressure. The values
for the oil pressures are given in chapter General 6-8DZC - part 2.8 – Pressures –
Luboil pressure (enterance motor), depending nominal speed of the engine. The value is
to be read from the control panel of the engine.
Oil pressure engine

entrance engine
Remark:
The oil pressure at idle speed cannot be adjusted, because it is the result of the margin
between the total pump flow and the lubricating flow for a given speed.
Page 48
Fig. 9.26
6. Inspection of pressure relief valve (Fig.9.27)

The lubricating oil pump is provided with a pressure relief valve. The function of this
valve is to avoid over pressures during starting with cold oil and in case of malfunction
of the pressure regulating valve. It consists of a body (l) bolted on the bearing body of
the oil pump, a valve or piston (2), a spring (3) and a pressure setting system (4&5). Oil
tightness is assured by seal-Oring (6).
The inspection consists to remove valve and spring:
- Remove plug (5) bearing in mind the initial spring force
- Broken spring or damage requires replacement.
- If the valve shows some scuffing or scoring marks, it must be polished with fine
emery cloth and carefully cleaned afterwards. In any fact, the valve must slide freely
in the body.
Pressure is factory set at 7 +/- 0,7 bar and is a result of the spring force.
Page 49
Fig. 9.27
Page 50
9.6.6. ASSEMBLING
Required staff: 1 serviceman.
1. Mounting the oil pump (Fig.9.23)

- Clean carefully the sealing surfaces on pump body (l) and bearing body (2). Degrease
with an adequate degreaser like Ultra Clean (Innotec) or equivalent.
- Slide the pump gears in the body. Oil the bushes and shaft ends.
- Smear the sealing surfaces with a film of Loctite 549.
- Mount together and fix with the screws (7). These parts are positioned with pins
(6&8). Allow loctite to cure.
- Check if the pump is running freely.
- Mount the driving gearwheel and fix nut on torque according torque table. The gear
backlash or tooth flank clearance of the pump gears is between 0,75mm and 0,85mm.
2. Pressure regulating valve (Fig.9.26)

- - Remount in reverse order from dismantling.
- - Check if the oil connection (oil pipe) is free; it is recommended to clean it and to
blow it through with dry air.
3. Pressure relieve valve (Fig.9.27)

- Remount in reverse order from dismantling.
- Seal mounting face with Loctite 549.
- Pressure testing after assembly is recommended.
4. Fitting or mounting the oil pump on the engine (Fig.9.21 / Fig.9.22)

- Renew all joints. Renew the jeal-O-ring (32).
- Remount in reverse order from dismantling. Take care not to damage the gearwheels
by introducing the pump into the gearcase.
- After re-mounting on the engine, the flank teeth clearances must be checked, see
table under 9.1.8. (Backlash tolerances table).
- Connect oil piping and check for tightness when running the engine.
Page 51
9.7. HAND PUMP.

9.7.1. DESCRIPTION (Fig.9.28)
The hand pump is a semi-rotary pump. It is mainly used for filling up the oil circuit
before the engine is started. Depending upon the settings of a three-way plug cock(7)
and a square ball valve (5) the intake can take place from the service oil tank or from
the crankcase. The output can be fed to the engine lubrication circuit or to the service
oil tank.
Fig. 9.28
Page 52
9.7.2. MAINTENANCE
There is no specific maintenance.
9.7.3. SPARE PARTS

There are no specific spare parts.
9.7.4. TOOLS
9.7.5. ASSEMBLY
The hand pump is fixed to the pump driving gear case by a distance screw (3) and nut
(11).
Page 53
9.8. THERMOSTATIC VALVE OIL CIRCUIT

9.8.1. DESCRIPTION (Fig 9.29)
The thermostatic oil valve is a 3-way valve that regulates the oil temperature of the
engine by passing a regulated portion of the oil flow by the oil cooler.
The temperature control is created by the expansion of a wax element which is highly
sensitive to temperature changes. Large forces are created by the warming/expansion of
the micture which in turn acts upon the sliding valve, thus regulating the flow.
The diagram below shows the valve actuation in diverting mode at start and cooling
positions.
Fig. 9.29
Component Mass (kg)
Thermostatic oil valve 18
Page 54

Code Jobs
pressostats, overload limiter and microswitch for load indication)
for correct function and operation.
O2-15 Overhaul of the oil thermostatic valve. Thermostatic elements need

to be renewed.
9.8.3. SPARE PARTS

We refer to the spare parts manual.
9.8.4. TOOLS
9.8.5. MAINTENANCE
In order to service the thermostatic valve, the valve needs to be removed from the
installation.
To remove the temperature element (4) from the assembly, ensure that the fluid system
is drained and depressurized. Remove the valve from the system. Separate the body
parts (1) and lift out the elements assembly (4). Inspect both the element assembly and
the seat for wear and damage. Check that the element is fully closed.
It is advisable to replace all gaskets (5) and O-rings (3 & 4) with new parts before re-
assembly. Lubricating the O-rings (3 & 4) lightly with grease like CERAN WR2
(Total) or equivalent before re-installing the element, the cage and cover.
On re-assembly the housing bolts should be tightened on the torques to be found in the
tightening torque table. (See Chapter General table 5)
Ensure no air is trapped around the valve when the system is recommisioned.
Page 55
9.9. THERMOSTATIC VALVE WATER CIRCUIT

The thermostatic water valve is a 3-way valve that regulates the water (coolant)
temperature of the engine by passing a regulated portion of the coolant by the pipe/plate
cooler.
The temperature control is created by the expansion of a wax element which is highly
sensitive to temperature changes. Large forces are created by the warming/expansion of
the micture which in turn acts upon the sliding valve, thus regulating the flow.
3 Types used according to type of engine:
- Thermostatic valve water temperature engine outlet 80°C
- Thermostatic valve water temperature engine outlet 85°C
- Thermostatic valve water temperature inlet air cooler 43°C
Page 56
9.9.1. THERMOSTATIC VALVE 80°C and 85°C (Behr-Thomson)

9.9.1.1. DESCRIPTION (Fig. 9.30)
Fig. 9.30
Component Mass (kg)
Thermostatic water valve 19,9
Page 57
9.9.1.2. RECAPITULATION OF THE MAINTENANCE JOBS
Code Jobs
O2-15 Overhaul of the water thermostatic valve. Thermostatic elements

need to be renewed.
9.9.1.3. SPARE PARTS

See spare parts manual sectie 045.
9.9.1.4. MAINTENANCE
Replacement of wax-element:
- Loosen the 3 cylinderhead screws (13) and draw out the cover (5).
- Draw out the thermo-element (2) with a set of pliers.
- Replace the element with exactly the same element with exactly the same start-to-
open temperature.
- When the element is fully in place. The cover can be replaced. Do not forget to
mount also Seal-O-ring (8).
- Tighten the 3 cylinderhead screws (13).
9.9.1.5. EMERGENCY
In case of control failure, the valve can be operated by hand. If the valve is
malfunctioning the flow of the coolant to the cooling element can be re-established by
turning the stud (7) inward about 5 turns after loosening the countering nut (15).
It is strongly recommended to send the unit to the manufacturer for repair.
Page 58
9.9.2. THERMOSTATIC VALVE 43°C (Thermoreg)

9.9.2.1. DESCRIPTION (Fig.9.31)
Fig. 9.31
Component Mass (kg)
Thermostatic water valve 19,4
9.9.2.2. RECAPITULATION OF THE MAINTENANCE JOBS
Code Jobs
O2-15 Overhaul of the water thermostatic valve. Thermostatic elements

need to be renewed.
9.9.2.3. SPARE PARTS

See spare parts manual section 045.
Page 59
9.9.2.4. MAINTENANCE
- The valves will operate in any position but must be installed with the ports in the
correct position. (See Operation Manual: Chapter : Service and supervision of the
engine at service)
- Stresses from the supporting pipework should be kept to a minimum in accordance
with good working practices.
- Regularly inspect for wear and corrosion as part of a planned preventative
maintenance programme. (See maintenance M5-02)
- Care should be taken in handling the valves because of the weight and it should be
recognized that the valve body will be at the same wordkihng temperature of the
fluid flowing through it and thus could cause burns when engine has turned.
- The valve must be suitably isolated from the system pressure and proved to have no
pressure within it before any maintenance is carried out.
Remark:
Always use adequate personal protective equipment (PPE) to carry out maintenance or
service.
CHAPTER 10
STARTING SYSTEM
(Assembly 62 - 64 - 75)
10.1. PNEUMATIC STARTING ON CYLINDERS ...................................................................... 1

10.2. AUTOMATIC STOP DEVICE ............................................................................................. 13
10.3. COMPRESSED AIR RECEIVER. ....................................................................................... 18
Page 1
STARTING SYSTEM Ed. 6 E
10.1. PNEUMATIC STARTING ON CYLINDERS

10.1.1. DESCRIPTION (Fig. 10.1, 10.2, 10.3, 10.4 & 10.5)
Starting of the engine is achieved by directing compressed air sequentially to the
cylinders over a non-return starting valve (3 – fig 10.1 & 10.2). The air applies force to
the pistons and sets in motion the crankshaft.
The compressed air comes forth from the air recievers filled at 30 bar and is fed to the
cylinders over a water-separator (fig 10.6), an oil-lubricator (fig 10.7) and a main
starting valve (fig 10.4 & 10.5) which can be acted manually (lever) or automatically
(solenoid valve) at a distance.
From the main air line, over a derivation, air pressure is reduced to 10 bar by a pressure
reducing valve (33 – fig 10.3) and directed to the air distributor (1 – fig 10.1 & 2 – fig
10.2), to the starting device (fig 10.10) and sequentially to the non-return starting valve
one on each cylinder.
When the crankshaft is turned, the fuel is injected at high pressure by the injection
pump and ignites the considered cylinder on its compression stroke and starts the
engine.

Code Jobs
M1-01 Fill automatic lubricator on the starting air pipe.
M1-02 Drain water from the water separator filter

(starting air line).
O2-13 Overhaul of main starting air valve
10.1.3. SPARE PARTS

Fig. n° Ref. n° Description Qty(6DZC) Qty(8DZC)
Common spare parts
10.4 30 Valve body 1 1
10.4 33 Electro magnetic coil 1 1
10.1.4. TOOLS
No special tools are required.
Page 2
6DZC - Fig. 10.1
Page 3
8DZC - Fig. 10.2

Page 4
Fig. 10.3
Page 5
Fig.10.4
Fig.10.5
Page 6
10.1.1. WATER SEPARATOR (Fig. 10.6)
Fig.10.6
In addition to condensate, the compressed air produced by the compressor also contains
residues from the pipes, such as chips or rust particles, which can impair the proper
functioning of pneumatically controlled cylinders, valves, etc.
Therefore the air needs to be filtered and is filtered to 50µm. (=filter rate)
Maintenance:
* Drain off condensate regularly by opening the manual drain valve (8).
* Clean the sintered metal filter (5) (if dirty).
Cleaning:
After isolating the unit from the compressed air supply, unscrew the bowl (2), loosen
the fixing nut (7) of the sintered metal filter, remove baffle plate (6) with shim (9),
remove the filter insert (5), wash it out with solvent, blow through it from the inside to
the outside and dry it.
Fit the sintered metal filter again and screw the bowl (2) back on.
Page 7
10.1.2. AUTOMATIC LUBRICATOR (Fig. 10.7)

To lubricate all pneumatic control equipment such as cylinders, valves ext. , an
automatic lubricator is installed in the air starting system. Lubrication is by means of
the creation of an airborne fog or mist that passes downstream to lubricate compressed
air equipment.
Fig.10.7
Oil consumption:
At an air flow of qv=1000 l/min approx.. 1-2 drops/min
Bowl volume= max. 125cm³
Recommended lubrication:
SAE 10 to max. SAE 20 /
HL25 DIN 51524 – ISO VG 32 to ISO VG55/40°C
Compressor oil is normally suitable for this application.
Page 8
It is possible to fill the lubricator unit whilst under pressure by means of the oil dip
stick. Slowly unscrew the dip stick relieving the bowl pressure. When the pressure has
been completely vented, take away the stick and fill the bowl with oil. Check the height
for the oil on the dipstick.
ATTENTION
When receiving a lubricator from the factory, serviced or new, the following
instructions must be followed:
The bowl must be filled an adequate height (see the height on the dipstick)
with an recommended oil lubricant.
Special attention must be given to screw (5). When the lubricator is

delivered, the screw is completely screwed in. In order to become a good
lubrication of the compressed air, this screw must be loosened 1/4 of a turn.
Check if the oil is effectively being consumed (see oil level diminishing).
Verifies and controls:

* Every 15 days, check oil level
* Every 6 mounths or every 1000 working hours; check the correct working of the
device and eventual leakage.
* Every year disassemble the lubricator and clean its parts using only water and
soap or similar neutral cleaning agents. Take care when cleaning polycarbonate
bowls with TRICHLOOR based agents such as Benzol, Aceton and all fluids
which contain plasticizer, should not be used under any circumstances.
Warnings:
* Do not disassemble the bowl when the lubricator is under pressure.
* Do not install close to hot parts. Max. working temperature 50°C.
* Avoid shocks and vibrations.
* Always turn off the mains air supply when removing, servicing or dismantling.
Note:
Operation, maintenance and disassembly can only be done by authorized and skilled
personel. Incorrect use can be dangerous for persons or other devices.
Page 9
10.1.3. MAINTENANCE
10.1.4. SERVICE AND ADJUSTMENT OF THE DISTRIBUTOR (Fig. 10.8)
6DZ
8DZ
Fig.10.8
Page 10
Procedure:
- Remove the central air supply pipe (20 – Fig 10.2) and connecting cover (2).
- Bring the crankshaft into the position “START CYL. 1” to be found on the inside of
the flywheel and that is indicated with indication tool 620.083.1900.01
(this point is 22° à 23° after TDC in expansion stroke) (See Fig 4.8 a & b)
Another way to become the position of “START CYL. 1” is by calculating the curve
distance “A” on the circumference of the installed flywheel:
- Take attention to the direction of rotation of the engine
counter-clockwise (A) or clockwise (K) for location of this point.
See fig 4.8b for the location of “START CYL. 1”
- For example calculation using standard flywheel Ø 950 mm.

Circumference of flywheel (mm) : π D = π x 950 = 2984 mm
Curve distance per degree(mm/°): (π D / 360°) = 2984/360° = 8,29mm/°
Example calculation curve distance “START CYL.1”:

“START CYL.1”= 22° à 23° after TDC in expansion stroke
Curve distance “START CYL.1” after TDC on the circumference of the

flywheel : 22° à 23° x 8,29mm/° = 182,38 à 190.67 mm
- Following this, the position of the distributor disc (3) needs to be checked. The
position of the distributor disc depends on the firing order of the engine and number
of cylinders. The position of the distributor must be as in following indicative tables.
Page 11
6DZ : Direction of Rotation 6DZ : Direction of Rotation

Counter – Clockwise (A) : 1-2-4-6-5-3 Clockwise (K) : 1-3-5-6-4-2
The position of the sleeve in the distributor disc The position of the sleeve in the distributor disc
must be in such a way that cylinder No.1 is just must be in such a way that cylinder No.1 is just
starting and cylinder No.3 is just being closed. starting and cylinder No.2 is just being closed.
8DZ : Direction of Rotation 8DZ : Direction of Rotation

Counter – Clockwise (A) : 1-4-7-3-8-5-2-6 Clockwise (K) : 1-6-2-5-8-3-7-4
The position of the sleeve in the distributor disc The position of the sleeve in the distributor disc
must be in such a way that cylinder No.1 is just must be in such a way that cylinder No.1 is just
starting and cylinder No.6 is just being closed. starting and cylinder No.4 is just being closed.
Page 12
- If the position of the distributor is not correct, the position needs to be corrected.
Therefor unlock the locking washer (8) and remove nut (7).
- Place a new locking washer (8) and slightly tighten nut (7).
- Adjust the distributor as indicated above for the type of engine. Hand tighten nut (7).
- Remove carefully shaft (4) together with the distributor disc (3) out of the air
distributor.
- Place the shaft in a vice and tighten only on the flat surfaces of the shaft. Make sure
to use aluminium or soft metal tighteners which do not damage the shaft during
tightening.
- Tighten nut (7) firmly and lock the locking disc (8) as indicated on fig. 10.8 .
Attention: Make sure the distributor disc has not changed position during tightening
and locking.
- Remount the adjusted distributor onto the engine.
- Re-install cover (2) and air pipe (20).
- Start the engine.
Page 13
10.2. AUTOMATIC STOP DEVICE

10.2.1. DESCRIPTION (fig. 10.9)
The stop device is consisting of a body (1) containing a hydraulic piston (2) and a
pneumatic piston (10). At stop position, both pistons are pushed down by a piston rod
(4) and springs (5). At the upper end the piston rod by a pin (A13-12) and a slot is
linked to the stop handle provided in the rod.
Function:
1. Starting:
When the starting electro-valve is operated, air at 10 bar is fed under the pneumatic
piston (10) pushing the complete system upwards in order to release the racks on the
fuel injection pumps.
In the meantime, during starting, oil pressure is built up and gives action to:
- the hydraulic piston (2) to keep it in upper position
- the pneumatic piston (10) to push it down at rest, a throttle (34 - fig 10.3) in the air
supply arranges a slow return to rest.
2. Running:
Until the oil pressure is above a minimum allowed limit, the piston rod (4) remains
upwards and due to the slot, gives free action to the control spindle and fuel racks under
control of the governor.
Component Mass (kg)

Automatic stop device assembly 8
Page 14
Fig. 10.9
Page 15
Fig. 10.10
Page 16
Code Jobs
O2-14 Overhaul of hydraulic stop cylinder.
10.2.3. SPARE PARTS

10.2.4. TOOLS
10.2.5. MAINTENANCE
No specific maintenance is required.
Only a regular lubrication of the piston rod and stop handle shaft and pin is necessary.
However the free movement of the rod must be checked during starting and stopping.
Hesitation in the movement can indicate some jamming of the pistons, the rod or the
springs. Occasionally some internal corrosion can occur.
Dismantling:
Required staff : 1 service man
- Disconnect the oil and air piping. Check the pipes internally for rust or water. Blow
through with dry, clean compressed air.
- Remove the fixation screws (A75-13) and remove the assembly from the engine.
- Remove the locating screw (12) and loose the lock nut (9)
- Record the position of the spring adjusting screw (8) in regard to the upper face of
the spring housing (3). Loose the adjusting screw (8) until there is no more tension
on the springs (5).
- Remove the nuts (13) and take apart the parts (3, 4, 5, 6, 7, 8 & 9)
- Remove the hydraulic piston (2). Two threads M8 are provided for.
- Remove the screws (15) ;take apart the cover (11) and remove the pneumatic piston
(10). One thread M8 is provided for.
Page 17
Maintenance:
- Clean all parts thoroughly. If the pistons show signs of scoring of jamming, polish
them with fine polishing-cloth. Check the free movement in the housing. Check also
the free movement of the piston rod, if necessary polish with fine polishing-cloth.
- If there is corrosion on the springs it is advisable to replace them.
- Clean the oil groove in the body, the oil leak return hole and connection
Assembly:
- remount in reverse order from dismantling.
- Rub the faces of spring carrier (2x (6)) and intermediate carrier (7) in with molykote
during assembly.
- replace the seal-O-rings (14) and fit the new ones with CERAN WR2 (Total) or
equivalent.
- the lower cover (11) is mounted with Loctite 549 to assure sealing. Avoid Loctite
introduction into the cylinder in order not to stick the piston (10).
10.2.6. ADJUSTMENT
If parts have been replaced and the relative position of the adjusting screw (8) is
unknown, adjusting is necessary.
- Connect the oil supply line (M14) to an oil supply foreseen with a pressure gauge
with scale up to 6 bar.
- Increase the pressure up to 4 bar approx. The piston rod must move to its uppermost
position.
- Close the oil supply and let the pressure fall-off. The piston-rod must go down now,
once a pressure of 1,4/1,5 bar is reached.
- If the piston rod (4) is falling down at:
* a pressure above 1,4/1,5 bar, decrease the spring pressure by unscrewing the
adjusting screw (8)
* a pressure below 1,4/1,5 bar, increase the spring pressure
- Once the correct pressure is obtained, turn the piston rod in such a way as to put the
locating screw (12) in the corresponding groove
- Block the lock nut (9)
- Mount on the engine and connect oil and air supply and oil leak pipe.
- Check if the pin (A13-20) can move freely in the slot of the piston rod (4).
Page 18
10.3. COMPRESSED AIR RECEIVER.

10.3.1. DESCRIPTION (fig.10.2.)
A compressed air receiver is provided with each engine for starting purpose. The air
receiver is filled-up with air, delivered by an air compressor in the installation. The
nominal air pressure is 30 bar.
The air receiver is provided with the receiver itself (29) and with the valve housing (1)
or head. At the lower point, there is a water draining valve (43).
The valve housing (1) contains the filling valve assembly with handwheel (4) and the
starting valve assembly with handwheel (4). Furthermore there is a pressure gauge (38)
with manometer valve (39) and an overpressure relief valve (63).
The head is mounted on the receiver by means of studs (30) and nuts (34). Sealing is
assured by joint (37).
Standard capacities: 125 l - 200 l - 2x125 l - 2x200 l.
Component Mass (kg)

Complete receiver 125 l 184
Complete receiver 200 l 226
Complete receiver set of 2 x 125 l 385
Complete receiver set of 2 x 200 l 442

No specific maintenance.
Code Jobs
M1-02 Drain water of the compressed air bottles.
Remark:
According classification societies for ships or other security institutions, the air
receivers are subjected to regular pressure testing and inspection and setting test of the
pressure relief valve.
10.3.3. SPARE PARTS (fig. 10.2 & 10.3)

See spare parts manuel.
Page 19
10.3.4. TOOLS
10.3.5. MAINTENANCE
Refer to the Operating Manual – Chapter 5 for a regular water draining of the receivers.
However some remarks can be formulated:
- before dismantling the valve housing from the receiver, be sure that all air is blown
off and that there is no pressure anymore.
- the internal wall of the receiver is coated with a special corrosion resistant coating!
During cleaning do not use sharp objects to avoid piercing the coating.
- the valve housing is mounted with studs and nuts (30 + 34). The torque on the nuts is
400 - 420 Nm (40 - 42 kgm). By removing the valve housing the joint (37) fig.10.6.
must be renewed.
Page 20
Fig. 10.11
Page 21
Assembly Sect. 064
Fig. 10.12
CHAPTER 11
TURBOCHARGER
(Assembly 20 - 21)
11.1. THE EXHAUST GAS TURBOCHARGER........................................................................... 1
Page 1
TURBOCHARGER Ed. 6 E
11.1. THE EXHAUST GAS TURBOCHARGER.

11.1.1. DESCRIPTION (Fig. 7.1.)
The turbocharger assembly consists of two main parts: a turbine (1)(drive) and a
compressor (2). The exhaust gasses are entering the gas inlet housing via exhaust
collector and make the turbine wheel turning. The intake air will be comprimed in the
compressor, then cooled in the air cooler (3) and are then going by an air collector to
the cylinders. The exhaust gasses are leaving the turbine via a cone and an expansion
compensator to the silencer. The lubricating cycle of the engine takes care of the
greasing of the TC-bearings. The cooling of the bearing housing is provided by the cool
cycle of the diesel engine.
For further information concerning the turbo charger, we refer to the instruction manual
of KBB.
Turbo charger Mass (kg)
M40 (KBB) (Complete) 260
Fig. 11.1
Page 2

In compliance with the directives of the KBB-instruction booklet. The given hours in
the maintenance schedule are averages; they are to extend or to increase depending on
the local conditions and in association with the maintenance periods. It is very
important that every defect, even if it seems to be neglectable, is solved and that the
causes are resolved to prevent larger damage to the engine or to the exhaust gas turbo
charger.
Code Jobs
M1-05* Clean the compressor of the turbocharger by water injection.
For engines on HFO:
Clean every 300 hours the turbine of the turbocharger by water injection
M6-06* Check the air intake circuit and compressor wheel and clean if
necessary.
M6-07* Check the exhaust gas circuit and clean if necessary.
O2-10** Complete overhaul of turbo blower.
O3-07 Renewal of the isolation of the exhaust pipe if necessary.

** For applications with frequent load changes, the complete overhaul is recommended
at 12000 h.
11.1.3. SPARE PARTS

Fig Ref. Description Qty/ Qty/
6DZC 8DZC
11.2 20 Joint 2 -
11.2 25 Rectangular joint 1 -
11.3 21 Joint - 1
11.3 27 Rectangular joint - 1
12.6 8 Joint 1 1
12.6 9 Joint 1 1
12.6 22 Precision O-ring 1 1
For further information concerning the mounting and dismantling of the turbo charger
we refer to the KBB manual.
Page 3
11.1.4. TOOLS
Code Description
620.084.6300.02 Tool set for turbo charger KBB M40
11.1.5. DISMANTLING
In compliance with the directives of the KBB-instruction booklet.
11.1.6. MOUNTING
In compliance with the directives of the KBB-instruction booklet.
Page 4
Fig. 11.2
Page 5
Fig. 11.3
Operating
and
MOUNTING INSTRUCTION
for
EXHAUST GAS
TURBOCHARGER
TYPE M40
Kompressorenbau Bannewitz GmbH

Windbergstraße 45
01728 Bannewitz
Federal Republic of Germany
Phone: +49 (351) 40 85 603 (Sales)

+49 (351) 40 85 633 (Service)
+49 (172) 35 16 045 (24 Hours Phone)
Fax: +49 (351) 40 85 840
+49 (351) 40 85 648 (Service)
en 12th Edition (07/2010)

Exhaust gas turbocharger M40
Type plate
Type/Serial - No. M40 /

Specification - No. 2.340-
o
max. rpm max. C
Speed Temp
Weight kg Year of
320 Manuf.
Made in Germany
The data given in the operating instructions apply only to the exhaust gas turbochargers of the works
number mentioned above. This number is also given on the type plate affixed to the compressor housing
of the exhaust gas turbocharger.
In case you have questions regarding the exhaust gas turbocharger, it is important to give the correct
• type
• specification number
• serial number.
Only if these data are known the request can be handled properly and promptly.
Direct your requests to the following address:
Kompressorenbau Bannewitz GmbH

Windbergstr. 45
01728 Bannewitz
Phone: +49 (351) 40 85 603 (Sales)
+49 (351) 40 85 633 (Service)
+49 (172) 35 16 045 (24 Hours Phone)
Fax: +49 (351) 40 85 840
+49 (351) 40 85 648 (Service)
Dimensions of important subassemblies

Exhaust gas turbocharger, cpl. 260 kg *) 320 kg
Silencer 35 kg
Air-intake housing 12 kg
Compressor housing, cpl. 22 kg 65 kg
Turbine inlet housing, cpl. 30 kg
Turbine outlet housing, cpl. 75 kg
Bearing housing, cpl. 15 kg
Rotor cpl. 15 kg
Shaft 5 kg
Compressor impeller 5 kg
*) It depends of variants.
Page 2 of 54 12th Edition (07/2010) en

Table of Contents
Chapter Title Page
1 SAFETY ........................................................................................ 5
1.1 Built-in safety systems ................................................................................. 5
1.2 Safety measures (to be taken by operator) ................................................. 5
1.3 Declaration of incorporation......................................................................... 6
2 GENERAL INFORMATION ABOUT DANGERS .......................... 7
2.1 Danger zone ................................................................................................... 7
2.2 Operators and maintenance personnel ....................................................... 7
2.3 Use of spare parts and wearing parts.......................................................... 8
3 DESIGN AND SPECIFICATIONS ................................................. 9
3.1 Brief description ............................................................................................ 9
3.2 Operating data ............................................................................................. 10
3.3 Alarm values ................................................................................................ 11
3.4 Pipe connections ......................................................................................... 11
3.5 Test connections ......................................................................................... 12
4 INSTRUCTIONS FOR MOUNTING TURBOCHARGER ............. 13
4.1 General requirements ................................................................................. 13
4.2 Console for the TC ...................................................................................... 13
4.3 Gas and air piping ....................................................................................... 13
4.4 Loads of housings of the exhaust gas turbocharger ............................... 14
4.5 Vibrations ..................................................................................................... 14
5 OPERATION ............................................................................... 15
5.1 Preparation for operation ........................................................................... 15
5.1.1 Lubricating oil supply ..................................................................................... 15
5.1.2 Cooling water................................................................................................. 15
5.2 Engine operation ......................................................................................... 16
5.3 Putting out of operation .............................................................................. 16
5.4 Failures......................................................................................................... 17
6 MAINTENANCE .......................................................................... 18
6.1 General ......................................................................................................... 18
6.2 Maintenance work ....................................................................................... 18
6.3 Cleaning ....................................................................................................... 19
6.4 Maintenance schedule ................................................................................ 20
6.5 Troubleshooting table ................................................................................. 21
en 12th Edition (07/2010) Page 3 of 54

Chapter Title Page
7 DISASSEMBLY AND ASSEMBLY ............................................ 22

7.1 Introduction ................................................................................................ 22
7.2 Checking the components ......................................................................... 22
7.3 Service report .............................................................................................. 24
7.4 Clearance sheet .......................................................................................... 27
7.5 Process of maintenance ............................................................................. 28
7.5.1 Compressor washing .................................................................................... 28
7.5.2 Turbine washing............................................................................................ 29
7.5.3 Blocking the exhaust gas turbocharger ......................................................... 30
7.5.4 Bearing check ............................................................................................... 31
7.5.5 Disassembly of the complete turbocharger ................................................... 32
7.5.6 Assembly of the complete turbocharger ........................................................ 33
7.5.7 Assembly and disassembly of silencer or air-intake housing ........................ 34
7.5.8 Cleaning the silencer .................................................................................... 35
7.5.9 Assembly and disassembly of the compressor housing ................................ 36
7.5.10 Assembly and disassembly of the bearing housing with rotor ....................... 37
7.5.11 Disassembly of rotor complete ...................................................................... 38
7.5.12 Installation of rotor complete ......................................................................... 40
7.5.13 Disassembly and assembly turbine inlet housing.......................................... 44
7.5.14 Cleaning the magnetic filter........................................................................... 45
8 SPARE PARTS AND TOOLS .................................................... 46
8.1 General......................................................................................................... 46
8.2 Spare parts .................................................................................................. 47
8.2.1 Spare part set (9800) .................................................................................... 47
8.2.2 Bearings (9801) ............................................................................................ 48
8.2.3 Gaskets (9802) ............................................................................................. 48
8.2.4 Locking elements (9803) ............................................................................... 49
8.3 Tools ............................................................................................................ 50
9 SECTIONAL DRAWING ............................................................ 51
10 LIST OF COMPONENTS ........................................................... 52

1 SAFETY
The exhaust gas turbocharger has been designed on the basis of the following standards and
regulations:
1. Machinery directive 2006/42/EC
2. Risk assessment and evaluation for ISO 14121-1
1.1 Built-in safety systems

• A safety system for the turbocharger is not necessary as its design and connection with
the engine to which it is attached require an inherent safety.
• Because of the high temperatures occurring, the turbine housings are provided with a
protective cover.
• For general speed monitoring, i.e. without a turn-off function being included, a tachometer
can be mounted on the exhaust gas turbocharger.
Maintenance work must not be done during operation. See Chapter 7.5.1
and 7.5.2 "Maintenance" for maintenance jobs to be done while the
engine is running.
1.2 Safety measures (to be taken by operator)

• These operating instructions are part of the exhaust gas turbocharger and shall be always
accessible for the operators and maintenance personnel.
• The operating instructions should be read before mounting the turbocharger. Particular
attention should be paid to directions and information relating to dangers.
The user is required
• to instruct his operators and maintenance personnel on the safety equipment of the
turbocharger
• makes them familiar with safe working methods
• supervises observance of the safety regulations.
The individual jobs in these instructions are described such that they can be understood by
skilled workers.
The necessary tools and testing/inspection means must be available to these workers.
The user must obtain permission to operate the unit from the local authorities and observe
the following:
• labour safety
• cleaning and maintenance of the machines
• product disposal
• environmental protection.

1.3 Declaration of incorporation

In accordance with Directive 2006/42/EC, Annex II, part 1, section B
Manufacturer : Kompressorenbau Bannewitz GmbH,
Windbergstraße 45,
01728 Bannewitz,
Product : Exhaust turbocharger
Type, specification , serial-no. see type plate
The head of the engineering department, Klaus Buchmann, Windbergstraße 45, 01728
Bannewitz, is authorized to compile all the special documents in accordance with Annex VII
B.
The exhaust turbocharger is defined as a partly completed machinery in accordance with
article 2g and intended to be assembled to a combustion engine only. The special technical
documents in accordance with Annex II B were compiled and in response to a reasonable
request of a national authority transmitted on an electronic base.
The exhaust turbocharger must not put into service until the final machinery into which is it to
be incorporated has been declared in conformity with the provisions of this Directive.
Ingolf Ulbricht
Corporate Quality

2 GENERAL INFORMATION ABOUT DANGERS
2.1 Danger zone

The danger zone is defined by the engine as the turbocharger is an integral part of the
engine.

During turbocharger operation, the user must keep the danger zone free
of any objects so to ensure unhindered access to the unit.
Ear muffs should be worn as the sound level is high. Care should also
be taken when approaching the hot housings!
The exhaust gas turbocharger is mounted on the engine. It may not be interfered with when
the engine is running.
• Make sure the exhaust gas pipes on the turbine side cannot come loose during operation
since exhaust gas might escape at this point.
• As the exhaust gas turbocharger is an integral part of the engine, its operation is
described in connection with the engine. However, its maintenance is described
separately.
2.2 Operators and maintenance personnel

Operators and maintenance personnel are persons who are responsible for transport,
assembly, installation, operation, setting, maintenance, cleaning and troubleshooting.

Adhere to the following accident prevention regulations:
• winches, hoisting and drawing gear (BGV D 8)
• load take-up devices for hoisting operations (BGR 500 chapter 2.8).
If these regulations are not observed, your life and limb may be endangered!
1. The turbocharger may only be maintained by duly qualified and authorised persons.
2. In operating the turbocharger, the responsibilities shall be clearly defined and must be
adhered to so as to prevent confusing competences with respect to the safety aspect.
3. The operating instructions shall be followed irrespective of what kind of work (operation,
maintenance, repair etc.) is concerned.
4. The cleaning, maintenance and repair work described in these instructions are easy to
understand by persons skilled in mechanical, cleaning and maintenance work.
The necessary tools and testing/inspection means must be available to these persons.

5. Operators are not allowed to interfere with the unit in a way that would affect machine
safety.
6. It is also within the responsibility of the operator to see to it that no unauthorised person
works on the turbocharger.
7. The operator must inform the user without delay of any safety-affecting changes to the
turbocharger.
8. The user must not operate the turbocharger when it is not in proper condition.
2.3 Use of spare parts and wearing parts

It is emphasised that spare and wearing parts not supplied by us are not tested/ inspected
and approved by us. The use of such products may negatively affect the performance of your
turbocharger. We assume no liability for damage caused by the use of components and
accessories not made by us.
For ordering spare parts and tools, please refer to the
• parts list
• sectional drawings
• spare parts list
• tools list.
The spare parts lists attached contain all spare parts for the turbocharger. DIN (standard)
parts may be bought from specialised dealers.
For the assembly, disassembly and commissioning of the turbocharger, refer to the
respective sections in these operating instructions.
Before doing any maintenance, cleaning or repair work, turn the engine
off and secure it against unintentional starting. See chapter 7.5.1 and
7.5.2 "Maintenance" for maintenance jobs to be done during engine
operation.
Please observe the following accident prevention regulations:
• load take-up devices for hoisting operations (BGR 500 chapter 2.8).
If these regulations are not observed, your life and limb may be
endangered!

See the inspection schedule (see Chapter 6.4) for the maintenance
intervals.

3 DESIGN AND SPECIFICATIONS
3.1 Brief description

Exhaust gas turbocharger (TC): M40
Variant number : 2.340-. . . . .
Mass : 320 kg
The exhaust gas turbocharger type M 40 is equipped with a single-stage axial turbine and a
single-stage radial compressor.
The turbine and shaft are integrally constructed while the compressor impeller is shrunk on
the shaft and axial tighten. The complete rotor is supported in two internal slide bearings
installed in a water-cooled bearing housing. The turbine and compressor housing are flanged
to the bearing housing.
The bearing lubrication system is connected to the engine oil circuit.
The TC is not equipped with a special control device. The TC speed obtained depends on the
engine output.
The TC variant mounted to an engine is determined by a thermodynamic testing procedure
for adjustment to the type of engine so that the same TC variant has to be used in case of
replacement.
Any modifications or additional attachments to the TC are subject to manufacturer's prior
consent in writing.

3.2 Operating data
Variants refer to type plate (Page 2)

Max. speed (rpm) refer to type plate (Page 2)
Max. exhaust gas temperature upstream of turbine (°C) refer to type plate (Page 2)
2
Types of lubricating oil: Engine oil with a kinematic viscosity 110...140 mm /s
o
of at 40 C e.g. SAE 30, SAE 40
Nominal oil filter fineness upstream of TC : max. 25 µm

Lubricating oil pressure upstream of TC : 300 + 100 kPa
Admissible lubricating oil pressure for special operating
conditions
At start-up : min. 50 kPa
From start-up to idle running : min. 50 kPa
At standstill (Pre- or postlubrication/ Standby operation) see diagram down
Lubricating oil flow : 20 ... 25 l/min
Lubricating oil temperature at inlet : 40 ... 80 °C
Lubricating oil temperature at outlet : max. 100 °C
Cooling water pressure: max. 300 kPa
Cooling water temperature at inlet: 50 ... 85 °C
Max. temperature difference between inlet and outlet cooling 10 K
water :
3
Cooling water flow : min. 1.0 m /h
Counter - pressure downstream of turbine : max. 2.5 kPa(g)
Vacuum upstream of compressor : max. 1.5 kPa(g)
Sound power level (measured on silencer at 100 mm 108 dB at 30,000 rpm
distance from compressor housing):
POil
(kPa)
o
tOil ( C)
Admissible lubricating oil pressure for prelubrication or postlubrication
(Standby operation)

3.3 Alarm values
Measurement Alarm value

TC speed 0.97 * n max
Exhaust gas temperature before turbine t max – 15K
Lubricating oil outlet temperature of TC < 120 °C
Lubricating oil pressure before TC > 125 kPa (1.25 bar)
If alarm values are adapted accordingly to the engine data, the values
specified above are not to be exceeded and/or be fallen below in the case
of lubricating oil pressure!
The maximum speed and the maximum exhaust gas temperature before
turbine are indicated on the name-plate and the test certificate!
3.4 Pipe connections
Exhaust gas
Dimensions are specified in mm!
Inlet single - nozzle housing (1x) Ø 165

Inlet double - nozzle housing (2x) Ø 100
Outlet 418 x 192 mm
Charge air Outlet Ø 150
Lubricating oil Inlet at bearing housing Pipe 22 x 2
Outlet at bearing housing Pipe 38 x 2.5
Cooling water Inlet at bearing housing Pipe 22 x 2
Outlet at bearing housing Pipe 22 x 2
Compressor washing Air piping Pipe 12 x 1 St
Water piping Pipe 12 x 1.5 Cu
Turbine washing Water piping Pipe 12 x 1.5
Further connection dimensions can be taken from the assembly drawing. This can be
requested from the TC manufacturer.

The piping for the pipe connections listed is not included in the scope
of supply of Kompressorenbau Bannewitz GmbH.
Pipes have to be laid free of stress in any case.

3.5 Test connections

On request, the TC can be equipped with a speed measuring device consisting of magnetic
nut/ signal generator and an inductive speed sensor.
There are available three different versions for a speed measuring device:
Version A
The inductive speed sensor is bolted to the outside of the compressor housing
(refer to figure).
Legend
9001 - Speed impulse machine
9002 - Inductive speed sensor
2503 - Compressor housing
Version B
The signal generator (9001) is screwed into the shaft centring hole. The inductive speed
sensor (9002) is screwed into the silencer or air intake housing (2900) to the limit, then
unscrewed by one turn (1.5 +2.0 mm) and secured with the lock nut (A).
Legend
2503 Compressor housing
2800 Silencer
2900 Air intake housing
9001 Speed impulse machine
9002 Inductive speed sensor
A Lock nut

4 INSTRUCTIONS FOR MOUNTING TURBOCHARGER
4.1 General requirements

The TC is to be connected to the engine without deflection or torsion. Thermal expansions
and relative motions are to be compensated by flexible or movable elements in the piping.
4.2 Console for the TC

The console is to be designed resistant to deflection and torsion in
order to prevent any additional forces from acting on the fastening
bolts. Use bolts of property classes 10.9 or 12.9 according to
ISO898-1. If the foot is not in horizontal position (angle of inclination
> 25°), it is to be supported additionally (refer t o figure).
4.3 Gas and air piping

Gas and air pipes must not be supported at the exhaust gas turbocharger housings, but only
on the engine. They are to be fastened in a way avoiding free oscillations.
Thermal expansions are to be absorbed by expansion joints (compensators) to be arranged
as closed to the exhaust gas turbocharger as possible.
Compensators are to be prestressed in cold condition in order to ensure an optimum relief
during the operation.
Thick flexible gaskets must not be used instead of compensators or sliding seals.
Soft compensators are to be installed in the piping downstream of the air outlet, upstream of
the gas inlet as well as upstream of the air-intake housing.
Exhaust gas outlet of an exhaust gas turbocharger is connected via diffuser and compensator
to the exhaust gas piping. This exhaust gas piping has to be fixed to the building or ship
directly downstream of the compensator (refer to figure). The remaining forces acting on the
turbine housing are composed of the weight of the diffuser and of the compensator pressure.
Legend
1 - fastening point in
building or ship
2 - compensator
3 - diffuser
23 - turbine outlet housing

4.4 Loads of housings of the exhaust gas turbocharger

The air and gas piping may transfer inadmissible high forces and moments onto the TC
caused by deformation or thermal expansion.
This may caused distortion at TC housing components perhaps resulting in damages at the
TC; e. g. elimination of mounting clearances resulting in a rotor contact with the housings,
damaged bearings, TC failure.
The piping attached may apply the following forces and moments to the TC
Maximum admissible forces and moments

F1 2500 N
.F2 2500 N
F3 1000 N
M1 1500 Nm
M2 1000 Nm
While dimensioning the compensator and the diffuser, make sure to
select their masses and the rigidity of the compensator in order to
prevent the forces mentioned from being exceeded in cold as well as
warm operating conditions as well as during start-up and stopping.
Recommended compensator rigidity : < 400 N/mm
Mass of diffuser firmly screwed to TC including half of the mass of the compensator
(max. admissible) : 30 kg
4.5 Vibrations
Maximum admissible vibrations at engine for 2 ... 250 Hz :
Admissible value at TC at silencer
(bearing housing (2800)
2900)
Velocity VRMS (mm/s) max. 45 mm/s max. 71 mm/s
Amplitude SRMS mm max. 0.7 mm max. 1. mm
Acceleration aRMS (m/s²) max. 70 m/s² max. 111 m/s²

5 OPERATION
5.1 Preparation for operation
5.1.1 Lubricating oil supply
The lubricating oil supply of the TC plain bearing is taken from the engine oil circuit. The lubri-
cating oil flow depends on the oil temperature, the oil pressure and the TC speed.
A nominal oil filter fineness of 25 µm is specified for the lubricating oil upstream of the TC. If
the lubricating oil filter of the engine does not meet this requirement, a correspondingly switch
able filter is to be inserted upstream of the TC. This lubricating oil filter has to permit a
lubricating oil flow of not less than 40 l/min.
The lubricating oil supply have an open width of not less than 18 mm and the lubricating oil
return line shall have an open width of not less than 33 mm. The lubricating oil return line is to
be designed as short inclined piping.
Prior to putting into operation, ensure that the bearings of the TC are supplied with oil in any
case.
The lubricating oil pressures required for special operating conditions are listed under chapter
3.2. Ensure and check the free return flow of the lubricating oil.
The following has to be checked :
• Lubricating oil temperature upstream of TC
• Lubricating oil pressure upstream of TC
During installation, make sure to provide sufficient space for maintenance and repair work.
• Ensure the lubricating oil supply of the plain bearings (refer to chapter
3.2).
• Lubrication has to be started prior to start-up processes.
• The engine has to be stopped immediately when the oil pressure falls
below the minimum value.
• Pay special attention to prevent leakage's in the oil supply and return
pipes to prevent oil from flowing under the sheathing of hot, gas-
carrying housings in order to prevent the formation of hazardous oil
vapours (and fire risks).
5.1.2 Cooling water
The cooling of the bearing housing is taken from the engine cooling water circuit (Connection
dimension see chapter 3.3). Prior to putting into operation or maintenance, ensure that the
connections of cooling circuit are tightly.
Ensure the cooling-water flow adjust, that you have not more then 10 K between the inlet of
cooling-water and outlet (see chapter 3.2.).

5.2 Engine operation

The exhaust gas turbocharger is driven by the exhaust gases of the engine and is started
together with the engine. The TC speed is adjusted depending on the operating conditions of
the engine.
The charge air pressure required for the engine is fixed by adjusting the turbine nozzle ring
and the compressor diffuser during the TC approval.
If the corresponding meters are available, enter the following measured values into the
engine log during engine operation (at least once every 24 operating hours) :
• Speed of exhaust gas turbocharger
• Exhaust gas temperature upstream of turbine or downstream of cylinder
• Charge air temperature downstream of compressor or downstream of charge air cooler
• Charge air pressure downstream of compressor
• Lubricating oil temperature upstream of TC
• Lubricating oil pressure upstream of TC
At the same time, perform the following checks at regular intervals:
• Tightness of the exhaust gas, charge air, cooling water and oil piping
• Smooth running of the exhaust gas turbocharger
The charge air pressure is utilised as parameter for the exhaust gas turbocharger speed.
Unsteady operation (vibration of TC) indicates an unbalance of rotating parts possibly
resulting in the damaged rotor or bearing (refer to chapter 6.5).
5.3 Putting out of operation

After the engine has been stopped, the exhaust gas turbocharger continues to run for some
time. The run out period depends on the installation.
If the rotor comes to an immediate standstill, this can be caused by one of the following
reasons:
• damaged bearings
• contact of compressor or turbine blades by thermal distortion (refer to chapter 4.3 and
4.4.)
• clamed foreign matters
Measures for extended period without operation
Drain the cooling water from the cooling water compartments. Preserve cooling water
compartments, oil compartments and all machined surfaces of the exhaust gas turbocharger
by anti-corrosion oil.
Protect the exhaust gas turbocharger against continuous vibration possibly damaging the
bearing during standstill.
Remove the preservation of the exhaust gas turbocharger prior to restoring it.
Perform an inspection according to the maintenance schedule, chapter 6.4.
Instruction for extended preservation and removing the preservation are available on request.

5.4 Failures
Failures can be detected by abnormal measured values (exhaust gas temperature, charge air
pressure, speed), heavy noise or leakage's of lubricating oil and cooling water pipes.
In case of irregularities, reduce the engine load or stop the engine.
Since even minor failures may cause heavy consequential damages, determine the cause of
failure and eliminate it immediately (refer to chapter 6.5).
Stoppage the exhaust gas turbocharger
If the exhaust gas turbocharger has to be stopped due to a defect and if the engine has to run
in emergency operation, perform the work according to the chapter 7.5.3.
During stopping the exhaust gas turbocharger, limit the engine power in
order to prevent the exhaust gas temperature from exceeding admissible
values downstream of outlet valves. Pay attention to the operating
instruction of the engine manufacturer.

6 MAINTENANCE
6.1 General
Maintenance and monitoring work is summarised in the maintenance schedule, chapter 6.4.
Proper maintenance work enables failures to be detected in time. The maintenance work also
indicates necessary overhauls as well as work to be scheduled during yard or harbour times
on interruptions.
The operating hours specified in the maintenance schedule are to be considered as
averages. They can be extended or shortened according to existing operating conditions as
well as to be adjusted to the maintenance intervals of the engine.
It is important to eliminate even minor, apparently insignificant defect immediately and to
determine and eliminate their causes in order to prevent consequential damages at engine or
exhaust gas turbocharger.
If the engine is not equipped with an automatic monitoring system with data recording, entries
into the engine log are required at least once every 24 operating hours. Thereby, you can
detect deviations in time.
6.2 Maintenance work

In order to keep the exhaust gas turbocharger in the safe conditions, perform the inspection
and check of various subassemblies and components according to maintenance schedule,
chapter 6.4.
The chapter 7.5 include detailed instructions on the work sequence for maintenance and
overhaul work.
Make sure to observe the following accident prevention regulations:

• load take-up devices for hoisting operations (BGR 500 chapter 2.8)
If bolts or nuts cannot be loosened immediately, do not apply excessive forces in order to
avoid damages of threads causing retouching work. Apply diesel fuel and wait for half an
hour. In this way, "Seizing" of threads can be avoided in most cases.
For bolted connections under heavy thermal load, bolts and nuts are made of high-
temperature material. Make sure that you do not confuse these bolts and nuts with
commercial ones during assembly work. In order to prevent burning and to facilitate
subsequent disassembly, apply a suitable bolt paste (e.g. molybdenum sulphide paste,
graphite) prior to assembly. Contamination's have to be removed from the threads previously.
During assembly, all bolted connection equipped with locking elements (lock nut, locking
plate) have to be properly locked.

For a basic overhaul or repairs effecting essential parts of the exhaust
gas turbocharger, it is recommended to document their condition. The
"Service report" form can be used as sample (refer to chapter 7.3).

6.3 Cleaning
Cleaning the silencer

• refer to chapter 7.5.8
Cleaning the compressor

• Cleaning during operation: refer to chapter 7.5.1
• Mechanical Cleaning: refer to chapter 7.5.7 and 7.5.9
Remove the silencer and compressor housing. (The compressor impeller remains of the
shaft.). Deposits are removed by diesel fuel or another admissible liquid cleansing agent.
• Pay attention to accident prevention regulations !

• While washing, make sure to prevent the cleansing agent from
penetrating into the charge air piping or into the interior of the
turbocharger.
Cleaning the turbine

• cleaning during operation : refer to chapter 7.5.2
(for heavy fuel oil operation only)
Cleaning the cooling water compartments

The contamination of cooling water compartments in the bearing support depends on the
cooling water care and the cooling water at mixture in the engine circuit. It is recommended to
clean engine cooling compartments and cooling compartments of the bearing support
simultaneously.
Heavy deposits in the cooling water compartments of the exhaust gas

turbocharger result in a reduced life of the housing and of the bearing.

6.4 Maintenance schedule
Item Chapter Maintenance work Maintenance interval

(operating hours)
1. Check for abnormal noise 24
2. 7.5.1 Compressor washing during operation, actuate 25 - 50

compressor washing system or on demand
3. 7.5.2 Turbine washing during operation, actuate

turbine washing system (for heavy fuel oil
operation only)
Cleaning with water
approx. 300
4. 7.5.8 Cleaning : silencer and felt pliers. approx. 250

or on demand
5. 7.5.14 Clean the magnetic filter column. 500 ... 1000
6. Check fastening bolts at feet, tighten all housing after first starting up than
bolts and piping joints every 1000
7.5.4 -
Inspection I max. 10,000
7.
7.5.14 • disassembly
• cleaning
• checking of rotor & bearings
• checking of housings
• assembly
(Compare with chapter 7.)
7.5.4 - Inspection II max. 20,000
8.
7.5.14 • like inspection I
• replacement of the bearings
7.5.4 - Inspection III max. 60,000
9.
7.5.14 • like inspection II
replacement of the bearings
The operating hours given in the table above are guidelines which can be reduced depending
on the operating conditions or for adjustment to the maintenance intervals of the engine.
For special applications the maintenance intervals need to be adjusted accordingly with KBB,
e.g. applications with frequent load changes or large load cycles (excavator, crane, etc.).

6.5 Troubleshooting table

A Temperature upstream of turbine too high
B Charge air pressure too low
C Charge air pressure too high
D Heavy noise
E Delayed start, short coasting
F Lubricating oil leakage
G Lubricating oil pressure too low
H Turbocharger pumps
I Turbocharger vibrates
Chapter A B C D E F G H I
Silencer or air filter contaminated 7.5.8
Compressor contaminated 7.5.9
Charge air cooler contaminated
Leaking exhaust gas piping
Exhaust gas counter pressure too high
downstream of turbine
Turbine or compressor impeller damaged 7.5.10
(unbalanced) 7.5.11
Defective bearing 7.5.4,
7.5.11
Rotor contact with housings 7.5.11
Foreign matter in turbine or compressor 7.5.9,
(unbalanced) 7.5.10
Turbine contaminated 7.5.2
Turbine nozzle ring contaminated 7.5.2
Failure of fuel injection at engine
Leaking charge air piping
High air intake temperature
Inlet or outlet valve contaminated
Low air intake temperature
Lubricating oil filter contaminated
Lubricating oil pressure gauge defective
Lubricating oil inlet temperature too high
Excessive pressure in oil return
Sealing air ineffective
Gaskets damaged, connection leaking
Plain compression ring damaged 7.5.11

7 DISASSEMBLY AND ASSEMBLY
7.1 Introduction
The chapter 7.5 shall enable the user to perform certain repair and maintenance work by
himself.
Work sheets are sorted according to the sequence required to disassemble the exhaust gas
turbocharger. The instructions on the work sheet always refer to the working sequence
mentioned in the heading.
In case of complicated repair and overhaul work, it is required to prepare an exact working
sequence by compiling the respective work sheets.
It is assumed that the staff is familiar with the work and that the tools required are ready at
hand. Furthermore, the exhaust gas turbocharger has to be accessible and corresponding
hoists have to be available.
If change are caused by damages at certain components or if the exhaust gas turbocharger
is in a poor maintenance condition, the working time required may be extended.
Make sure to observe the following accident prevention regulations:

7.2 Checking the components

The check list shown below can be used as instructions for the check of the condition of the
exhaust gas turbocharger and its major components. As a rule, the user is able to eliminate
minor damages. Major damages effecting rigidity, balance and smooth running of rotation
components should be eliminated by the manufacturer or an authorised workshop. If
damaged parts are returned for repair, ensure a good protection against transportation
damages.
After having disassembled the exhaust gas turbocharger, perform the following checks at
cleaned parts. The condition is to be recorded in the "Service report" form, chapter 7.3.
The valuation is made by means of the "Clearance sheet", chapter 7.4.
Rotor
• Are the turbine blades damaged or did they touch the housing ?
• Are contact traces visible at the housing ?
• Are contact traces visible at the rotor ?
• Does the shaft run smoothly ?
• How is the condition of bearings ?
• Are the plain compression rings heavily worn ?

If retouching work is performed or if rotor parts are replaced, rebalancing

has to be executed ! (for admissible residual unbalance, refer to
clearance sheet, chapter 7.4)

Wear occurs at the plain compression rings in axial direction during
running-in, which is intended and could be max. 0.5 mm.
Compressor impeller
• Can you detect sliding traces or cracks at the compressor impeller ?
• Are the bore and the axial surface OK ?
Bearing
• Is the axial clearance of the rotor inadmissible high ?
• Are the bores of bearings irregularly worn ?
• Is there heavy wear at the bearing faces at thrust bearing plates, compressor or turbine
bearing ?

For evaluation of bearings, refer to chapter 7.5.4 .
Turbine nozzle ring

• Are the guide vanes twisted ?
• Is foreign matter clamped into the ducts ?
• Can you detect traces of foreign matter ?
Housing
• Are the housings heavily contaminated by oil, dust or soot ?
• Is there any leakage at housings ? (Main items: connection flanges, joints, oil and water
connections)
• Are all bolts and nuts tight ?

After extended standstill periods, boiler scale may occur in cooling water
compartments. It is to be removed by suitable solvents.

7.3 Service report
Serial - no. : Specification - no.: 2.340-

Commission – no. :
Date of commissioning T/C :
Operating hours T/C (since commissioning) :
Inspection/ Repair on : by :
Reason of Inspection: modification planned inspection
warranty breakdown/damage
Engine type : Engine - no. :
Fuel: HFO MDO Gas other
Application :
Name of customer :
Address :
(place of installation, name of vessel)
Results of the component inspection

Rotor/ Shaft
Serial - no. (old) :L Serial – no. (new) :L
Turbine blades condition: good cracked blade parts missing
traces of foreign matter scratch marks
Contamination / deposit no slight heavy
Bearing seats good marks bearing material applied
Scratch marks on the shaft no yes
Piston rings run in no yes
Rotor rebalanced no yes
Notes:

Compressor impeller
Serial – no. (old) :G Serial – no. (new) :G
Contamination / deposit no slight heavy oily
Condition of bore good marks fretting corrosion
Blades tarnished no yes
Blades cracked no yes
Notes:
Thrust ring used replaced Cause:
Bearing surface: good marks bearing material applied
Spacer used replaced Cause:
Plane surface: good fretting corrosion
Splash ring used replaced Cause:
Bearing surface: good marks bearing material applied
Turbine nozzle ring Cross section :
Serial – no. (old) : Serial – no. (new) :

Contamination, guide vanes no slight heavy
Condition, guide vanes good part torn out
twisted traces of foreign matter
scaled worn
Notes:
Compressor diffuser used replaced Cause:
Contamination, guide vanes no slight heavy

Damages no yes
Notes:
Compressor bearing used replaced Cause:
Carrying surface radial bearing Carrying surface thrust bearing

B(rad) : ................ mm B(ax) : ................. mm
Grooves no yes Grooves no yes
Notes:
Turbine bearing used replaced Cause:

Carrying surface radial bearing
B(rad) : ................ mm
Grooves no yes
Notes:

Turbine housing used replaced Cause:

Incipient cracks no yes
Scratch marks no yes
Notes:
Compressor housing used replaced Cause:

Incipient cracks no yes
Scratch marks no yes
Notes:
Bearing housing used replaced Cause:

scaled oily
Sealing air bore clean narrowed blocked
Piston ring bore good damaged
Notes:
Silencer used replaced Cause:

Cleaned no yes
Felt mat good loose
Notes:
Engine test run no yes
Notes:
Other defects / component:

Please make pictures to record the condition of the Turbocharger!
Please sent the service report to:

Service Department of Kompressorenbau Bannewitz GmbH
Fax-no.: +49 351 40 85 648
E-Mail.: info@kbb-turbo.de

7.4 Clearance sheet

Admissible tightening torque of rotor nut see chapter 7.5.12.
Rotor pushed to the left for measuring the clearance S2, S5, S17 and S18 with 50N.
Clearance/ Value (mm)
Measured during
New condition Limit
clear. dismant
Clear. Parts designation Parts No. Min max assembly
max.*) ling
Compressor impeller- compressor
S1 1002/2503 0.6 0.7 1.0
housing (radial)
Compressor impeller- compressor
S2 1002/2503 0.6 0.7 1.0
housing (axial)
S5 Shaft- compressor bearing (axial) 1008/3307 0.13 0.21 -
S8 Shaft- compressor bearing (radial) **) 1001/3302 0.09 0.12 0,.4
S9 Shaft- turbine bearing **) 1001/3301 0.10 0.13 0.15
S14 Turbine imp.- turbine housing (radial) 1001/4107 0.5 0.6 0.8
Compression ring- bearing cover
S17 1014/2014 0.2 0.3 0.5
compressor
Compression ring- bearing cover
S18 1014/2015 0.2 0.3 0.5
turbine
True
run- Rotor (compressor collar, position „E“) 1002 0.02 0.02
ning
*) by stepping over according work or spare part used

**) Measuring of bearing bore by means of plug gauge (three points)
Permissible residual unbalance of rotor: 4.5 gmm per bearing

7.5 Process of maintenance
7.5.1 Compressor washing
(Every 25 - 50 operating hours)

Legend
1 Ball valve D3/8“
2 Water tank
3 Water line
4 Air line
5 Screwed pipe joint, G3/8“
Note: The compressor
washer unit(9003) consists
of ball valve(1) and water
tank(2) and will be deliver on
request. The piping are laid
in accordance with the
capital 3.3.
Work sequence:
1. Operate engine close to full load.
2. Open water tank (2), screw off the thumb screw and remove the cover. Fill with clean
water (no seawater), close water tank.
3. Open valve (1), wait for approx. 20 sec., close valve (1). The compressed air flows
through the air piping (4) via valve (1) into the water tank. The water is pressed through
the water piping (3) into the injection pipe, atomised by the air taken in and hits the
compressor blade with high speed in the compressor housing.
• Perform cleaning with warm engine close to full load operation only.
• Continue to operate the engine for at least 10 minutes after cleaning.
• Do not wash before a pause of operation. Corrosion hazard!
• Washing is ineffective in case of hardened deposits, thus perform
washing at regular intervals.

7.5.2 Turbine washing
(Only for heavy fuel, every 300 operating hours if available.)

Legend
1 Sanitary fresh-water
2 Removable tube piece, ¾“
(not delivered)
3 Cock, D3/4“
4 Pipe, 16x2 Cu
5 Injection pipe with orifice
6 Drain pipe turbine outlet
housing
7 Sleeve cock, 1 ¼“
optional
8 Open drain
(dependent
9 Drain funnel or sight
on engine
glass
model)
21 Turbine inlet housing
23 Turbine outlet housing
Number of gas inlets 1 2 3 4

Orifice diameter in mm 3.0 2.5 2.0 2.0
Work sequence:
1. Reduce engine output until cylinder downstream temperature comes down to 300 °C.
2. Wait for about 10 minutes.
3. Check for free flow of injection pipe with orifice (5) by blowing through with air.

4. Check drain pipe for free flow by blowing through with air.
The sleeve cock (7) must be well accessible to facilitate demounting for
cleaning the drain pipe.
5. Install the tube piece (2) for fresh water inlet.

6. Open the drain cock (7) (1 1/4" sleeve cock).
7. Open the fresh water cock (3).
Wash for 10 minutes at a water pressure of 0.15 to 0.3 MPa(g).
8. Close fresh water cock (3) first and then drain cock (7).
9. Run turbocharger at constant engine load for about 10 minutes for drying, then increase
engine load slowly.
10. If turbocharger is found to vibrate in a way it did not before, repeat the washing process.
Do not wash before a pause of operation. Corrosion hazard!

7.5.3 Blocking the exhaust gas turbocharger

Block the rotor (1000) only for emergency operation (engine operation
with defective turbocharger)
Related chapter 7.5.7

Legend
1000 Rotor, cpl.
2509 Stud bolt, M8
9703
Tools required
1 Open-end wrench A/F 13
1000
1 Blocking device (9703)
2509
Initial condition: Silencer (2800) to
be demounted.
Mass of the silencer approx. 35 kg

Mass of the air-intake housing approx. 12 kg
Block the rotor (1000) only for emergency operation (engine operation
with defective turbocharger.
Work sequence:
1. Open air manifold on engine side, if possible, so that engine can take in through
turbocharger and air manifold.
2. Attach the blocking device (9703) to the compressor impeller in a way that its cut-outs
engage the impeller blades. Screw the blocking device (9703) in place with the stud bolts
of the compressor housing and lock properly.
3. Stop the oil supply to the turbocharger by installing a blank flange.
4. Do not stop the cooling water flow through the bearing housing.
Cover the open intake ports to prevent the entry of foreign matter.

7.5.4 Bearing check
Related chapter 7.5.7 to 7.5.11 Thrust bearing plates (3306/3307)
Sliding surface
Radial bearing (3301/3302)
New bearing
Load-
carrying Wedge-shaped
sector sector
Legend
D Bearing diameter
R Radius at wedge face
B(ax) Load-carrying sector Bearing after
width of thrust bearing longer
Sliding surface
B(rad) Load-carrying sector operation
width of radial bearing
Tools required
1 Micrometer screw Initial condition: Compressor bearing (3302),
1 Caliper gauge locating rings (3306/3307) and turbine bearing
(3301) removed. (For clearances, refer to
chapter 7.4.)
Work sequence 1: Load-carrying sector of radial bearings (compressor and turbine)
1. Clean bearings carefully!
2. Determine stop face width B(rad)!

3. Visual inspection!
Replace bearing, if :
• The Load-carrying sector width B(rad) of the radial bearing has
reached 12 mm.
• Heavy dirt marks can be seen.
Determine the causes !
Work sequence 2: Thrust bearing plates
1. Carefully clean the stop faces at both sides of the bearing plates.
2. Determine the bearing stop face width B(ax).

3. Visual inspection!
Replace bearing plates, if :
• B(ax) is larger than 2/3 of the sliding face.
• The sliding faces reveal heavy dirt marks.
If material is deposited on the bearing faces of the shaft, a repair is

required in an authorised workshop.

7.5.5 Disassembly of the complete turbocharger
Legend
2000 Bearing housing, cpl.
2100 Turbine inlet housing, cpl.
2300 Turbine outlet casing
2800 Silencer
Tools required
1 Socket spanner A/F 13
2 Open-end wrench A/F 16/17
1 Hoist / 2 Ropes
Mass of exhaust gas turbocharger is approx. 320 kg

Make sure to observe the following accident prevention regulations :
Pay attention to the piping and sheathings!
General
Under normal conditions, the complete exhaust gas turbocharger has to be removed from the
engine for an inspection only. It is sufficient to dismantle individual subassemblies for
maintenance and checks. While removing the exhaust gas turbocharger, pay attention to
space conditions in the engine room.
Work sequence:
1. Loosen sheathings from turbine housing (2100).

2. Loosen exhaust gas piping from compressor inlet and outlet housings (2100/2300). Pay
attention of gaskets.
3. Loosen the piping from compressor housing (2500), remove them, if required.
4. Drain lubricating oil and cooling water from TC, loosen cooling water inlet and outlet and
lubricating oil inlet and outlet.
5. Loosen water and air pipes for compressor washing.
6. Round a rope around the flange between the silencer (2800) and compressor housing
(2500).
7. Round the second rope around the flange between turbine inlet housing (2100) and
turbine outlet housing (2300). Hang both ropes on the hoist.
8. Lift TC and put down on a wooden plate. Save for tipping!

7.5.6 Assembly of the complete turbocharger
Legend
2000 Bearing housing, cpl.
2100 Turbine inlet housing, cpl.
2500 Compressor housing, cpl.
2800 Silencer
Tools required
1 Socket spanner A/F 13
1 Hoist / 2 Ropes
Molybdenum sulphide lubricant
Mass of exhaust gas turbocharger is approx. 320 kg

The tapped holes on the bearing housing (2000) are used with eye bolts.
Do not lift the complete turbocharger on this eye bolts, only parts of
turbocharger - bearing housing (2000).
Make sure to observe the following accident prevention regulations :
Pay attention the piping and sheathings!
Work sequence :
1. Lift complete TC (refer to chapter 7.5.5) with 2 ropes by hoist and put it onto the engine
console.
2. Insert and tighten bolts at the foot.
3. Connect exhaust gas pipes to turbine inlet and outlet housing (2100/2300).
4. Attach sheathing.
5. Connect charge air piping.
6. Connect cooling water inlet and outlet as well as lubricating oil inlet and outlet.
7. Connect water and air pipes for compressor washing.
8. Tighten bolts at foot of TC and all connection pipes.
After having installed the TC, check that the assembly is free of stresses
and forces. Retouch piping, if required.

9. Supply lubricating oil and cooling water and check all flanged connections for leakage's.
Use proper gaskets for pipe joints only. Apply molybdenum sulphide
lubricant to connecting bolts of exhaust gas pipes prior to installation.

7.5.7 Assembly and disassembly of silencer or air-intake housing
Legend
2800 Silencer
2900 Air-intake housing
2509 Stud bolt joint M8
2513 Hexagon nut M8
2516 Toothed washer 8
Tools required
1 rope
2 shackles
Mass of silencer approx. 35 kg

Mass of air-intake housing approx. 12 kg
Work sequence 1 : Disassembly of silencer / air intake housing

1. Loosen and remove the stud bolt joints (2509) of the compressor housing.
2. Remove the silencer/air intake housing in axial direction from the compressor housing and
place on a wooden plank.
Work sequence 2: Assembly of silencer/ air-intake housing
1. Slide on silencer/ air-intake housing in axial direction onto the compressor housing.
2. Install the hexagon nuts (2513) and toothed washer (2516) to the bolts (2509) in the
compressor housing flange and tighten them.

7.5.8 Cleaning the silencer
(Every 250 operating hours)

Legend:
2800 Silencer, cpl.
280611 Screw plug (M10)
2813 Filter mat (fleece)
2814 Punched plate
281404 Hexagonal-head screw
281405 Spring washer
2815 Tension tape
2822 Curved spring washer
B Felt Coat
General
In most of the cases, merely the filter mats have to be cleaned. For this purpose, the silencer
may stay at the exhaust gas turbocharger. The filter mat has a form of a sewed hose.
The given maintenance interval of 250 running hours is just a mean guide value, since the
accumulation of dirt in the filters and the pressure drop resulting there from are largely
dependent on the environment. For operation under extreme conditions, it is recommended
to add a maintenance indicator (water gauge) on the screw plug(280611) signalling the right
moment for cleaning. This indicator shall be adjusted so as to give the cleaning signal when a
vacuum of app. 150 mm w.g. is reached (e.g. a MANN maintenance indicator for air filters,
max. 200 mm w.g. = 20 mbar).
Work sequence : Cleaning the filter mats and felt coatings

1. Open and remove the tension tapes (2815)
2. Pull the filter mat (2813) over the silencer (2800) against the flange. The punched plate
(2814) stays by the silencer
3. Take off the punched plate means of loosen from the bolts (281404). (Only after heavy
soiling of the felt coat.)
4. Clean the dry contaminated felt filter with a brush or oily contamination with diesel fuel
wipe up. Do not use water!
5. Install punched plate (2814) and new filter mat (2813) in reverse order. Before screw the
punched plate press it at the sides of edge and fix it with the hexagonal-head
screws(281404) and spring washers(281405).
Pay attention to applicable accident prevention regulations (handling of
hazardous, volatile, combustible solvents) and fire protection regulations
(DIN 14096). Cleaning by a P3-solution or trichlorethylene is prohibited. If
other solvents are used, check the compatibility with the filter material.
In case of ship operation, pay attention to the regulations of

classification societies with regard to washing liquids.
If the felt coatings(B) of the silencer are very heavily contaminated, they
have to be replaced. For this purpose, disassemble the silencer
according to chapter 7.5.7. The silencer has to be overhauled by an
authorised workshop.

7.5.9 Assembly and disassembly of the compressor housing

Legend
1002 Compressor impeller
2000 Bearing housing
2506 Clamping flange
2509 Stud bolt
2510 Stud bolt
2514 Hexagon nut
2515 Grooved cylindrical pin
5200 Compressor diffuser
2517 Locking washer
5205 O-ring
Tools required
2 ropes /4 shackles
1 Feeler gauge
1 Hoist /2 eye screws
Mass of Compressor housing approx. 22 kg (Al model)

65 kg (grey iron model)
Initial condition: Silencer/intake bend to be demounted in accordance with 7.5.7.

Work sequence 1: Disassembly of the compressor housing
1. Remove the air and water lines of the compressor washer.
2. Screw eye screws in the compressor housing (2500).
3. Fasten the compressor housing (2500 (grey iron) by means of a rope at the hoist.
4. Unlock and unscrew the hexagon nuts of the clamping flanges (2506). Mark the position
of the compressor housing relative to the bearing frame. Remove the clamping flanges
(2506).
5. Pull off the compressor housing (2500) and compressor diffuser (5200) taking care not to
tilt them.
6. Take out the compressor diffuser (5200).
Work sequence 2: Assembly of the compressor housing
1. Check O-ring (5205) at the back side of the compressor diffuser (5200).
2. Install the compressor diffuser (5200) in the compressor housing taking care that the
grooved cylindrical pin engages properly.
3. Mount the compressor housing (2500) cautiously to the bearing frame (2000) in axial
direction taking care to observe the position of the housing.(Use by grey iron-housing a
rope at the hoist.)
4. Screw the clamping flanges (2506) in place with hexagon nuts and locking washers.
5. Mount air and water lines of compressor washer to compressor housing (2500).
6. Check the clearance S1 with a feeler gauge.
Make sure not to damage the compressor impeller (1002) during

disassembly and assembly of the compressor housing.

7.5.10 Assembly and disassembly of the bearing housing with rotor
Related chapter 7.5.7, 7.5.9, 7.5.13

Legend
1000 Rotor
1010 Rotor nut
2000 Bearing housing cpl.
2312 Stud bolt
Tools required
1 Hoist
1 Rope with Shackle
2 Eye bolts
1 Torgue wrench 250Nm
1 Locking device (9705)
Initial condition: Compressor housing, silencer, turbine inlet housing and all piping are
removed.
Mass of bearing housing with rotor approx. 75 kg
Work sequence 1: Disassembly of bearing housing with rotor

1. Mount locking device (9705) to rotor end faces and bolt to turbine outlet casing (2300).
Unscrew rotor nut (1010) with torque wrench.
2. Feed steel cable around bearing housing (2000) between the two flanges and fasten to
hoist.
3. Unlock the hexagon nuts of the stud bolts (2312) of the flange to the turbine outlet housing
(2300) and unscrew them.

4. Remove bearing housing (2000) cautiously in axial direction and move out of turbine outlet
housing (2300).
Be careful for mounting and dismounting work to avoid damage to the
turbine blades.
5. Place the bearing housing (2000) on a wooden plank or clamp it in a vice with its flange
for further disassembly.
Work sequence 2 : Assembly of bearing housing with rotor
1. Clean the bearing housing (2000) to-turbine housing connection flange with abrasive cloth
to remove combustion residues. After that, apply a layer of molybdenum sulphide
containing lubricant to the flange face.
2. Fasten the bearing housing (2000) to the hoist with a steel cable and lift to the turbine
outlet casing.
3. Mount the bearing housing (2000) into the turbine outlet casing in axial direction with
utmost care and observing the casing position, and bolt it down and lock it.
4. Slightly push the rotor to check it does not make contact with the casing.

7.5.11 Disassembly of rotor complete
Related chapter 7.5.5 - 7.5.10

Mass of bearing housing with rotor approx. 75 kg.
Mass of rotor cpl. 15 kg
Legend Tools required

1000 rotor cpl. 1001 shaft 1 Socket spanner A/F10
1002 compressor impeller 1005 spacer ring 1 Open-end wrench A/F 10
1008 splash ring 1009 thrust disc/ 1 Open-end wrench A/F18/19
clutch disc
1010 rotor nut 1012 thrust ring 1 Locking device (9705)
1014 square ring 1016 feather key 1 Extractor for thrust ring (9721)
2007 bearing housing 2014 bearing cover, comp.
2015 bearing cover, turbine 2018 intermediate flange
2023 locking plate 2026 gasket, compressor
2027 gasket, turbine 2029 gasket
2032 O-ring 2034 fillister-head bolt
2035 hexagon-head bolt 2037 hexagon-head bolt
3301 Bearing, turbine 3302 bearing, compr
3306 Bearing plate, turbine 3307 bearing plate, compr. 9001 speed impulse machine

For the disassembly of the rotor mount the bearing housing on a rack or
clamp it in a vice (with soft-material jaws).
There are 2 kinds of the compressor wheel attachment:

Work sequence 1a Disassembly of the compressor impeller
: (1002) friction-locked
1. Remove the loosened rotor nut (1010) and thrust disc (1009).
2. Pull compressor impeller (1002) from shaft (1001) by heating the impeller hub.
Temperature 150 °C max.
• Use burner flame with excessive gas.
• Uniformly heat the impeller hub range.
• Protect shaft thread by pipe against heat.
• Use protective gloves!
The installation position of the compressor impeller is marked with
regard to the shaft.
Work sequence 1b Disassembly of the compressor impeller
: (1002) with positive locking
1. Remove the loosened rotor nut (1010) and clutch disc (1009).
2. Pull compressor impeller (1002) from shaft (1001).
The installation position of the compressor impeller in relation to the

shaft is marked or has to be remarked with a scriber.
Work sequence 2: Disassembly of the compressor bearing (3302)

1. Pull the spacer ring (1005) off the shaft.
2. Unlock and remove the hexagon-head bolts (2035) from the labyrinth cover (2013). Install
M6 forcing screws and remove labyrinth cover (2013) together with compressor-side
bearing cover (2014) from bearing frame. Take off compressor-side gasket (2026). Force
plain compression ring (1014) out of compressor-side bearing cover.
3. Pull splash ring (1008) from shaft.
4. Loosen the fastening bolts (2035) of the compressor bearing (3302) and remove
compressor bearing by means of forcing screws. Remove compressor-side bearing plate
(3307).
The compressor-side bearing plate (3307) is fitted into the compressor
bearing and fixed by a cylindrical pin.
5. Remove the turbine-side bearing plate (3306) from the shaft

6. The thrust ring (1012) remove from the shaft with extractor (9721).
7. Pull shaft (1001) cautiously from bearing housing (2000).
8. Remove plain compression ring (1014) cautiously from shaft if required.

Work sequence 3: Disassembly of the turbine bearing (3301)

1. Unlock and remove hexagon-head bolts (2035) of turbine-side bearing cover (2015).
2. Insert two screw drivers in outer gap between bearing cover and bearing housing and
force off turbine-side bearing cover (2015) evenly taking care not to damage the gasket
(2027).
3. Pull turbine bearing (3301) out of bearing housing.
Cover the bearing housing openings to prevent the ingress of dirt into
the bearing interior and oil holes
Now, the turbocharger is disassembled. Check, evaluate and clean parts

according to chapter 7.2 and 7.3.
7.5.12 Installation of rotor complete

Related chapter 7.5.5 - 7.5.11
For installing the rotor mount the bearing housing on a mounting rack.
Mass of bearing housing with rotor approx. 75 kg.
Mass of rotor complete 15 kg.

Legend Tools required

1000 rotor cpl. 1001 shaft 1 Socket spanner A/F10
1002 compressor impeller 1005 spacer ring 1 Open-end wrench A/F 10
1008 splash ring 1009 thrust disc/ 1 Open-end wrench A/F18/19
clutch disc
1010 rotor nut 1012 thrust ring 1 Locking device (9705)
1014 square ring 1016 feather key 1 Extractor for thrust ring (9721)
2007 bearing housing 2014 bearing cover, comp. 1 Torque spanner 200 Nm A/F32
2015 bearing cover, turbine 2018 intermediate flange
2023 locking plate 2026 gasket, compressor
2027 gasket, turbine 2029 gasket
2032 O-ring 2034 fillister-head bolt
2035 hexagon-head bolt 2037 hexagon-head bolt
3301 Bearing, turbine 3302 bearing, compr

3306 Bearing plate, turbine 3307 bearing plate, compr. 9001 speed impulse machine
Prior to the assembly, check the cleanliness of the bearing housing, of
oil conducting ducts and of the sealing air duct. Pay attention to the
specifications of chapter 7.4 (Clearance sheet) during assembly.
Work sequence 1: Installation of the turbine bearing and shaft into the bearing housing
1. Wet the turbine bearing (3301) with motor oil and install in to the bearing housing so that
its locking pin engages the groove in the turbine bearing.
2. Place the turbine-side bearing cover (2015) with gasket (2027) tightly on bearing housing
and screw down with hexagon-head bolts and lock properly. If the gasket was damaged
during disassembly, insert a gasket of the same thickness, since otherwise the
clearance S18 is changed and has to be reset. The clearance is measured after
installation of the compressor bearing.
3. Insert the plain compression ring (1014) cautiously into their groove in the shaft.
4. Wet the shaft and turbine bearing with pure motor oil and move the shaft cautiously into
the turbine bearing. Utmost care should be taken when installing the plain compression
rings in the bearing cover.
Do not fall out the feather key during shaft moves in the housing.
Work sequence 2: Installation of the compressor bearing and completing the rotor
1. Wet the thrust ring (1012) with oil and install it on the shaft observing the position of the
feather key.
2. Install the turbine-side bearing plate (3306) marked "T" on the shaft and move it into
contact with the thrust ring.
3. Install the compressor-side bearing plate (3307) marked "V" in the compressor bearing
observing the position of the locking pin.
4. Wet the compressor bearing (3302) with oil, install it on the shaft, screw it to the bearing
housing with the hexagon-head bolts (2035) and lock it with the locking plates (2023).

5. Check clearance S18 : (if components are replaced)

Press shaft from the turbine side to the bearing housing. Put dial gauge onto the shaft end
and adjust it to zero. Loosen fastening screws of the compressor bearing and force
compressor bearing by approx. 1 mm. Press shaft towards compressor side. The shaft is
moved by the clearance S18; correct by changing the thickness of the bearing cover
gasket, if required.
6. Install splash ring (1008) on the shaft and move it into contact with shaft shoulder.
Observe the shaft mark.
7. Bolt labyrinth cover (2013), compressor-side bearing cover (2014) and gasket (2026) in
place with hexagon-head bolts (2035) and lock with locking plates (2023). If the gasket
was damaged during disassembly, insert a gasket of the same thickness, since
otherwise the clearance S17 is changed and has to be reset.
8. Insert the plain compression ring (1014) in the bearing cover and install the compressor
until it makes contact with the splash ring.
Notice the built-in of the compression ring!
9. Check clearance S17 : Determine the distance between external face of compressor side
bearing cover (2014) and the colour of the supported plain compression ring (1014) by a
caliper gauge. After having attached the bearing cover of the compressor (2014), measure
the distance between external face of bearing cover to the spacer by caliper gauge, while
pressing the shaft towards the compressor. The difference of the two dimensions is the
clearance S17. The correction is made by changing the thickness of the gasket (2026) at
the bearing cover (2014).
10 Wet the spacer ring (1005) with oil and move it on the shaft until it makes contact with the
splash ring. Observe the shaft mark.

Lock rotor by means of locking device (9705). Use universal joint in any
case !
11. Mount the locking device (9705) to the turbine side of the bearing housing.
Check for agreement of the balancing marks of the shaft and

compressor impeller.
Off here must be differentiated again between the two compressor wheel attachments:
Work sequence 3a Assembly of the compressor impeller (1002)

: friction-locked
1. Heat the compressor impeller (1002) to max. 150 °C and install it on the shaft (1001).
2. Grease slightly the thread by molybdenum lubricate. Mount thrust disc (1009) and rotor
nut (1010).

3. When the compressor impeller has cooled down, tighten the rotor nut (1010) by torque
spanner with 50 Nm. Mark the position of rotor nut.
+5
4. Tighten again the rotor nut (1010) with 260 Nm. The reached turning angle of the rotor
nut (1010) should be 75 to 90 degree otherwise dismantle rotor nut (1010) and thrust disc
and repeat point 1 to 4.
Work sequence 3b Assembly of the compressor impeller (1002)

: with positive locking
1. Install the compressor impeller (1002) on the shaft (1001).

2. Grease slightly the thread by molybdenum lubricate.
3. Mount clutch disc (1009) and rotor nut (1010).
+5
3. Tighten the rotor nut (1010) with 105 Nm.
Work sequence 4: Control of works
3
1. Check rotor for smooth running : Apply 40 cm oil into the oil guide bore in the
bearing housing and slowly turn rotor. The rotor has to be turned easily without sensible
resistance and has to make some rotations after having been pushed.
2. Check truth of rotor running : Apply dial gauge to hank of compressor wheel and
measure the radial run-out of the rotor while slowly turning the rotor. The radial run-out is
specified in the clearance sheet, chapter 7.4
Now the bearing housing with rotor is assembled and can be completed according to chapter
7.5.5 to 7.5.10.

7.5.13 Disassembly and assembly turbine inlet housing
Legend
2103 Turbine inlet housing

2105 Locking plate
2108 Hexagon-head bolt
4101 Turbine diffuser
4110 Locking plate
4117 Hexagon nut
Tools required
1 Socket spanner A/F 16/17
1 Hoist with ropes
Initial condition: Exhaust gas manifold and drain pipe for turbine washing are disassembled
from the turbine outlet housing.
Work sequence 1: Disassembly turbine inlet housing
1. Unlock and unscrew the hexagon nuts (4117) of the flange of the turbine inlet casing and
remove casing cover if required.
2. Pull off turbine inlet casing (2103) with turbine nozzle ring (4101) in axial direction. If requi-
red, use forcing screws and extract evenly.
3. Unlock and loosen the hexagon-head bolts (2108) of the flange of the turbine nozzle ring.
Make sure to mark the position of the turbine nozzle ring relative to the casing before. Lift
off the turbine nozzle ring in axial direction using forcing screws if required.
Work sequence 2: Assembly turbine inlet housing
Prior to any mounting work make sure to clean all connecting surfaces
with abrasive cloth and smooth rough areas. Apply a layer of
molybdenum sulphide containing lubricant to all connecting surfaces
and bolts.
1. Place the turbine nozzle ring (4101) on the turbine inlet casing (2103) taking care to
observe the position mark and screw down with the hexagon-head bolts (2108) and lock
with locking plates (2105).
2. Attach the turbine inlet casing (2103) to the turbine outlet casing in the correct position
and screw down with hexagon nuts (4117) and lock with locking plates (4110).
3. Screw on casing cover again, if any.

7.5.14 Cleaning the magnetic filter
(every 500 hours of operation)
Legend
200501 screen housing
200502 cover
200503 bottom plate
200507 gasket, top
200508 gasket, bottom
200511 hexagon-head bolt
200512 hexagon nut
200513 spring lock washer
200515 hollow bolt
200516 ring type nipples
200517 ring gasket
200519 magnetic filter
column
200523 Locking washer
Work procedure:
1. Unscrew the M8 hexagon-head bolts (200511).
2. Remove the cover (200502).
3. Unscrew the magnetic filter column (200519).
4. Clean magnetic filter column in pure diesel fuel and blow out with compressed air.
5. Screw in the magnetic filter column.
6. Put on the cover (200502) and fasten with the M8 hexagon-head bolts (200511) and
locking washer (200523).
Avoid invading dirt in the oil compartment!

8 SPARE PARTS AND TOOLS
8.1 General
The following specification required for the order :
1. address of orderer
2. type of turbocharger
3. variant number (refer to type plate on Page 2)
4. works number (refer to type plate on Page 2)
5. part number and designation
6. shipment address
The optionally supplied spare parts books contain the selection of the most important ware
parts as well as a corresponding list.
A certain selection of tools can be ordered, too. These are tools required to maintain and
repair the exhaust gas turbocharger and not included in the basic equipment of every
workshop.

8.2 Spare parts
8.2.1 Spare part set (9800)
Part Quantity Designation

number
1014 2 plain compression ring

200507 2 gasket, top AF 400 1mm
200508 2 gasket, bottom AF 400 1mm
200517 4 gasket, A26x32
2023 20 locking plate
2026 4 gasket, compressor
2027 6 gasket, turbine
2029 6 gasket
2032 2 O-ring
2035 10 hexagon head bolt
2043 2 gasket
2108 4 hexagon-head bolt M10x35, graphitised
2307, 2321, 48 locking washer
2517, 4110
3301 1 turbine bearing
3302 1 compressor bearing
3306 1 bearing plate, turbine
3307 1 bearing plate, compressor

8.2.2 Bearings (9801)

number
8.2.3 Gaskets (9802)

number

200507 1 Gasket, top AF 400 1mm
200508 1 Gasket, bottom AF 400 1mm
200517 2 Gasket A26x32
2026 4 Gasket, compressor
2027 6 Gasket, turbine
2029 5 Gasket
2030 2 Gasket
2032 2 O-ring 25x3 rubber
2043 1 Gasket
2111 1 Gasket A27x32
2309 1 Gasket AF 400 2mm
2519 2 Gasket A16x20
5205 1 O-ring

8.2.4 Locking elements (9803)
Part number Quantity Designation
2023 19 Locking plate
500523, 2062, 14 Locking washer

2516
2105 4 Locking plate
2307, 2517, 4110, 48 Locking washer

2321
2822 4 Curved spring washer

8.3 Tools
9703 1 Blocking device
9705 1 Locking device
9721 1 Extractor for thrust ring complete

9 SECTIONAL DRAWING

10 LIST OF COMPONENTS
1000 1 Rotor, complete

1001 1 shaft
1002 1 compressor impeller
1005 1 spacer ring
1008 1 splash ring
1009 1 thrust disc / clutch disc
1010 1 rotor nut
1012 1 thrust ring
1016 2 feather key
2000 1 Bearing housing, complete
2004 1 oil outlet
2005 1 screen casing, complete
200501 1 screen casing
200502 1 cover
200503 1 bottom plate

200507 1 gasket, top

200508 1 gasket, bottom
200511 4 hexagon-head bolt
200512 1 hexagon nut
200513 1 curved spring washer
200515 1 hollow bolt
200516 1 ring type nipples for brazed connection
200517 2 gasket
200519 1 magnetic filter column
200523 4 locking washer
2007 1 bearing housing
2013 1 labyrinth cover
2014 1 bearing cover, compressor
2015 1 bearing cover, turbine
2018 1 intermediate flange
2023 19 locking plate
2026 1x2 gasket, compressor
2027 1x3 gasket, turbine
2029 4 gasket
2032 1 O-ring 25x3 rubber
2034 2 cylinder-head bolt
2043 1 gasket
2100 1 Turbine inlet casing, complete
2103 1 turbine inlet casing
2105 4 locking plate (washer)
2300 1 Turbine outlet casing, complete
2301 1 turbine outlet casing
2305 2 foot
2306 1 two-bolt flange
2309 1 gasket,
2312 12 stud bolt
2315 24 hexagon nut
2320 12 stud bolt
2500 1 Compressor housing, complete
2503 1 compressor housing
2506 4 clamping flange


number
2509 6 stud bolt

2510 12 stud bolt
2512 2 screw plug
2513 6 hexagon nut
2514 12 hexagon nut
2515 1 cylindrical pin
2519 2 ring gasket
2800 1 Silencer complete
2813 1 filter mat 20x265x1620 mm
2814 1 punched plate
2815 2 tension tape
2900 1 Air intake housing, complete
3300 1 Bearing
4100 1 Turbine nozzle ring, complete
4101 1 turbine nozzle ring
4107 1 diffuser
4114 2 countersunk head bolt
4115 12 stud bolt
4117 12 hexagon nut
5200 1 Compressor diffuser, complete
5201 1 Compressor diffuser
5205 1 O-ring
8200 1 Covering, turbine housing
9001 1 Speed impulse machine
9002 1 Inductive speed sensor
9003 1 Compressor washer

CHAPTER 12
COOLERS
(Assembly 23 – 36)
12.1. OIL COOLERS ........................................................................................................................ 1

12.2. PIPE COOLER ......................................................................................................................... 1
12.3. PLATE COOLER..................................................................................................................... 6
12.4. CHARGE AIR COOLER. ..................................................................................................... 13
Pag 1
COOLERS Ed. 5 E
12.1. OIL COOLERS

choise between 2 different oil coolers, namely pipe coolers and plate coolers. (We refer
to the Operation Manual or to the Description and Applications Manual).
12.2. PIPE COOLER

12.2.1. DESCRIPTION (fig. 12.1)
In installations where there is no sea water circuit or another open water circuit, the oil
cooler is included in the LT-circuit in case of a radiator, a bun cooler, a keel cooler or a
general cooling circuit or in the HT-circuit in case of single cooling circuit.
The oil cooler consists of:
- a cooler tube assembly or tube stack (1) mounted in a steel cylindrical envelope.
- the free ends are provided with covers (2) & (10) on which flanges for the water
circuit connection are provided. The covers contain also the protective anodes (3), 2
anodes per cooler.
- the assembly is sealed by precision o-rings (6) or (7) and joints (5)
- the cooling water is flowing through the pipes and the lub oil is circulating around
the tubes and the flow is directed by means of baffles in polypropylene.
- the envelope is provided with the connection flanges at oil side.
Cooler type Mass (kg)

Z-OK-267-1-8/12 190
Z-OK-267-1-9/13,5 215
Z-OK-267-1-10/15 230
Z-OK-267-1-12/18 270
Z-OK-267-1-14/21 300
Z-OK-267-1-16/24 350
Pag 2
COOLERS Ed. 5 E
Fig. 12.1
Pag 3
COOLERS Ed. 5 E

Code Jobs
M4-02 Check the quality of the cooling water, adjust the water
treatment if necessary
M6-09* Complete cleaning the oil cooler

12.2.3. SPARE PARTS

12.1 5 Joint 2
12.1 6 Precision O-ring 2
12.1 8 Precision O-ring 5
12.1 11 Joint (fresh water flanges) 2
12.1 12 Joint (oil flanges) 2
12.1 3 Anode 2
12.1 9 Screw 2
Remark: The spare parts for the coolers may be ordered by repair set containing
items 5, 6, 11 & 12 . (620.082.4100.01)
12.2.4. TOOLS
Pag 4
COOLERS Ed. 5 E
12.2.5. MAINTENANCE (fig. 12.1)

Staff required: 1 service man and 1 assistant.
1. Dismantling.
For a good access for cleaning the internal tubes, it is necessary to remove the covers.
If the upper half clamps of the cooler supports are removed, the cooler can remain on
the engine.
- drain both the water and oil system by removing the plugs.
- disconnect the water piping at free end side (installation piping or engine piping) and
remove the cover.
- disconnect the oil piping at the flanges.
- disconnect the water piping at flywheel side.
- slide the oil cooler somewhat away on the supports.
- remove the cover at flywheel side.
- now the tubes are fully accessible for cleaning.
2. Cleaning / Inspection.
The cooler consists of 2 sides: the water side and the oil side. Each side must be
cleaned separately.
Water side:
- Close off at one end the cooler by means of a steel plate with a joint.
- The water side of the cooler can be cleaned by a product like Silicene (SID Benelux)
or a equivalent product.
- Poor the product, using the appropriate concentration with water, into the water side
of the cooler.
vicinity because of probable flammable gas. Make use of necessary PPE like
chemical resistant mouth cover and chemical resistant gloves. Do this in open air or
if not else possible in a well ventilated room.
- After the product has worked out and no gas is any more produced, the product can
be drained. Collect the product in a chemical resistant jug and dispose of the product
in an environmental friendly manner following local/international laws.
- After this, rense the water side of the cooler thoroughly with water.
- Clean the interior of the tubes with a barrel-brush.
- If there are any hard deposits in the tubes a long thin pipe can be used to push
carefully remaining deposits out of the cooling pipes. Do this with the utmost care
without damaging the tubes and/or cooler itself.
- Thoroughly inspect the tubes for signs of corrosion or erosion, particularly in the
vicinity of the water inlet. These signs give on early warning of leaking tubes.
Pag 5
COOLERS Ed. 5 E
- Examine the protective coating of the covers. If there are signs of cracking or
blistering, the cover must be renewed or new coating must be applied by a
specialized company.
- Examine the protection anode(s). Its renewal is essential if it is corroded for 50%.
- Rince the tubes with clear water.
Oil side:
- In order to clean the oil side of the cooler, all the covers need to be removed.
- When the covers are removed the tube stack (1) is visible. Press out the tube stack
with a press which evenly presses over the complete side surface of the tube stack.
- When the tube stack is out of the cooler, the oil side can be cleaned by using a
degreaser like Ultra Clean (Innotec) or a equivalent product.
- After degreasing, dry the pipes and surfaces by air or clean compressed air.
- Replace all replacement components to be found in repair set 620.082.4100.01 .
- Re-assemble the cooler by pressing the tube stack back into the cooler by means of
the same press used previously, pressing on the complete surface of the tube stack.
Do this with utmost care.
Remark:
Complete dismantling is generally not necessary because the oil side remains
sufficiently clean. If complete dismounting seems to be needed, the tube stack is to
be removed from the steel envelope by appropriate tools.
3. Assembly.
- Renew all joints and precision O-rings.
- Renew anode(s) if needed.
- Proceed in the reverse order of the dismantling procedure.
4. Note.
When the cooler has been reassembled on the engine, the air must be allowed to escape
while the system is being refilled. Shortly after the engine has been started, it is
advisable to expel any air again.
Pag 6
COOLERS Ed. 5 E
12.3. PLATE COOLER

12.3.1. DESCRIPTION (Fig. 12.2, 12.3 & 12.4)
The plate heat exchanger consists of a pack of individual plates (2, 4, 5 and 6), which
are gathered till one pack using gaskets (3) & (9). The connections are situated at the
bottom of the pack. The plate pack is build using pressure plates (1 and 10).
Fig. 12.2
Pag 7
COOLERS Ed. 5 E
The plate pack consist out of 4 types of plate:

- Endplate type II (2):
The function of this plate is to position the pack against the frame.
This endplate (2) is directly connected with the connections. This plate needs a
square joint around the inlets for sealing purposes.
- Channel plates (4):
These plates are direct behind the first plate. It are 4-hole plates with a normal joint
(3). The plates are mounted alternating up and down.
- Endplate I (5):
This plate is mounted between the channel-plates and the transition plate (6).
- Transition plate (6):
This plate is mounted between the end plate I (5) and the pressure plate (1), and is
placed to make draining of the water possible by using plugs (17).
Cooler Mass (kg)

complete plate cooler (empty) depending engine
application
When a plate pack is made out of several plates, the openings in the corners are
forming collectors through which the water or oil can flow between the plates. Because
of the joint arrangement and the alternating placement of plates “A” and “B” (Fig 12.3),
the two fluids are running alternating into the passages. The warm medium gives its
energy to the cold one during the passage through the heat exchanger. The temperature
of the warmer medium drops, while the temperature of the colder medium is increased.
Pag 8
COOLERS Ed. 5 E
Fig. 12.3

Code Jobs
M4-02 Check the quality of the cooling water, adjust the water
treatment if necessary
M6-09* Complete cleaning the plate cooler

12.3.3. SPARE PARTS

Advise the spare parts list to determine the exact parts.
12.3.4. TOOLS
Code Description
620.084.1800.02 Tool for the mounting and dismantling of the plate cooler
To avoid hand injuries owing to sharp edges, protective gloves should always be
worn when handling plates and protective sheets.
Pag 9
COOLERS Ed. 5 E
12.3.5. MAINTENANCE
12.3.5.1. Dismantling the heat exchanger
Mounting of the platecooler happens by means of extended studs, after pressing the
plates the studs are replaced by shorter ones.
Make sure that the extended studs are mounted before dismantling the heat exchanger.
- If the heat exchanger is hot, wait until it has cooled down to about 40° C before
opening.
Fig. 12.4
- Drain the plate heat exchanger.
- Mark the plate assembly on the outside by a diagonal line or mark the plates in order.
- Grease the threads with a thin film of grease.
- Measure and note down the dimension “A”.
- Count the number of plates.

To avoid hand injuries owing to sharp edges, protective gloves should always be
worn when handling plates and protective sheets.
Pag 10
COOLERS Ed. 5 E
- Loosen the bolts (12) and remove them.

- Open the plate pack by letting the pressure plate (9) glide on the carrying bar.
12.3.5.2. Cleaning of the plate cooler:

1. Regular cleaning:
The interval of the maintenance program depends on the used cooling water and of the
heating load. Normally, it is not necessary to open the heat exchanger for regular
cleaning (except an intermadiate control of plates and joints). There is a possibility to
clean the plate cooler with the special equipment “Cleaning in Place” CIP, using
chemical cleaning agents. Information concerning the equipment and cleaning products
can be obtained with the ABC service department.
2. Thoroughly cleaning:
During the thoroughly cleaning the accent is upon the control of every seperate part of
the heat exchanger. This control is to determine a possible chemical and mechanical
corrosion of the seperated components. During this cleaning, the next procedure must
be followed taking care of the required quantities in regard to the degree of deposits as
specified below:
- For following media:
- Calcium carbonate chemical cleaning using ammonia, nitric acid
- Concentration max. 4%, temperature max. 60° C (140° F)
- Oil resideus chemical cleaning by means of a paraffinic naphta-based
solvent
Pag 11
COOLERS Ed. 5 E
Cleaning:
- Open the heat exchanger
- Remove the gaskets
- Clean with a soft brush and running water
- Rinse with water using a high pressure hose
- Dry with a cloth and wipe with clean water
Fig. 12.5
Remark:
Never use hydrochloric acid with stainless steel plates. Water of more than 330 ppm Cl
may not be used for the preparation of cleaning solutions. Gaskets in EPDM rubber
qualities swell in these media. Contact time should be limited to 30 minutes.
Pag 12
COOLERS Ed. 5 E
3. Mounting of the heat exchanger:

- Check that all the sealing surfaces are clean.
- Brush the threads of the bolts clean, using a steel wire brush.
- Lubricate the threads with a thin layer of grease.
- Attach gaskets to the plates and chack that all the gaskets are properly attached. If the
gasket is wrongly positioned, it will show by the fact that it rises out of the gasket
groove or that it is positioned outside the groove.
- Insert the plates with the herring bone pattern positioned in alternate directions and
with the gaskets turned towards the frame plate.
- Count and check the numer of plates.

- Place the bolts (14), guidance bar (12), locking washer (13 & 16), guidances (11) and
nut (15) and greas the threads with a thin layer of grease.
- Press the plate assembly together and tighten the bolts alternately and diagonally. Be
careful so that the frame plate and the pressure plate are always in parallel.
- The dimension “A” can be calculated as next.
N=number of plates in the plate assembly
A= x N
The real dimension “A” may never be less.
- If the plates are correctly asembled, the edges form a “honeycomb” pattern.
Pag 13
COOLERS Ed. 5 E
12.4. CHARGE AIR COOLER.

12.4.1. DESCRIPTION (Fig.12.6 & 12.7)
Fig. 12.6
Pag 14
COOLERS Ed. 5 E
Fig. 12.7
The charge air cooler consists of:
- a cast iron frame (1) containing the cooling block
- a top closing cover (2) and a bottom cover with flanges (3), for connection to the
water circuit. The joints (5)(6) ensure the water tightness. The covers are internally
coated with corrosion resistant coating.
Cooling water is flowing in the tubes of the cooling block and air between the tubes
which are provided with a multitude of cooling fins.
Cooler type Mass (kg)

Cooler complete 232
Pag 15
COOLERS Ed. 5 E
Code Jobs
M1-06 Check free passage blow off hole on air cooler, if provided.
M6-09* Complete cleaning the charge air cooler

12.4.3. SPARE PARTS

12.6 6 Joint (water flanges) 2
12.7 5 Joint 1
12.7 6 Joint 1
12.7 14 Joint (air flanges) 2
12.4.4. TOOLS
Pag 16
COOLERS Ed. 5 E
12.4.5. MAINTENANCE (Fig.12.6 & 12.7)

12.4.5.1. Pressure drop charge air cooler.
Generally prescripted the charge air cooler must be completely cleaned when the initial
pressure drop of the air cooler (newly build engine) has been increased by 50%.
A pressure drop that is double the original value must be considered as an absolute
working limit for the engine.
12.4.5.2. Complete cleaning of the charge air cooler.

Staff required : 1 service man and 1 assistant
(in case the cooler is removed apart from the engine)
1. Dismantling.
To have good access to the tubes internally for cleaning, it is necessary to remove the
covers. The air cooler may remain on the engine.
- drain the water circuit - plugs (4)
- disconnect the cooling water piping at the flanges
- remove the covers (2) and (3).
- in order to clean thouroughly the air side it is preferable to take the cooler away from
the engine.
- disconnect the funnel inlet cooler (see fig. 11.2 chapter 11).
- loose the cooler fixation screws.
- slide the cooler to flywheel side to render free the funnel outlet cooler from the air
receiver or manifold. Remove funnel from cooler (see fig.11.1. chapter 11).
2. Cleaning / Inspection.
The cooler can be cleanened by means of a ultrasone cleaner at ABC. ABC advises
cleaning in the factory. When this is not possible the cooler can be cleaned manually.
The cooler consists of 2 sides; the water side and the air side.
Water side:
- Close off at one end the cooler by means the cover plate (2) with joint (5).
- The water side of the cooler can be cleaned by a product like Silicene (SID Benelux)
or a equivalent product.
- Poor the product, using the appropriate concentration with water, into the water side
of the cooler.
vicinity because of probable flammable gas. Make use of necessary PPE like
Pag 17
COOLERS Ed. 5 E
chemical resistant mouth cover and chemical resistant gloves. Do this in open air or
if not else possible in a well ventilated room.
- After the product has worked out and no gas is any more produced, the product can
be drained. Collect the product in a chemical resistant jug and dispose of the product
in an environmental friendly manner following local/international laws.
- After this, rense the water side of the cooler thoroughly with water.
- Clean the interior of the tubes with a barrel-brush.
- If there are any hard deposits in the tubes a long thin pipe can be used to push
carefully remaining deposits out of the cooling pipes. Do this with the utmost care
without damaging the tubes and/or cooler itself.
- Thoroughly inspect the tubes for signs of corrosion or erosion, particularly in the
vicinity of the water inlet. These signs give on early warning of leaking tubes.
- Examine the protective coating of the covers. If there are signs of cracking or
blistering, the cover must be renewed or new coating must be applied by a
specialized company.
- Examine the protection anode(s). Its renewal is essential if it is corroded for 50%.
- Rince the tubes with clear water.
Air side:
- The cooler can be cleaned chemically using a product like Oltec Clean 9100 (IAS),
or another product for cleaning engine components.
- Remove all covers of the cooler.
- Submerge the cooler, preferably using a tackle with sufficient lifting capacity (see.
Cooler mass 12.4.1), into a bath with the product using the appropriate concentration
with water. Do this procedure at least in a well ventilated room.
- Leave the cooler as long as necessary into the product mix.
- Lift/take out the cooler using appropriate personal protective equipment like
chemical resistant gloves.
- Dry the cooler with compressed air or also clear water can be used.
- When the cooler can’t be cleaned by the previous procedure, the air side can also be
cleaned by using a degreaser like “Ultra Clean” (Innotec), gas-oil or white spirit.
Clean the air sides in both directions.
Remark:
* Care must be taken not to subject the tube block to temperatures above
120°C
* High water pressure cleaning is to be avoided, because the cooling fins may
be damaged or bended, which can disturb the air flow.
Pag 18
COOLERS Ed. 5 E
3. Assembly.
- renew screws and washers if needed.
- proceed in the reverse order of the dismantling procedure.
- renew all joints and seal-O-rings on funnels (see spare parts by chapter 11)
- proceed in the reverse order of the dismantling procedure
- we recommend that, after assembly, the charge air cooler should be subjected to a
water pressure test.
4. Water pressure test.

- shut-off the water flanges with blank covers; fit one of these covers with a connector
for water pressure testing
- fill up with water and vent the cooler from air over one or another plug (4) and
maintain a pressure of 4 bars for about 15 minutes.
- if any of the tubes is not tight, water,will run out of one of the air flanges
- in case of urgency, leaking tubes may be closed by a wooden, bronze or plastic plugs.
No more than 10 % of the tubes may be plugged. If so, it is necessary to repair or to
replace the tube block.
5. Note.
When the cooler has been reinstalled on the engine, the air must be allowed to escape
while the system is being refilled. Shortly after the engine has been started, it is
advisable to expel any air again.
CHAPTER 13
TECHNICAL SPECIFICATIONS PRODUCTS
13.1. SPECIFICATIONS OF PAINT .............................................................................................. 1
TECHNICAL SPECIFICATIONS Pag 1
PRODUCTS Ed. 5 E
13.1. SPECIFICATIONS OF PAINT
PRODUCTS Ed. 5 E
PRODUCTS Ed. 5 E

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B24 12-Dec-11

GENERAL SAFETY GUIDELINES Ed. 6

GENERAL 6-8 DZC Ed. 6

CHAPTER 1 : CYLINDER HEAD Ed. 6

CHAPTER 2 : DRIVE UNIT (PISTON/CONNECTING ROD) Ed. 5

CHAPTER 3 : CYLINDER BLOCK Ed. 6

CHAPTER 4 : INJECTION SYSTEM Ed. 6

CHAPTER 5 : GOVERNOR SYSTEM Ed. 6

CHAPTER 6 : CRANKCASE Ed. 6

CHAPTER 7 : CRANKSHAFT Ed. 6

CHAPTER 8 : TIMING GEAR Ed. 6

CHAPTER 9 : ENGINE DRIVEN PUMPS Ed. 6

CHAPTER 10 : STARTING SYSTEM Ed. 6

CHAPTER 11 : TURBOCHARGER Ed. 6

CHAPTER 12 : COOLERS Ed. 5

CHAPTER 13 : TECHNICAL SPECIFICATIONS PRODUCTS Ed. 5

1.2. MACHINE LIMITATIONS

Possible improper use:

Installation, operating and maintenance:

1.3. RESIDUAL RISKS

Hazardous materials and substances:

1.4. COMPLEMENTATIONS TO MANUALS

Putting out off service, dismantling and removal:

2. IMPORTANT PRESCRIPTIONS FOR SAFETY AND HEALTH

Mention following data for each order of spare parts:

2.4. TOOLS, EQUIPMENT, CLOTHING AND METHODS TO USE THEM

- Machine components, such as springs, clips, retaining rings, electrical / hydraulic

2.7. MAINTENANCE/OVERHAUL, PRECAUTIONS TO BE TAKEN

WHERE AND WHEN REQUIRED, FOR SAFETY OF HEALTH AND LIFE, TO

PREVIOUS GENERAL PRESCRIPTIONS SHOULD BE REFERED TO, WHEN

MORE PARTICULAR OR SPECIFIC SAFETY RECOMMANDATIONS WILL BE

1 DEFINITIONS AND TERMINOLOGY ...................................................................................... 1

1 DEFINITIONS AND TERMINOLOGY

6/8 : number of cylinders, in line configuration.

CODE NUMBER pme (bar)

A : direction of rotation counter-clockwise, as seen by an observer facing the

K : direction of rotation clockwise, as seen by an observer facing the flywheel end of

1.2. NUMBERING OF THE CYLINDERS

1.3. TABLE OF ABBREVIATIONS

2.2. CONSUMPTION ACCORDING ENGINE TYPE & APPLICATION

- Consumption of luboil at nominal power : g/kWh

2.3. NOMINAL MEASUREMENTS

2.4. VALVE TIMING : THEORETICAL FIGURES

Setting value of BI:

TDC Top dead center

2.5. FIRING ORDER

2.6. CRITICAL SPEED

2.7. TEMPERATURES (in °C):

Supercharging air: before air cooler °C see test sheet

Cooling system Double cooling circuit Split cooling circuit

Lubrication circuit Double cooling circuit Split cooling circuit

Description Opening pressure Working pressure Proof pressure

2.9. LUBRICATING AND COOLING SYSTEMS CAPACITIES (litres)

Type 2 (h = 364 mm)

Standard oil pipes on According engine type According engine type

2.9.2. Cooling systems

6 cyl. (l) 8 cyl. (l)

2.9.3. Information concerning the fabrication of important components

Material Lamellar cast iron

2.9.4. Silouet drawing with identification important components

Integrated camshaft case.

Injection pump Water pump

Fuel filter Oil pump