Professional Documents
Culture Documents
ZAV40S - Maintenance Manual
ZAV40S - Maintenance Manual
Installation
Engine type ZAV40S
Engine number
This manual is intended for the personal use of engine operators and
should always be at their disposal. The content of this manual shall neither
be copied nor communicated to a third person.
Copyright 2004 by Wärtsilä Corporation
All rights reserved. No part of this publication may be reproduced or copied in any form or
by any means (electronic, mechanical, graphic, photocopying, recording, taping or other
information retrieval systems) without the prior written permission of the copyright owner.
Service Department
Wärtsilä Italia S.p.A., Business Unit Service
Bagnoli della Rosandra, 334
34018 San Dorligo della Valle
Trieste --- ITALY
24h Phone
Nights and weekends, please call mobile phone for service engineer or spare parts
+39 335 784 1217
i
WÄRTSILÄ Contact information
ii
ZA40S Maintenance 0000--1/A1
This manual is put at the disposal of the recipient solely for use in connection with the corresponding type of Sulzer
diesel engine.
It has always to be treated as confidential.
The intellectual property regarding any and all of the contents of this manual, particularly the copyright, remains with
Wärtsilä Italia S.p.A. This document and parts thereof must not be reproduced or copied without their written permis-
sion, and the contents thereof must not be imparted to a third party nor be used for any unauthorized purpose.
Before the operator intends to use the engine or before maintenance work is undertaken, the Operating Instructions or
the Maintenance Manual respectively is to be read carefully.
To ensure the best efficiency, reliability and lifetime of the engine and its components, only original spare parts should be
used.
It is to be ensured as well that all equipment and tools for maintenance are in good condition.
The extent of any supplies and services is determined exclusively by the relevant supply contract.
The data, instructions and graphical illustrations etc. in this manual are based on drawings made by Wärtsilä Italia S.p.A.
and correspond to the actual standard at the time of printing (year of printing is indicated on title page).
Those specifications and recommendations of the classification societies which are essential for the design have been
considered therein. It must be recognized that such data, instructions and graphical illustrations may be subject to
changes due to further development, widened experience or any other reason.
This manual is primarily intended for use by the engine operating and maintenance personnel. It is assumed that it will
always be at the disposal of such personnel for the operation of the engines and/or for the required maintenance work.
This manual has been prepared on the assumption that operation and maintenance of the engines concerned will always
be carried out by personnel having the special knowledge, training and qualifications needed to handle in a workman-
like manner diesel engines of the corresponding size, the associated auxiliary equipment, as well as fuel and other oper-
ating media.
Therefore, generally applicable rules, which may also concern such items as protection against danger, are specified in
this manual in exceptional cases only. It must be assumed that the operating and maintenance personnel are familiar
with the rules concerned.
This manual has been prepared to the best knowledge and ability of its authors. However, neither Wärtsilä Italia S.p.A.
nor their employees assume any liability --- under any legal aspect whatsoever --- in connection with this manual, its
contents, or modifications to it or in connection with its use, including possible negligence.
Further, claims relating to any damage whatsoever or claims of other nature such as demands for additional spares
supplies, service or others will not be considered.
Foreword
The instructions contained in this Maintenance Manual are meant to contribute towards correctly handled mainte-
nance work to be carried out at specific intervals.
It has been assumed that the staff put in charge of such work possesses the required mechanical knowledge and practice.
Indications on the engine operation as well as the description of the function of specific systems are contained in the
Operating Instructions. In this manual you can find also under group 0010---1 and 0040---1 explanations to the lay-out
and use of the Operating Instructions as well as of the Maintenance Manual.
More detailed instructions on the operation and maintenance of components from sub-suppliers can be gathered from
the instruction leaflets of the respective manufacturers.
Outside makes are, for example, such engine components which are not manufactured in accordance with drawings of
Wärtsilä Italia S.p.A.
The Maintenance Manual is subdivided into the following main divisions:
Table of Contents
Table of Contents
Group 0
For Particular Attention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0000-1/A1
Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0001-1/A1
Table of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0002-1/A1
General Guidelines for Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0003-1/A1
Safety Precautions During Maintenance Work
General Guidelines for Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0003-2/A1
Criteria for the Replacement of Bearing Shells
Numbering of Bearings and Cylinders, as well as Definition of Engine Sides . . . . . . . . . . . . . . . . . . . . . . . 0022-1/A1
Inspection / Service Intervals and Service Life of Engine Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0030-0/A1
Maintenance Schedule (for Engines Operating on Heavy Fuel Oil) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0030-1/A1
Inspection and Overhaul Intervals (Guidelines)
Engine Cross Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0030-1/A1
Masses (Weights) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0051-1/A1
Individual Components per Piece in kg
Dimensions and Material Specifications of ORings and Round Rubber Rings . . . . . . . . . . . . . . . . . . . . . 0328-1/A1
Dimensions and Material Specifications of Piston and Rod Seal Rings
and Applicable ORings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0328-2/A1
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Crankshaft Main Bearing and Crankshaft Thrust Bearing
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Cylinder Liner, Valve Rocker Arms
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Inlet and Exhaust Valve Guide, Crankpin Bearing
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Rotating Piston
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Piston Rings and Oil Scraper Rings
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Camshaft Bearing, Camshaft Thrust Bearing, Camshaft Drive,
Tooth Backlash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NonReversible Engine
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Camshaft Bearing, Camshaft Drive, Tooth Backlash . . . . . . . . . . . Reversible Engine
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Starting Air Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with Control Disc
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Starting Air Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NonReversible Engine
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Reversing Servomotor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reversible Engine
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Valve Drive
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Governor Drive
Clearance and Wear Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0352-1/A1
Mechanical Overspeed Trip and Safety CutOut Device
Table of Contents
Group 1
Engine Housing (Frame) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1001-1/A1
Replacement of Cylinder Head Studs
Crankshaft Main Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1201-1/A1
Loosening and PreTensioning of the Transverse Tie Rods and Main Bearing Studs
Crankshaft Main Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1201-2/A1
Replacement of Crankshaft Main Bearing Shells (Standard Shell Bearing)
Crankshaft Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1202-1/A1
Replacement of Bearing Shells and Thrust Ring Halves
Group 2
Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2105-1/A1
Measuring Wear and Remachining of Cylinder Liner Bore
Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2105-2/A1
Removing and Fitting a Cylinder Liner
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701-1/A1
Removing and Fitting a Cylinder Head
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701-2/A1
Replacing Valve Seats
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701-3/A1
Grinding the Valve Seats of Inlet and Exhaust Valves
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701-4/A1
Replacing the Insert Bush for the Fuel Injection Valve and Lapping the Seating Surfaces
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701-5/A1
Replacing the Valve Guides for the Inlet and Exhaust Valves
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701-6/A1
Pressure Test of Water Spaces
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2701-7/A1
Reconditioning a Relief Valve
Rocker Arms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2705-1/A1
Replacing the Rocker Arms of Inlet and Exhaust Valves
High Pressure Fuel Pipe and Fuel Delivery Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2716-1/A1
Removal, Reconditioning and Fitting
Table of Contents
Group 3
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3101-1/A1
Measuring Crank Deflections
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3101-2/A1
Loosening and Tightening the Coupling Bolts
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3101-3/A1
Fitting the Counterweights
Torsional Vibration Damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3130-1/A1
Taking a Silicon Fluid Sample
Turning Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3212-1/A1
Maintenance
Connecting Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3302-1/A1
Inspection and Replacement of Crankpin Bearing Shells
Connecting Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3302-2/A1
Loosening and PreTensioning the Studs of the Lower Connecting Rod Head
Rotating Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3401-1/A1
Removal and Fitting a Piston
Rotating Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3401-2/A1
Dismantling and Assembling
Piston Rings and Oil Scraper Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3402-1/A1
Removing and Fitting
Group 4
Camshaft Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4101-1/A1
Checking Gear Tooth Backlash, Bearing Clearances and Adjusting Camshaft Driving Wheels
Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4201-1/A1
Checking the Cams, Removing and Fitting the Camshaft
Cams on Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4211-1/A1
Replacing Original Cams by TwoPart Cams . . . . . . . . . . . . . . . . . . NonReversible Engine
Starting Air Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4301-1/A1
Dismantling and Assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NonReversible Engine
Starting Air Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4301-1/A2
Dismantling and Assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with Control Disc
ShutOff Valve for Starting Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4304-1/A1
Dismantling and Assembling
Table of Contents
Group 5
Speed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5101-1/A1
Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WOODWARD EGB58P
Speed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5101-1/A2
Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WOODWARD PGA58
Speed Governor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5101-1/A3
Oil Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WOODWARD PGGEG58
Governor Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5105-1/A1
Dismantling and Assembling
Mechanical Overspeed Trip and Safety CutOut Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5303-1/A1
Removing and Fitting the Spring
Fuel Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5501-1/A1
Dismantling and Assembling
Fuel Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5501-2/A1
Adjusting and Checking
Group 6
Charge Air Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6601-1/A1
Removal, Cleaning and Mounting
Flap for Charge Air Bypass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6730-1/A1
Dismantling and Assembling
WasteGate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6735-1/A1
Dismantling and Assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Variant 'A'
WasteGate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6735-1/A2
Dismantling and Assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Variant 'B'
Group 7
Lubricating Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7101-1/A1
Dismantling and Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with EngineDriven Pumps
Fuel Booster Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7102-1/A1
Dismantling and Assembling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with EngineDriven Pumps
Cylinder Cooling and Raw Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7103-1/A1
Dismantling and Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with EngineDriven Pumps
Fuel Valve Cooling Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7105-1/A1
Dismantling and Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . with EngineDriven Pumps
SCAMATIC Fine Filter for Cylinder Lubricating Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7203-1/A1
Function Check and Maintenance
Cylinder Lubricating Oil Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7220-1/A1
Flushing out the Housing
Table of Contents
Group 8
Exhaust WasteGate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8136-1/A1
Dismantling and Assembling
Starting Air Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8600-1/A1
Overhauling the Flame Traps and Relief Valves
Group 9
Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9400-1/A1
Explanation
Hydraulic PreTensioning Jacks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9400-2/A1
Storage, Care, Spares Stock and Sealing Rings
Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9400-3/A1
Tools List
The maintenance work which is required to be carried out on the engine at regular intervals is described in the Mainte
nance Schedule group 0030-1 of this manual and is to be understood as a general guide. The maintenance intervals are
dependent on the mode of operation, on the power as well as on the quality of the fuel used.
Experience will show whether the intervals may be extended or need to be shortened. The below mentioned recommen
dations regarding safety measures and maintenance work must be obeyed, they are not final.
- For maintenance work on the engine use the tools and devices intended for the particular job, which, as a rule, are
supplied with the engine (please refer to the tools list group 9400-3).
- Tools and devices should be made ready prior to use, make sure they are in perfect condition.
- Check hydraulic tools periodically for tightness and perfect functioning.
- The allowed load capacity of the engine room crane, the lifting tools, ropes and chains must be sufficient for the parts
to be lifted (see group 0051-1) pay attention to the weight distribution and attachment of the lifting tackle in order
that the part which must be lifted cannot tip over or crash down.
- Sharp edges, mating faces etc. as well as ropes are to be protected by wooden pieces, leather or special edge guards
which are placed between the part and the rope or chain.
- For your own safety keep away from under hanging loads never undersling hanging parts with your fingers or hands
and never embrace lifting ropes with your hands.
- Removed parts must be secured in the engine room.
Note For further notes regarding safety precautions and warnings (general remarks) see also operating
instructions group 0200-1.
- Before you apply the sealing compound, clean the sealing faces with a suitable solvent to remove grease and oil (for
example Trichlorethylene).
The engine manufacturer uses the following sealing compounds:
Hylomar SQ 32 M (blue) Golden Hermetite
Manufacturer: Manufacturer:
Hermetite Products Ltd.
Marston Lubricant LTD. Tavistock Road
Rock Ferry Oil Works West Drayton, Middlesex
Birkenhead, England England
- Where the reference indicates 'fit with LOCTITE' without specifying any type, use one of the mentioned LOCTITE
threadlocking products.
LOCTITENo. 59 (violet) or LOCTITENo. 222 (violet)
- For threads of screws and studs which are getting very hot, (for example exhaust pipe or turbocharger fastenings)
apply a high temperature resistant lubricant before assembly, to prevent a heat seizure.
Where the remark 'use high temperature resistant lubricant' appears, the manufacturers use one of the following
products:
Thread Gard Ultra Therm
Manufacturer: Manufacturer:
Walter Zepf
Crane Packing Ltd. Schmierungstechnik
Slough, Bucks an der Linde 12
England D-78462 Konstanz a/B.
For the crankshaft main bearings as well as for the connecting rod bottom end bearings, bearing shells of the following
production types are used:
- Aluminium bearings with running layer No. 212.*)
- "Rillenlager" grooved bearings with running layer No. 336
For easy identification of the bearing shell type, their front faces are correspondingly marked (see Fig. 'A'). The last three
digits of the marking indicate the running layer of the bearing shell.
95.7183
Depending on operating conditions, the running layer of a bearing is subjected to more or less wear.
Bearings are therefore considered as wear parts, and depending on operating conditions must be replaced sooner or
later. In order to ensure a trouble free operation and a long life of the bearings, the following points must be observed:
- Optimum lubrication of the bearings, prior to starting and while operating the engine.
- Optimum treatment of the lubricating oil by centrifuging.
- Perfectly working oil filters.
- Through cleaning of the crankcase after overhaul work, and adequately long flushing through of the oil piping system.
- Plugging the oil drillings in the crankshaft during overhaul work on the connecting rod bottom end bearing.
Remark *) Crankshaft main bearings as well as connecting rod bottom end bearings with a running layer
No. 212 should be used for engines with a nominal output of more than 660 kW per cylinder.
The following indications should facilitate a decision whether a bearing shell has to be replaced or can be fitted again for
further use. It is of paramount importance that in case of a refitting of used shells, they are installed in the same place i.e.
in the same bearing saddle or connecting rod as well as shaft journal, whereby the bearing shell should clamp lightly in
the saddle bore when assembling.
Before assembling a bearing shell its expanded dimension L1 and L2 (Fig. 'B') are to be measured. If a smaller dimension
is established than the values mentioned in Fig. 'B', the bearing shell is to be exchanged.
A bearing shell with the above running layer No. must be replaced if:
1. The wear in the bearing centre lies outside the tolerance (see Fig. 'B').
2. The running surface is rough or damaged.
3. The running surface contains several grooves and several dirt indentations.
L1
15mm
15mm
95.7184
L2
C
20 – 33% Aluminium web 33%
95.7185
The following criteria are applicable for the replacement of grooved shells
- A bearing shell must be replaced when, on the max. loaded area of the running surface, the Alweb has increased by
75% (see Fig. 'D'). This does not apply to running surface sections which show some wear caused during runningin by
small directional faults.
Aluminium
175%
Overlay
100%
95.7186
- Should the overlay be worn from its grooves on more than 30% of the complete running surface, then a new bearing
shell must be fitted (Fig. 'E').
Aluminium
Missing overlay
or
95.7187
- Should, in a surface without overlay, 10% of the Alwebs be worn such that their width has increased by more than
75%, then a new bearing shell must be fitted.
- Should the Alwebs on either or both sides of the bearing be fully worn on a width of over 8 mm, then the bearing shell
must be replaced.
- Should the overlay be worn out of its grooves on either or both sides by more than 15% of the full running width, then
the bearing shell must be replaced.
Remark If cavitation traces are noticed ink the bearing shells of the connecting rod bottom end bearing as
depicted in Fig. 'F' then such bearing shells may again be fitted for reuse; provided however that the
bearing shells show none of the above mentioned wear limits.
95.7188
Turbocharger 1
FREE END
DRIVING END
1 2 3 4 5 6 7
Turbocharger 2
B1 B2 B3 B4 B5 B6
RIGHT ENGINE SIDE
Thrust Bearing Camshaft Driving Wheel Cylinder Number
A1 A2
B1 B2
DIRECTION OF ROTATION
VIEWED FROM DRIVING END
Camshaft
Crankshaft
95.7453
As already mentioned in group 0003-1, the recommended intervals in the maintenance schedule, group 0030-1 serve
only as general g u i d a n c e.
The actually applicable intervals or lifetimes depend on the following points:
- Quality of fuel and lubricating oils (group 0356-1 of the Operating Instructions)
- Environmental and operating conditions
- Fuel and lubricating oil care
- Maintenance work
- Use of genuine spare parts
- Engine load factor
The actual service intervals are to be determined according to the actual operating conditions.
Operating hours
Fuel nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8'000
Inlet valve and valve seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24'000 - 36'000
Exhaust valve and valve seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24'000 - 36'000 *)
Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48'000 - 60'000
Piston rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12'000
Oil scraper rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12'000
Piston ring groove (rechroming) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36'000 - 48'000
Rotating mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48'000 - 60'000
Top end (spherical) bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48'000 - 60'000
Bottom end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24'000 - 36'000
Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24'000 - 36'000
Fuel pump plunger and guide bush . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24'000 - 36'000
Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48'000 - 60'000
Group 0
Low and high tempera- - Check water level . . . . . . . . . . . . . . . . . . . . . . daily
ture water circuit as well - Check pressure, temperature, flow rate and daily
as injector nozzle cooling deviation of temperature
system
- Determine cooling water quality as well as quarterly
concentration of inhibitor and PH-value
(follow instructions of inhibitor manufactur-
ers)
- Clean cooling system . . . . . . . . . . . . . . . . . . . as required
Sea-water cooling system - Check pressure, temperature, flow rate and daily
(only if provided with) deviation of temperature
- Clean cooling system . . . . . . . . . . . . . . . . . . . as required
Engine lubricating oil - Check oil level and when necessary top up . . daily
- Check pressure, temperature, flow rate and daily
deviation of temperature
- Check the proper function of lube oil separa- daily
tors and of lube oil filter
- Take oil sample for laboratory analysis . . . . . 0356---1 2’000 op. hours
( = operating hours)
Lubricating oil for speed - Check contamination and oil level, when nec- daily
governor and turbochar- essary top up
ger
- Oil change . . . . . . . . . . . . . . . . . . . . . . . . . . . . according to instruc-
tions of manufactu-
rer
Fuel oil system - Check pressure, temperature, flow rate and daily
regulation of viscosity
- Check the proper function of fuel oil separa- daily
tors and of fuel oil filter
- Take fuel oil sample for laboratory analysis at every bunkering
(important for the selection of the correct or as required
engine lubricating oil)
Safety system - Check safety system and its proper function monthly
Monitoring system - Check proper function of all transmitters and half yearly
their setting values
Engine data - Compare all engine data with the official monthly
shop trial documents
Group 1
Crankshaft main bear- - Check condition of bearing shells (random in- 1201-1 12’000 op. hours
ing spection). Within a period of 4 to 5 years all according to classifi-
bearing shells should have been inspected (at cation society
least once)
Crankshaft thrust bear- - Check condition of the bearing shells and the 1202-1 12’000 op. hours
ing thrust ring halves acc. to class. society
Group 2
Cylinder liner - Measure wear and grind off wear ridge . . . . 2105-1 12’000 op. hours
- Check cooling water space by removing one 2105-2 12’000 op. hours
cylinder liner
- Check condition of running surface . . . . . . . 12’000 op. hours
- Replace O-rings . . . . . . . . . . . . . . . . . . . . . . . 24’000 op. hours
or as required
Rocker arm - Check bearing bushes and pins, determine 2705---1 12’000 op. hours
clearances
High pressure fuel pipes - Check, if necessary overhaul . . . . . . . . . . . . . 2716---1 12’000 op. hours
Fuel delivery valves - Check, if necessary overhaul . . . . . . . . . . . . . 12’000 op. hours
Inlet valves - Overhaul, if necessary re-grind seat surfaces by 2720---1, 2 12’000 op. hours
machining acc. to class. society
Exhaust valves - Overhaul, if necessary re-grind seat surfaces by 2720---1, 2 12’000 op. hours
machining (ev. 6’000 operating
hours, depending on
operating condition)
acc. to class. society
Fuel injection valve - Check spray pattern, opening pressure and 2722---1w3 6’000 op. hours
check against leakage
- Overhaul injection nozzles or nozzle holder if as required
necessary
Group 3
Crankpin bearing - Check condition of bearing shell (random in- 3302---1, 2 12’000 op. hours
spection). acc. to class. society
Within a period of 4 to 5 years all bearing
shells should have been inspected (at least
once)
Rotating piston - Remove all pistons and overhaul. Measure pis- 3401---1, 2 12’000 op. hours
ton ring grooves. Record condition of piston
crown, piston rings, piston ring grooves and
piston skirt
- Dismantle piston, inspect cooling spaces and 24’000 op. hours
top end bearing
Piston rings and - Remove and replace by new rings . . . . . . . . . 3402---1 at each piston over-
oil scraper rings haul
Group 4
Camshaft drive - Inspect condition of gear teeth and measure 4101---1 yearly
tooth backlash
Inlet and exhaust valve - Adjust valve clearances . . . . . . . . . . . . . . . . . 4401---1, 2 6’000 op. hours
actuating gear (for new or just overhauled engines first af-
ter about 150 operating hours)
- Dismantle at random a few actuating gear 12’000 op. hours
housings and check individual components
Group 5
Group 6
Charge air cooler - Cleaning in operation at service load . . . . . . weekly, one to three
(applies to engine with built-on washing sy times
stem)
- Vent (where no permanent air vent is installed) 6601---1 daily
- Remove and clean . . . . . . . . . . . . . . . . . . . . . . when nP exceeds
limit. value stated in
group 0358---1 of the
Op. Instructions
Air filter on turbochar- - Check filter . . . . . . . . . . . . . . . . . . . . . . . . . . . half yearly
ger - Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . when nP exceeds
(following instructions of filter manufacturer) limit. value stated in
group 0358---1 of the
Op. Instructions
Charge air waste-gate - Functional check (variant ’A’) . . . . . . . . . . . . 6735---1 half yearly
- Functional check (variant ’B’) . . . . . . . . . . . . monthly
lubricate movable parts
- Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . as required
Group 7
2) Lubricating oil pump - Check condition of gear teeth on driving gear 7101---1 1) yearly
wheel
- Overhaul pump . . . . . . . . . . . . . . . . . . . . . . . . 24’000---36’000
operating hours
2) Fuel booster pump - Check condition of gear teeth on driving gear 7102---1 1) yearly
wheel
- Overhaul pump . . . . . . . . . . . . . . . . . . . . . . . . 24’000---36’000
operating hours
2) Cylinder cooling wa- - Check condition of gear teeth on driving gear 7103---1 1) yearly
ter and raw water wheel
pump - Overhaul pump . . . . . . . . . . . . . . . . . . . . . . . . 24’000---36’000
operating hours
2) Fuel valve cooling wa- - Check condition of gear teeth on driving gear 7105---1 1) yearly
ter pump wheel
- Overhaul pump . . . . . . . . . . . . . . . . . . . . . . . . 24’000---36’000
operating hours
Remark:
2) Applies only to 1) For new engines
engines-driven pumps initially after
about 500 oper-
ating hours
Group 8
Starting air pipes - Overhaul flame traps and safety valves 8600---1 24’000---36’000
operating hours
Group 9
Tools - Protect hydraulic pre-tensioning jacks from 9400---2 after each use, or
corrosion and dirt before storing
4401--1
2705--1
2720--1,--2 2728--1
8600--1 2722--1w3
1001--1 2701--1w7
2716--1 6601--1
5501--1, --2
3401--1,--2 2105--1, --2
4401--2 4201--1
3402--1 4211--1
3302--2
3302--1
3302--2
3101--1,--2
1201--2
1201--1
3101--3
95.7331
Design Description kg
Group
1001 Engine housing . . . . . . . . . . . . . . . . 12 Cylinder with bearing covers and studs . . . . . . . . . . . . . . . . 33'900
1001 Engine housing . . . . . . . . . . . . . . . . 14 Cylinder with bearing covers and studs . . . . . . . . . . . . . . . . 38'480
1001 Engine housing . . . . . . . . . . . . . . . . 16 Cylinder with bearing covers and studs . . . . . . . . . . . . . . . . 44'360
1001 Engine housing . . . . . . . . . . . . . . . . 18 Cylinder with bearing covers and studs . . . . . . . . . . . . . . . . 48'140
1001 Main bearing cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
1008 Oil sump . . . . . . . . . . . . . . . . . . . . . . 12 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1'504
1008 Oil sump . . . . . . . . . . . . . . . . . . . . . . 14 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1'659
1008 Oil sump . . . . . . . . . . . . . . . . . . . . . . 16 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1'818
1008 Oil sump . . . . . . . . . . . . . . . . . . . . . . 18 Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1'969
1202 Crankshaft thrust bearing . . . . . . . . . . . . . . . . . . . . one half, without shell and oil catcher . . . . . . . . . . . . 90
1607 Casing cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . to the camshaft space . . . . . . . . . . . . . . . . . . . . . . . . . . 33
1609 Cladding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . on free end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295
Cladding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . on free end (with enginedriven pumps) . . . . . . . . . 548
1611 Front plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . on driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 854
Material
Inner Diameter
Code Book
Thickness
NBR = Nitrile
Group in
in mm
in mm
Component where the O-ring FPM = Viton
or the rubber ring is installed MVQ = Silicone
Round rubber joints
1008---1 Oil sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 cylinder 7 *14’620 NBR 50 Sh
Oil sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 cylinder 7 *16’180 NBR 50 Sh
Oil sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 cylinder 7 *17’740 NBR 50 Sh
Oil sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 cylinder 7 *19’300 NBR 50 Sh
Ø
L
2716---1 High pressure fuel pipe and fuel delivery valve . . . . . . . . . . . . . 3.53 63.09 FPM 70 Sh
Inner Diameter
Material
Code Book
Thickness
Group in
NBR = Nitrile
in mm
in mm
Component where the Oring FPM = Viton
or the rubber ring is installed MVQ = Silicone
3101-1 Intermediate piece for shaft extension . . . . . . . . . . . . . . . . . . . . . 5.33 40.64 NBR 70 Sh
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 20.22 FPM 70 Sh
Screwed conn. flywheel / vibration damper (GEISLINGER) 6.99 608.08 MVQ 50 Sh
Screwed conn. flywheel / vibration damper (GEISLINGER) 6.99 380.37 MVQ 50 Sh
4304-1 Throttle nonreturn valve for shutoff valve . . . . . . . . . . . . . . . . 3.53 28.17 FPM 75 Sh
Precontrol valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 10 Rubber No. 750
Throttle nonreturn valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 28.17 FPM 70 Sh
4608-1 Pressure sensor for control / needle valve in connecting block 1.78 3.68 NBR 70 Sh
Pressure sensor for control / sealing flange for connecting 1.78 6.07 NBR 70 Sh
block
Inner Diameter
Material
Code Book
Thickness
Group in
NBR = Nitrile
in mm
in mm
Component where the Oring FPM = Viton
or the rubber ring is installed MVQ = Silicone
4612-1 Shutdown servomotor / cover . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 34.52 NBR 70 Sh
Shutdown servomotor / cylinder . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 53.34 NBR 70 Sh
Shutdown servomotor / flange . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 40.64 NBR 70 Sh
Shutdown servomotor / cylinder . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 24.99 NBR 70 Sh
Shutdown servomotor / guide . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 66.04 NBR 70 Sh
Shutdown servomotor / housing . . . . . . . . . . . . . . . . . . . . . . . . . 5.33 46.99 NBR 70 Sh
Shutdown servomotor / flange . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.99 126.37 NBR 70 Sh
5105-1 Intermediate gear wheel (shaft and coupling piece) . . . . . . . . . . 3.53 37.69 NBR 70 Sh
5303-1 Intermediate wheel shaft to overspeed safety cut out . . . . . . . . 3.53 37.69 NBR 70 Sh
7201-1 Drive of cylinder lubricating pump / flow control valve . . . . . . . 3.53 18.64 NBR 70 Sh
7403-1 Fuel transfer pump / cover . . . . . . . . . . . . diesel oil . . . . . . . . 6.99 148.59 NBR 70 Sh
Fuel transfer pump / sealing disc . . . . . . . diesel oil . . . . . . . . 5.33 43.82 NBR 70 Sh
Fuel transfer pump / driving shaft . . . . . . diesel oil . . . . . . . . 3.53 37.69 NBR 70 Sh
Fuel transfer pump / cover . . . . . . . . . . . . heavy fuel oil 6.99 148.59 FPM 70 Sh
Fuel transfer pump / sealing disc . . . . . . . heavy fuel oil 5.33 43.82 FPM 70 Sh
Fuel transfer pump / driving shaft . . . . . . heavy fuel oil . . . . . 3.53 37.69 FPM 70 Sh
Inner Diameter
Material
Code Book
Thickness
Group in
NBR = Nitrile
in mm
in mm
Component where the Oring FPM = Viton
or the rubber ring is installed MVQ = Silicone
7506-1 Raw water pump / cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.99 291.47 NBR 70 Sh
Raw water pump / bearing housing . . . . . . . . . . . . . . . . . . . . . . . 6.99 177.17 NBR 70 Sh
(low temperature circuit)
7507-1 Fuel valve cooling water pump / cover . . . . . . . . . . . . . . . . . . . . . 6.99 177.17 NBR 70 Sh
Fuel valve cooling water pump / bearing housing . . . . . . . . . . . . 5.33 91.44 NBR 70 Sh
8301-1 Cyl. cooling water piping / connecting piece on cyl. head . . . . . 5.33 40.64 FPM 70 Sh
Washing plant for charge air cooler, intermediate flange . . . . . 5.33 40.64 NBR 70 Sh
Drain piping / connecting flange on engine housing . . . . . . . . . . 3.53 37.69 NBR 70 Sh
Oil main piping / connecting flange on engine housing . . . . . . . 5.33 46.99 NBR 70 Sh
8701-1 Fuel oil pressure retaining valve . . . . . . . . . . . . . . . . . . . . . . . . . . 3.53 28.17 FPM 70 Sh
Connecting piping to shutoff cock of fuel piping . . . . . . . . . . . . 3.53 34.52 FPM 70 Sh
Control piping / connecting block . . . . . . . . . . . . . . . . . . . . . . . . . 1.78 3.68 NBR 70 Sh
9322-1 Pressure sensor for alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.78 6.07 NBR 70 Sh
9323-1 Pressure sensor for remote indication . . . . . . . . . . . . . . . . . . . . . 1.78 6.07 NBR 70 Sh
Tubular joints
1603-1 Cover to crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 *2000 MVQ 50 Sh
Cover to camshaft space . . . . . . . . . . . . . . . . . 14 + 18 cylinder 15 *2150 MVQ 50 Sh
Cover to camshaft space . . . . . . . . . . . . . . . . . 12 - 18 cylinder 15 *3650 MVQ 50 Sh
D d
L
Orings on tools
*) Length of joint
Turcon/Molybdenum
PTF/MoS2 /Glass
70±10 Shore A
70±5 Shore A
Abbreviation
Nitrile NBR
PTF/Bronze
Code Book
Viton FPM
Group in
Cylinder Bush
Support ring
Seal ring
Seal ring b
Support ring
b
Piston Rod
di da di da
PTF/MoS2 /Glass
70±10 Shore A
70±5 Shore A
Abbreviation
Nitrile NBR
PTF/Bronze
Viton FPM
Tool No.
The normal clearances given in the following clearance and wear tables correspond to those resulting from manufactu
ring tolerances or clearances as adjusted on the new engine.
The laid down maximum clearances resp. max/min. dimensions are such values as may be reached after a lengthy opera
ting period, which however may not be allowed to be exceeded or fall below. On components where the clearance is
adjustable by modifying the thickness of shims, discs, spacers etc. the value given as 'Normal Clearance' should always be
arrived at, or striven to attain. Where this is not possible, worn parts must be replaced by standard new ones or recondi
tioned by suitable material buildup.
If during an overhaul clearances are measured which almost have reached the permissible limit it must be left to indivi
dual judgement to decide whether a component part should be replaced or remain fitted till the next overhaul. This de
pends for example from the duration of the next operation period till the next overhaul and what wear has to be expected
based on experience made.
95.7160
95.7161
Cylinder Liner
125mm
1
95.7162
2 4
3 5
95.7163
2705 3 Main rocker arm axial clearance axial (total) 0.5 1.0
172
50
25
1 1
Crankpin Bearing
1
1
35
45
95.7165
Crankpin Bearing
3302 2 Crankpin 0 Ovality . . . . . max. 0.08
O.D. 350
- 0.06 Parallelism . . max. 0.03
Diameter . . . max. -0.15
Bearing shells For reuse of bearing shells,
(bearing studs tightened accord I.D. 350 + 0.29 see group 0003-2
+ 0.22
ing to instructions)
Bearing clearance vertical 0.22 - 0.35
see
see page 10
page 10 and 11
and 11 1
2
Piston with Piston with
inner lubrication external lubrication
1
3
see
page 10
and 11
96.7225 95.7166
2 1 1
3
5 4 4
8 7 9 7
96.7249
9 10
400 + 0.05 D.
0
3402 4 Piston ring groove (groove height) axial 8 + 0.20 max. groove height 8.45
- 0.17
Piston ring (ring height) axial 8 0
- 0.025
400 + 0.05 D.
0
Oil Scraper Ring
Oil scraper ring groove
3402 7 axial 9 + 0.040
(groove height) + 0.020
400 + 0.05 D.
0
1 1
8 6
95.7332
Camshaft Drive
4101 3 Bearing journals O.D. 180
Bearing bush (fitted) I.D. 180 + 0.04
0
Clearance radial 0.10 0.17 0.25
6
3
95.7333
Camshaft Drive
4101 2 Bearing journal O.D. 180
Bearing bush (fitted) I.D. 180 + 0.04
0
Clearance radial 0.10 0.17 0.25
3 2
96.8567
+0
10 + 0.03
+0
10 + 0.03
95.7172
Casing I.D. 30
95.7173
2
3
95.7174
4 5
III - III II - II
II
I
9
I 1
II
8 7
3 4
I-I
III
III
4 3 6 5
95.7334
2
1
95.7335
3 5
5
95.7336
5303 5 Camshaft gear / intermediate gear tooth backlash 0.16 0.32 0.4
5303 6 Intermediate shaft / driving gear tooth backlash 0.16 0.32 0.4
7a
7
6
5
2
4
95.7177
3a
3 2
95.7337
7
5
95.7338
4 4
7101 3 Tooth backlash between pump driv tooth backlash 0.16 0.32 0.4
ing gear wheel and driving gear
wheel on crankshaft
7101 3a Tooth backlash between pump tooth backlash 0.44 0.59 0.65
transport wheels
7102 5 Total clearance between cog wheels axial 0.10 0.15 0.2
and pump housing
7102 6 Tooth backlash between pump driv tooth backlash 0.16 0.32 0.4
ing gear wheel and driving gear
wheel on crankshaft
7102 7 Tooth backlash between cog wheels tooth backlash 0.10 0.20 0.25
1 95.7180
7103 3 Tooth backlash between pump tooth backlash 0.16 0.32 0.4
drive gear wheel and driving gear
wheel on crankshaft
95.7181
1 3
7104 5 Tooth backlash between pump driv tooth backlash 0.16 0.32 0.4
ing gear wheel and driving gear
wheel on crankshaft
95.7182
3 2 1
7105 3 Tooth backlash between pump tooth backlash 0.16 0.32 0.4
driving gear wheel and driving
gear wheel on crankshaft
Tightening Instructions
Tightening Values of Important Screwed Connections
pre-tension (bar)
Detailed info.
torque (Nm)
Thread size
Tightening
Tightening
shift (mm)
Stretch or
Hydraulic
Specified
lubricant
in group
angle (
Designation
1201-1 Transverse tie rod for crankshaft ZAL-S M60 100/ - - 0.7 ± 0.1 K
main bearing (3) . . . . . . . . . . . . . . . ZAV-S 600 0.9 ± 0.1
1201-1 Stud for crankshaft main bearing (4) . . . . . M90x6 200/ - - 1.2 ± 0.1 K
600
2705-1 Stud for rocker arm housing (nut 12) . . . . . M30 - 540* - - O
3101-2 Crankshaft
- Coupling bolt to flywheel (4) . . . . . . . . . M39x3 100 2300* - - M
- Coupling bolt to thrust bearing shaft (3)
ZAL-S M39x3 - - - 0.36±0.02 M
ZAV-S - - - 0.39±0.02
- Coupling bolt to vibration damper . . . . M39x3 - 2060* - - M
pre-tension (bar)
Detailed info.
torque (Nm)
Thread size
Tightening
Tightening
shift (mm)
Stretch or
Hydraulic
Specified
lubricant
in group
angle (
Designation
3302-2 Short stud on connecting rod fastening M39x3 100/ - - 0.50 ± 0.1 K
connecting rod to crankpin bearing (5) 600
3302-2 Long stud in crankpin bearing fastening M39x3 200/ - - 0.8 ± 0.05 K
crankpin bearing upper to lower part (5) 600
(note also indications in group 3302-2)
4201-1 Screw (2) for camshaft bearing cover . . . . . M30 - 150±10 +60y65_ - M
– Fixing screw to vibration damper . . . . . . M16 - + 20 - - O
220 -0
– Fixing screw to vibration damper . . . . . . M12 - + 10 - - O
90 -0
(only for 14 cylinders engine)
4301-1 Central screw (6) for starting air distributor M16 - 250 - - O
(only non-reversible engine)
pre-tension (bar)
Detailed info.
torque (Nm)
Thread size
Tightening
Tightening
shift (mm)
Stretch or
Hydraulic
Specified
lubricant
in group
angle (
Designation
The values in (...) marks the screw, bolt or stud on the referenced illustration.
Lubricant: . . . . . . M = MOLYKOTE paste G-n; . . . . . . O = Oil; . . K = NO additional lubricant (corrosion
H = Heat resisting lubricant preventive can be left in thread)
Values with *: . . . . . . . . . When using power multiplier, reduce applied force by 3.5 times (Tool 9408.19)
Tightening angle: . . . . . . The tightening angle signifies the angle by which the nut or screw is tightened, after it
has been tightened to a specified starting point.
--
3.00 / V--Mot.
100 bar - equivalent to 2300 Nm
O 140+ 010 Nm
O 250 Nm
O 28 Nm
4
O Pretightening with 120+ 020 Nm
Followed by final tightening with an
z
angle of 90 -- mark on collar
Maintenance
O 50 ... 100 Nm
740 Nm
2060 Nm
K OIL PRESSURE 600 + 020 bar
Read off power multiplier 590 Nm Oil pressure 100 bar (2300 Nm)
Control dimension L = 0.75 + -- 0.05 mm
See procedure for control dimension
*
PROCEDURE FOR OBTAINING THE ’CONTROL DIMENSION’ OF HYDRAULICALLY
100 bar for hydr. cylinder with a piston TENSIONED STUDS
* area of 6.41 cm2 HYDR. JACK
For hydr. cylinder with a different piston area 1. Pretensioning pressure on hydr. jack 100 bar (Note! stud of lower connecting
the oil pressure should be determined acc. to rod bearing and main bearing pretensioned to 600 bar to be released
641 to 200 bar). Nut to be tightened firmly. Pressure to be released to 40 bar. X
95.7549 the formula P (bar) = 1 X
new piston area in cm2 2. Protrusion ’X’ to be determined.
On first assembly of engine, all bolt connections which are coated 3. Tensioning of studs to 600 bar, nut to be tightened firmly.
MOLYKOTE PASTE G-n O OIL LUBRICATION K NO ADDITIONAL LUBRICATION with MOLYKOTE paste G-n have to be tightened to instructed torque Pressure to be released to 40 bar. PISTON
ZA40S
On threads and contact On threads and contact (Anti-corrosion oil can remain values, subsequently to be loosened again. Afterwards the contact
4. Protrusion ’X1’ to be determined. CYLINDER
In the course of time, even the best quality lubricating oil tends to change it properties due to ageing, oxidation and con
tamination. Therefore in intervals of approx. 3000 operating hours a sample should be taken from the engine lubricating
oil and sent to a laboratory for analysis. The sample must be taken from the oil in circulation and at normal service tem
perature from a cock specially fitted for this purpose, and which is situated at the inlet of the main lubricating oil pipe into
the engine.
Before taking the sample, drain about 2 litres into a container to remove any possible dirt accumulation in the drain cock.
Now remove the sample oil (about 1 litre) from the engine into an absolutely clean container (glass is best).
Mark the container with the oil sample with the following data:
- Engine type
- Date of sampling
- Oil brand
The condition of the lubricating oil charge or its alteration during operation can be assessed on the basis of some analysis
data. With regular checks a deterioration can be detected at an early stage and remedial measures taken.
The test should at least cover the following characteristics:
- Viscosity
- Flash point
- BN
- Insolubles
- Water content and nature of water
Possibly also contamination by fuel and metal content might be included.
The significance of such analysis results can best be assessed if they are considered as a whole and in relation to the past
analytical history of the oil.
In the course of time, even the best quality lubricating oil changes its properties in such a way that a change of the oil
charge must be considered. However, it is not possible to give a fixed time interval for this purpose since this is influenced
by the operating conditions and the efficiency of the oil treatment.
A rather sudden change of one or the other of these parameters can indicate abnormal operating conditions or failures
in the system. In such a case it would be of little help just to change the oil without investigating the cause.
The values for used lubricating oil indicated in the relevant group 0110-1 of the Operating Manual are given for general
guidance. Normally, the oil is still fit for further use if the parameters are within the limits indicated.
Group 1
The cylinder head studs 2, studs for short, must be protected against corrosion at the lower end. The annular space 'RR'
and the stud shank must be fully sealed off with a suitable sealing compound, without cavities, up to about the level of the
upper edge of the engine housing 1 (see illustration).
Required properties:
- nonacidic, e.g. acetic acid;
- resistant to oil, diesel oil, heavy fuel oil, water at a continuous temperature of about 100 C;
- short hardening time (approx. 24 hours);
- flows easily so that the annular space will be completely filled without cavities;
- binds well to primed metal surfaces;
- simple preparation and mixing;
- minimum to not shrinkage;
- the external surface may not harden with porosity;
- the sealing compound must remain sufficiently elastic so that the stud bolts may be unscrewed at any time.
To loosen and pretension transverse tie rods and main bearing studs for the removal and fitting of the main bearings
proceed as follows:
Removal Fitting
1. Loosen both transverse tie rods 1. Press bearing cover upwards (group 1201-2)
simultaneously and hand fit round nuts
2. Loosen both main bearing stud nuts 2. Screwin transverse tie rods
simultaneously
3. Unscrew transverse tie rods 3. Pretension both main bearing stud nuts
simultaneously
4. Lower bearing cover (group 1201-2) 4. Pretension both transverse tie rods
simultaneously
Remarks
- If all the crankshaft main bearings must be removed, loosen first all the transverse tie rods. If only one of the main
bearings must be removed, loosen the transverse tie rods of the specific bearing and also the transverse tie rods in the
immediate vicinity, otherwise it is difficult to lower and later lift back the bearing cover.
- When screwingon the piston 16 or 7 of the cylinder 13 or 6 respectively of the pretension jack (Fig. 'A1' and 'A2'), the
oil is being pushed back to the hydraulic hand pump. To permit the oil to flow back open the relief valve of the hydrau
lic hand pump 9408.02 and connect the pretensioning jacks with the hydraulic hand pump by HP hoses.
If you want to screw the piston on without draining the oil to the hydraulic hand pump open the nonreturn valve on
the hose socket of the pretensioning jack by pressing it inwards. The oil will then flow out.
- Before actuating the hydraulic hand pump make sure that the hose couplings are all completely tightened otherwise
the nonreturn valve may not open, preventing oil from reaching the pretensioning jacks, thus not achieving correct
pretensioning.
- Build up a pressure of 600 to 620 bar with the hydraulic hand pump 9408.02 and maintain this pressure constant until
the two round nuts 12 have been loosened (with the round bar 9427.01a) by 4-5 hole spacings on the nuts circumfer
ence.
- Relieve the pressure by opening the relief valve on the hydraulic hand pump, until the pressure gauge shows 'zero'.
- Remove pretensioning jacks and also the round nuts.
Attention
It is important to unscrew the round nuts as described for both the transverse tie rods and the bearing cover studs. If the
round nuts are unscrewed too much, the jacks cannot be removed as they jam against the round nuts.
If the round nuts are unscrewed too little, they cannot be loosened after releasing, as the transverse tie rod studs or main
bearing studs are still under pretension.
- Release pressure to 40 bar and measure the protrusion 'X' on the jacks 5
and note carefully (please refer to adjacent figure).
- Raise the pressure to 600 bar and hold constant until the round nuts have 6
been tightened with the round bar for full seating (check seating with the
feeler gauge).
4* 7
- Release the pressure to 40 bar and measure the protrusion 'X1' and note
it carefully.
- The difference between protrusions 'X1' and 'X' should be 1.2 ± 0.1 mm.
These measures serve as a safety check of the hydraulic pretensioning X
method.
- When the measured elongation is approximately correct, remove the X1
pretensioning jacks with the lifting device 9412.10.
95.7063
- For extra safety establish the vertical bearing clearance.
- Open relief valve of the hydraulic hand pump and screw the piston 16 of
the pretensioning jack, with the aid of special spanner 9431.03, into the
cylinders 13 until they are fully seated.
- Close the relief valve of the hydraulic hand pump and pretension the
transverse tie rods initially with 100 bar. Hold this pressure until you
have tightened the round nuts 12 with the round bar until they are fully
seated (check seating with the feeler gauge). X1
- Release pressure to 40 bar and measure the protrusion 'X' on both pre
tensioning jacks and note it carefully (please refer to adjacent figure). 12 13 16
- Raise the pressure to 600 bar and hold it constant until the round nuts 12 X
are tightened till fully seated (check seating with feeler gauge).
- Release the pressure to 40 bar and measure the protrusion 'X1' and note
it carefully.
- The difference between protrusions 'X1' and 'X' should be
on ZALS engines 0.7 ± 0.1 mm
on ZAVS engines 0.9 ± 0.1 mm
when the pretension of the transverse tie rods is correct. These mea
sures serve as a safety check of the hydraulic pretensioning method.
- If the established value is practically correct, remove the pretensioning 95.7063
3*
jacks.
- Grease the thread lightly to prevent corrosion and fit protection cap 18.
B 9412.10 A1 9427.01
9410.01 3 16
10
11
12 13 13 16
16
15
95.7193 14
95.7194
1 9427.01
9408.09 9408.09
9427.01 9431.03
3
4
9410.01 9410.01a
95.7195
9408.02 8
A2 1
4
5
6 9410.01
6 7
95.7196
9 7
- Transverse tie rods and main bearing studs of the bearing to be removed as well as the transverse tie rods of the two
adjacent main bearings have been slackened (refer to group 1201-1).
- The transverse tie rods oft he bearing to be removed have been unscrewed and removed.
Working procedure
- Screw the two round nuts 5 downwards, until a space of about 130 mm has been provided between the lower edge of
the bearing cover and the connecting face of the nut (see Fig. 'A').
- Fasten the two supports 9410.02 to the bearing cover 1 with two screws.
- Place two hydraulic jacks 9408.36 between the supports and the counterweight 19, and connect them to the hand
pump 9408.02 by HP hoses.
- Actuate the pump to push the bearing cover from its guided position. After pressing it for about 110 mm the bearing
cover will slide down onto the round nuts 5 by its own weight.
- Remove the two hydraulic jacks and the two supports 9410.02 from the engine. The supports must on no account be
left fitted to the bearing cover as the counterweights 19 would knock against them causing damage, when turning the
engine (Fig. 'B' and 'C').
- Place a hydraulic jack 9408.38 under the bearing cover and connect it to the hand pump. The bearing cover and the
bottom of the oil sump have been provided with drilled recesses into which the hydraulic jacks fit.
- Actuate the pump to lift the bearing cover sufficiently off the round nuts to permit unscrewing them for the main
bearing studs.
- Open the venting valve 'EV' of the hand pump allowing the bearing cover to descend as much as the jack permits.
- In this position, the lower bearing shell 21, descending with the bearing cover, can be checked and if necessary be
removed.
- The upper bearing shell 20 can be pushed out using the segment 9412.01 or 9412.08. Clean the segment well, press it
against the journal and at the same time upwards against the bearing shell.
Attention Safeguard the upper shell by hand, to prevent it from falling out when pressing it out with the seg
ment.
the possibility of reusing a bearing shell depends in principle on the condition of its running surface. Please refer in this
matter to the recommendations in group 0003-2.
If the surface of the journal becomes rough and requires regrinding, thicker bearing shells with undersize bores are re
quired. The table below indicates the diameters to which the journals must be ground to fit stocked undersize bearing
shells: (All dimensions are in mm).
0 0 348.8 + 0.29
ZALS
1.2 348.8 10.52 202
-0.06 - 0.02 + 0.21
Z
2.0 348 0 10.92 0 0.21-0.35 348 + 0.29 203
- 0.06 - 0.02 + 0.21
0.21-0.37
3.0 367 0 11.42 0 367 + 0.31 204
-0.06 - 0.02 + 0.21
365 0 12.42 0 365 + 0.31
5.0 -0.06 - 0.02 + 0.21 205
Remark Never reduce the clearance by filling the mating faces of the bearing shells. The ends of the bearing
shells protrude somewhat over the faces of the bearing cover or the bearing saddle. This is meant to
be and is absolutely necessary!
- Push the upper bearing shell, with well lubricated running surface but dry back, by hand between journal and bearing
saddle bore, until its mating surfaces are equally spaced on both sides. If the shell cannot be easily pushed in, assist the
fitting by pressing the crankshaft slightly in the required direction using a hydraulic jack.
- Place the lower bearing shell with dry back and well lubricated running surface into the bearing cover.
- Using the hydraulic jack 9408.38, press the bearing cover 1 upwards to the stop in the engine housing.
- Fit the two round nuts 5 onto the main bearing studs 4 till they are landed on the bearing cover. Remove the hydraulic
jack.
- Fit the two transverse tie rods 3 into the bearing cover 1.
- Proceed with pretensioning the main bearing studs and the transverse tie rods in accordance with the instructions in
group 1201-1.
19 19
I-I
EV 9408.02 19
I 9408.09
9408.09
9408.36 9408.36
Maintenance
9410.02
9410.02 3
4
3
I
95.7197
4 5 1 22 1 22
Wärtsilä Switzerland Ltd
23
ZA40S
ZA40S Maintenance 1201–2/A1
ca. 130mm
20
21
5 1
23
9408.38
9408.02 EV
C 20
9412.01
9412.08
4
2
21
23 1
9408.38
95.7198
9408.02 EV
I-I II - II
A
2 6 11* 15 7 GL 8 2 3 10 16
11* I
12*
12*
18
D
17
III III
13
D 14
5 I
2a 6a D 1 2a 3 4 9
III - III
Check the condition of the bearing shells and thrust ring halves in accordance with the instructions in the Maintenance
Schedule or according to the prescribed intervals of the classification society. Within a period of 5 years all the bearings
must have been inspected at least once.
Whether a bearing shell may be reinstalled, depends mainly on the condition of its running surface. Please refer to
group 0003-2 for respective information.
For these parts the same recommendations apply as for the bearing shells, i.e. only such thrust ring halves may be re
used, which are in good condition. It is also of the greatest importance that the ring halves are refitted in the same loca
tion from where they were removed.
When removing the thrust ring halves, the shaft shoulders must also be inspected; they must be smooth and clean.
If the shoulder of the thrust bearing shaft, which was subjected to the load during operation, has become rough and has
therefore to be remachined, then oversize thrust ring halves have to be fitted.
When remachining the shoulder as little material as possible should be removed, but the distance between shaft shoul
ders must, after machining, correspond to one of the ('steps') dimensions 'L' in the table below.
Oversize thrust ring halves have to be selected in accordance with the dimension 'L' and they have, without fail, to be
fitted on that side where the shoulder had been remachined! Shaft shoulder and locating ring half must be marked ac
cordingly.
Re-machined
shaft shoulder
Thrust Bearing Shaft
95.7200
Attention Before you attempt to pull the lower bearing shell or the lower thrust ring halves 2a out, check and
ensure that the shaft does not push axially against one of the thrust rings. If necessary shift the crank
shaft axially in the appropriate direction. The shaft must also be equally spaced in the centre radially,
as otherwise the bearing shell is jammed and can only be removed with difficulty.
I-I II
B C
23
9412.08 24
9412.09
3 9412.08
25
II 2a
9412.09 9408.09
9408.02
I
9412.08 95.7201
3 2a
Fitting the bearing shells and the thrust ring halves (Fig. 'A', 'B' and 'C')
- Clean thrust bearing shaft 4 and the bore of bearing housing lower part 1 carefully, lubricate the shaft journal lightly.
- Check whether the bearing shells and the thrust ring halves are undamaged.
- Check whether the crankshaft is in such a position that sufficient space is available axially to fit the thrust ring halves.
If necessary shift the crankshaft slightly axially.
- Using hydraulic jack 25 under the flywheel lift it and the shaft until the (micrometer) dial gauge 23 mounted above the
shaft journal shows 0.15 mm (Fig. 'B'). Take great care that the journal is radially in the centre.
- Push the lower bearing shell as well as the two lower thrust ring halves by hand as far as possible between shaft journal
and housing bore. Ensure that the bearing surface of the thrust ring halves lie against the corresponding shaft shoul
der.
- Press segment 9412.08 against the shaft journal and slip in the lower bearing shell until the dividing faces protrude by
the same amount on both sides.
- Slide both thrust bearing ring halves in with the aid of mandrel 9412.09 until the dividing faces protrude by the same
amount on both sides.
- Release the pressure in jack 25 under the flywheel and remove the tools.
- Apply oil lavishly on the shaft journal; use new engine oil.
- Apply sealing compound to the engine side of the bearing housing upper part. (Also a very thin coat of sealing com
pound on the horizontal separating faces).
- Place the upper bearing shell 3 and the upper thrust ring halves 2 into the bearing housing upper part and secure them
with the locating pins 5.
Fitting condition: Bearing shell on its rear side dry, on the running surface coated with oil, bore of the thrust bearing
housing upper part dry.
Important! Before fitting them apply MOLYKOTE paste Gn to the threads and landing faces of the screws 11
and 12, as the tightening torque values are only valid if this lubricant is used.
- Fit bearing housing upper part 7 and fasten to the engine end plate with the screws 11 uniformly, at first only lightly
with about 100 Nm.
- Fit and tighten uniformly the two screws 12 in several equal steps with a torque wrench to 780 Nm. If you use the force
multiplier contained in the engine tools, the tightening value is 220 Nm.
- Check that no clearance exists between the bearing housing upper and lower part.
- Tighten the screws 12 with a torque wrench to the final value of 1230 Nm or when using the force multiplier to 350 Nm.
- Finally tighten the screws 11 also in several equal steps to the final value of 740 Nm.
- Measure the axial clearance of the crankshaft with the thrust ring halves fitted, by pressing the crankshaft with a hy
draulic jack alternately into both end positions. The axial movement is measured with a dial gauge (please refer to
Clearance and Wear Table 0352-1).
- Finally lock the screws 11 in pairs with locking wire (Fig. 'A').
- Clean and degrease carefully front and horizontal separating faces of oil catcher upper and lower part (6 and 6a) and
apply sealing compound to these surfaces.
- Fit oil catcher lower part 6a first, locate with taper pins 14 and tighten with the screws.
- Place oil catcher upper part 6 into position, fit locating bolts 17 and through bolt 18.
- Apply LOCTITE to the treads of screws 15 and bolts 18 (refer to group 0003-1).
- Alternately tighten the nuts of bolts 17 and 18, then of screws 15, again nuts of bolts 17 and 18 in very small steps.
- The clearance 'S' between shaft and oil catcher should be about 1 mm all round.
D
I I-I
15
D
18
17 17
II
II
14 14
6a
I
II - II
95.7202
17
Loosening
- Screw the hydraulic jacks 9433.01 onto the studs 26 till their cylinders 29 rest on the bearing housing upper part 7.
- Connect the hydraulic jacks by HP hoses 9408.09 with the hydr. hand pump 9408.02.
- Open relief valve on hydr. hand pump, and screw the pistons 28 of the hydraulic jacks in, till they land on the cylinders
of the hydraulic jacks (see Fig. 'E').
- Now turn the hydraulic jacks back a little until a gap of about 2-3 mm appears between the pretensioning jack and
the bearing housing upper part.
- Build up a pressure of 600 bar (or a little more) with the hydr. hand pump and unscrew the two nuts of the studs by
about 4-5 hole intervals.
Tensioning
- Clean the contact faces of the nuts 27, screw them on and tighten them with the round bar 9433.01a until landed.
- Screw hydraulic jacks 9433.01 onto the studs 26 till their cylinders 29 are landed.
- Connect the jacks with the hydr. hand pump 9408.02 by the HP hoses 9408.09.
- Open relief valve on hydr. hand pump, and screw the pistons 28 of the hydraulic jacks in, till they land on the cylinders
29 of the hydraulic jacks (see Fig. 'E').
- Build up a pressure of 100 bar with the hydr. hand pump and keep this pressure constant.
- Tighten the round nuts 27 with the round bar until they are firmly seated (check seating with feeler gauge).
- Release the pressure to 40 bar.
- Measure protrusion 'X' of piston 28 and make a note of it (see Fig. 'E').
- Raise tensioning pressure to 600 bar. Keep this pressure constant and tighten the nuts 27 with the round bar until they
are firmly seated (check seating).
- Release pressure to 40 bar and measure protrusion 'X1' of piston on both hydraulic jacks and make a note of it. When
the waisted studs are correctly pretensioned the elongation amounts to: X1 - X = 1.0 ± 0.1 mm.
- If the measured elongation deviates considerably from the above figure, repeat the whole tensioning procedure.
- Release the pressure to 'zero' and remove the hydraulic jacks.
E
X1
29
28
26*
27
9433.01
26*
27
9408.09
9408.04
9408.02
00.7286
9408.03
Group 2
Cylinder Liner
Measuring Wear and Remachining of Cylinder Liner Bore
The wear of the cylinder liners should be checked during every overhaul or whenever a piston is removed. Always mea
sure cylinder liners in situ and when engine is cooled down.
To permit comparisons with previous measures it is inevitable that measuring is always done in the same place and that
the measured values are noted in a log.
To this end always use the measuring rail 9421.02 (Fig. 'A') which is available in the engine tools. It is so designed that it
can simply be hooked over the top face of the liner. Measure at the four points A, B, C and D in the engine axis and at
right angles to it.
Avoid measuring errors by preventing the measuring tool 9421.03 being exposed to large temperature variations. The
setting gauge 9421.03a must be used for calibrating the measuring tool.
Generally the most important wear occurs at point 'A'. For maximum permissible inside diameter please refer to Clear
ance Table group 0352-1.
A 125
175
B
175
C
360
00.7287
After a long operating time a socalled wear ridge appears in the top part of the running surface. During overhaul this
wear ridge must be ground off carefully with the wear ridge milling tool 9421.09 without damaging the running surface in
any way. It is possible that the wear ridge must be removed to permit withdrawal of the piston. If this is the case, lower the
piston by barring the engine and cover the piston and the liner surface above it carefully to prevent any foreign particles
from penetrating between piston and cylinder liner.
For removal of the wear ridge on the cylinder liner milling tool 9421.09 must always be used. The removal of wear ridges
should be carried out after the first piston removal and after the first replacement of piston rings, whereby the machi
ning has to be done as shown in Fig. 'B'.
A repetition of the machining of the wear ridge may be necessary after a longer operating period or after replacing a
piston.
After completing the remachining, the cylinder liner bore must be cleaned very carefully in order to avoid scratch marks
on the piston.
On cylinder liners which are provided with a fine thread in the uppermost portion, the hard combustion residue must be
removed prior to pulling the piston. For removal of the combustion residue the carbon removing machine 9421/10 must
be used (Fig. 'C'). For this work the space above the piston has to be well covered, so that no combustion residue can
enter between piston and cylinder liner bore.
In order to avoid damaging the fine thread it is necessary to carefully centre it in the cylinder liner 1, before starting ma
chine 9421/10.
When removing combustion residue, be sure to pay attention not to damage the fine thread. Combustion residue within
the thread itself has not to be removed.
Avoid removing combustion residue by using wire brushes, scrapers, pointed utensils etc.
After having removed the combustion residue, the inner diameter of the cylinder liner in the region of the fine thread
must measure Ø 400 +0
-0.1
mm.
After having removed the combustion residue, the cylinder liner bore must be thoroughly cleaned.
Should a piston have been removed and equipped with new piston rings and oil scraper rings, then the cylinder liner bore
must be honed with the honing machine 9421.11. Possible hard wear areas must be levelled by honing. During this work,
it isabsolutely necessary to prevent machining residues from entering the crankcase. To prevent this, the best means is to
place a suitablle dirty oil catcher bowl into the crankcase of the respective cylinder.
After honing, the cylinder liner bore has to be washed with clean Diesel fuel or kerosine using a clean paint brush.
Attention Reworking of the cylinder liner's running surface may only be carried out by honing. Under no cir
cumstances may the bore of cylinder liner be simply cylindrically rebored by turning out, as other
wise the guidance of the piston is impeded.
Note For the utilization of the honing machine mentioned above, the working instruction of the respective
manufacturer must be followed.
B
Ø 402,5mm
after machining
prior to machining
TDC
2 1.5mm
1 9421.10
Ø 400 -0,1
0
1
95.7085
Cylinder Liner
Removing and Fitting a Cylinder Liner
When one or more cylinder liners are replaced, these have first to be runin, whereby the instructions of the Operating
Manual in group 0300-1 'Runningin the Engine after an Overhaul' have to be followed.
- Drain all the cooling water from the engine. Remove the cylinder head and withdraw the piston of the cylinder liner
concerned (see group 2701-1 and 3401-1).
- Bar the crankshaft until the crank of the liner concerned stands in T.D.C.
- Cover the space below the cylinder liner concerned with clean cardboard or similar to ensure that no foreign particles
can enter the crankcase.
Removal
- On engines equipped with pistons without inner lubrication, loosen pipe connections 8 and remove the banjo bolts
(Fig. 'A')
- Loosen screw 3 of the centring piece 4 and remove it (Fig. 'A').
- Turn the connecting rod head 10 to the position shown in Fig. 'B'.
- Connect the jacking yoke 9421.04 by two HPhoses 9408.09 to the hydraulic hand pump 9408.02 and fasten it with the
screws 11 to the connecting rod head 10 as shown in Fig. 'B'.
- Turn the connecting rod head with fastened jacking yoke into the position as shown in Fig. 'C'.
- At the same time fit two stud 12 and screw fasten the fixing plate 9433.09, as shown in Fig. 'A1' to connecting rod head
10. The fixing plate must come to lie on counterweight 13. The fixing of the connecting rod head is necessary for safety
reasons in order to prevent an inadvertent turning of the connecting rod head with the pressure yoke fitted.
- Actuate the hand pump 9408.02 carefully paying attention that the yoke correctly mates the bottom of the cylinder
liner.
- Check again whether the screw 3 has actually been removed (Fig. 'A').
- Continue pumping and jack the cylinder liner out of its guide.
- Mount the suspension device 9421.08 on the cylinder liner top and fasten it with the screws 9 (Fig. 'C' and 'E'). Watch
that the screws 9 mate with the holes in the cylinder liner collar.
- Fasten one shackle with the rope at 'AH' on the suspension device and pull the cylinder liner (about 450 kg) out (Fig.
'C').
- Remove the jacking yoke, the hydr. hand pump as well as the fixing plate 9433.09 and both studs 12 from the engine.
- Place the removed cylinder liner on an even surface and remove the suspension device.
- Clean the landing surface on the engine housing and check whether it is damaged.
- Clean the guiding bores in the engine housing and if necessary smooth out with emery cloth.
Fitting
- Check whether the landing surface for the cylinder liner and the guiding bores in the engine housing are clean and
smooth.
- Smear the landing surface on cylinder liner/engine housing with sealing compound Hylomar SQ32/M or Golden Her
metite.
- Equip the cylinder liner with new heat resisting Orings (see group 0328-1) and smear these as well as the guiding
surfaces 'F' in the engine housing with fresh engine lubricating oil.
- Mount the suspension device 9421.08, fasten it with the screws 9 in the liner collar and lift the cylinder liner with the
crane on shackle and rope at the suspension point 'AH' (weight about 450 kg).
- With the cylinder liner suspended, blow compressed air through the lubricating oil bores at the bottom (only for en
gine equipped with pistons without inner lubrication).
- Lower the cylinder liner slowly and carefully into the engine housing.
- Before the cylinder liner mates the guide bores, turn it so that the centring piece 4 when further lowered will fit into
the bore provided on the camshaft side. With smooth and well lubricated guide bores 'F' and Orings, the cylinder
liner will slide down under its own weight into the engine housing. If necessary tap the liner collar lightly with a lead
hammer.
- Finally locate the liner with the screw 3 dipped in oil and attach cylinder lubricating pipes to the bottom end of the
liner (only for engine equipped with pistons without inner lubrication). Tighten the screw 3 with 150 Nm.
- If necessary lap the sealing surface on the liner collar with lapping ring 9421.01 and lapping paste.
- Actuate the hand crank of the cylinder lubricator and check that the oil issues from both lubricating holes in the rele
vant cylinder liner (only for engine equipped with pistons without inner lubrication).
I-I II 2
1
3* 7a
4
5
A 6
II
8
I I
5 3* 4 1
I
A1
I-I
10
I 95.7074
12 9433.09 9433.09
E 9421.08 AH D 9421.08
C
9421.08
1
9
4 1
Maintenance
9421.04
9421.04
B F
4
9421.04
10
9408.09
10
9408.09 95.7339
Wärtsilä Switzerland Ltd
ZA40S
11
ZA40S Maintenance 2701–1/A1
Cylinder Head
Removing and Fitting a Cylinder Head
A major overhaul includes a thorough check of the cylinder heads. This also covers an inspection of the cooling water
spaces. When treated cooling water is used these spaces generally remain clear. Untreated cooling water, however,
usually causes scale formation which impairs the cooling effect. For the removal of this scale we recommend consulting a
specialist firm for chemical descaling.
The surfaces in contact with the combustion must be inspected for cracks. If cracks are suspected, and also after replac
ing valve seats and insert bushes, the water spaces have to be subjected to a water pressure test (7 bar), (please refer to
group 2701-6).
Valve seats with water side leakage must be replaced. Damaged seat surfaces have to be reconditioned (please refer to
instruction in groups 2701-2 and 2701-3 respectively).
The Orings 7 of the valve guide bushes 8 must be replaced at each overhaul. The same applies to damaged or badly worn
valve guide bushes 8 (please refer to group 2701-5).
Leaking insert bushes 22, also badly damaged ones, must be replaced (please refer to group 2701-4).
Uneven or slightly damaged insert bushes 22 can be reconditioned with the aid of tool 9427.10 and the prescribed grin
ding/lapping paste (please refer to group 2701-4).
If the seating surface for the soft iron gasket between cylinder head and cylinder liner is damaged it can be reconditioned
with the help of lapping device tool No. 9421.01 and grinding/lapping paste. The same tool can be used for seating surfa
ces of cylinder head and cylinder liner.
R e m o v i n g a cylinder head
Preparations:
- Drain the cylinder cooling water from the engine and shut the shutoff cocks for the fuel valve cooling water.
- Bar the crankshaft to bring the piston of the respective cylinder to T.D.C. on the firing stroke. This means the inlet and
exhaust valves are closed.
- Loosen the nuts 1 of the rocker arm cowling 2 in even steps and lift the cowling 2 with the help of lifting device 9427.34
(please refer to Fig. 'J').
- Remove both push rods 16 and the screws 14 holding the connecting piece 13.
- Unscrew and remove HPfuel pipe 18 and plug the openings on the fuel valve as well as in the HPfuel pipe, using clean
cloth. Separate all other pipe connections (exhaust, air, etc.) from the cylinder head.
- Remove the thread protecting caps 3 and clean the thread of the cylinder head studs 4 and the area around the stud
nuts on the top of the cylinder head.
Remarks When screwing the pistons 31 of the jacks 9427.01 onto the stud thread (Fig. 'D') the oil is pressed
out of the cylinder and can return to the pump when the HPhoses are correctly connected to the
jack, whereby the nonreturn valve on the jack is opened. If this valve is pressed in by hand on the
unconnected jack the oil can flow out.
Do not start pumping before all the hose couplings are correctly and firmly joined otherwise oil may
not enter the jacks as the nonreturn valve does not open.
Working procedure:
- Fit a jack 9427.01 on each of the 8 cylinder head studs, until the cylinders 32 touch the cylinder head of the engine at
'S'. Continue screwing the pistons 31 in until they are at 'B' flush with the jack cylinders 32. Then unscrew the complete
jacks until at 'S' a gap of about 2 mm exists (observe the notes above).
- Connect all the short HPhoses 9427.02 according to Fig. 'C' and connect the two long HPhoses to the hand pump.
- Actuate the pump and pretension the eight cylinder head stud with 600-620 bar and hold this pressure constant.
- Unscrew all the nuts 6 by 45 hole spaces.
- When all the nuts are in this position release the pressure to 'Zero', by opening the relief valve on the pump.
- Disconnect the hose couplings between the eight jacks and remove jacks and hoses. If they are not immediately re
used, close the connecting openings with closing caps.
- Remove all the nuts 6.
- Apply the jack screws 9427.09 and jack the cylinder head off the cylinder liner (Fig. 'G').
- The cylinder head freed, fit the lifting device 9427.03 on the studs of the rocker arms cowling 2 and lift the cylinder
head off by crane (please refer to Fig. 'K' for ZALS and Fig. 'K1' for ZAVS engines).
- Cover the open combustion space with a wooden or cardboard lid to prevent foreign bodies falling in. The same
should be done with the openings of the push rod claddings.
F i t t i n g a cylinder head
- Place new Orings 10 into the grooves at the collar of the cylinder liner. Smear these before with engine lub. oil. Al
ways use only original Orings corresponding to our specification, see group 0328-1.
- Ascertain that all the cylinder head studs 4 are screwed in until fully seated.
- Smear the guide area on the cylinder liner collar and the inner side on the bottom of the cylinder head lightly with
engine lub. oil.
- In order to have the oil connecting piece 24 (see Fig. 'E') correctly centred when cylinder head 17 is placed in position,
loosen first screws 25 and 27 before positioning the cylinder head.
- Check the drilling in the cylinder head 17 for centring pin 30 and the drilling in flange 26 for the oil connecting piece 24
for cleanliness. Smear the drilling in the flange and the Orings on the oil connecting piece lightly with engine lub. oil.
- Check combustion space for cleanliness and remove any foreign particles.
Working sequence:
- Fit the lifting device 9427.03 on the cylinder head and attach it to the crane. Position of rope loop as per Fig. 'K' for
ZAL engines' and 'K1' for ZAVS engines.
- Lower the cylinder head slowly over the cylinder head studs until the centring pin 30 and the oil connecting piece 24
have mated. If the cylinder head does not slip down under its own weight to rest on the cylinder head gasket on the
cylinder liner apply the two special nuts 9427.04 on two opposite studs. Tighten these nuts alternately with the socket
spanner 9427.57 and a ratchet or a spanner until the cylinder head is seated (please refer to Fig. 'H').
- After fitting the cylinder head tighten screws 25 and 27 of the oil connecting piece 24 again (Fig. 'E').
- Clean the seating surface of all the nuts 6. Lubricate the thread of the studs and the seating surfaces with oil, do not use
MOLYKOTE paste.
- Screw down, by hand, all the nuts 6 until they seat and only then tighten them with round bar 9427.01a.
It is important that all the nuts run freely on their threads and that they can be screwed down by hand until seated.
- Fit all the hydr. jacks 9427.01 on the cylinder head studs, screw them down until their cylinders 32 are seated on the
cylinder head.
- The pistons 31 of the hydraulic jacks must be screwed into the cylinders 32 until they are flush with their upper edges at
'B'! As a result of nonobservance the required stroke cannot be obtained by the jack. Use the special spanner 9431.03
to screw down the pistons 31 (Fig. 'D'). Please refer to the note on the previous page.
- Connect the hand pump 9408.01 by the HPhoses with the hydr. jacks
9427.01.
X1
- Shut the relief valve, actuate the pump and raise the pressure to 100
bar. Hold this pressure constant until all the nuts have been tightened
X
- Calculate the extension value X1 - X. For correctly pretensioned cylinder head studs, the difference between the
two measurements should be 1.4 ±0.1 mm. These measures serve as a safety check of the hydraulic pretensioning
method.
- If considerable differences are established in the measured values, then it is necessary to loosen the cylinder head
studs once more (please refer to group 2701-1) and to repeat the pretensioning procedure.
- When the stretching measure of all the studs corresponds approximately with the indicated value, remove all jacks,
the pump and close all open hose connections with sealing caps.
Remark Leaking hydr. jacks do not permit correct pretensioning of the studs. In such a case the defective
jack must be dismantled and equipped with new sealing rings. The piston 31 can be withdrawn from
the cylinder when the circlip is removed from the cylinder. When reassembling the jack particular
care must be taken when fitting the face seal.
Replacing the Orings in the oil connecting piece without removing the cylinder head (please refer to Fig. 'E')
The Orings 23 on the oil connecting piece 24 can be replaced without removing the cylinder head; for this proceed as
follows:
- Loosen and remove screws 25 and 27.
- Flange 26 and oil connecting piece 24 can be removed laterally.
- Remove the old Orings, smear a new set with engine lubricating oil and fit them.
- For fitting put both parts together and place them between cylinder head and engine housing (take care of cleanness
of the seating faces).
- Fit and tighten screws 25 and 27.
Adjusting the valve clearances for inlet and exhaust valves, please refer to group 4401-1.
1
A
3
16
4*
5
15 6
7
14
13
12
9
11
10
95.7204a
17
18
10
20 21 22
95.7205a
C 9427.01 E
B 23
17
9427.01a
26
27 27
24 23
S
25 25
28
23
F 17
29
30
28
9427.02 95.7207
95.7206
9408.01
D G
9431.03
17
9427.09
20
9427.01
33 31 B
32
9427.01a
4 95.7209
6 S
95.7208
H J
ZAL40S ZAV40S
I
9427.34
9408.17
9427.57
I-I
9427.04
4
17
95.7210
95.7211
K1
ZAV40S ZAL40S
9427.03
9427.03
95.7212
Cylinder Head
Replacing Valve Seats
*_assembled
If the seat surface of valve seats is badly damaged or on which too much material was ground away during reconditioning,
replacement of the valve seat is necessary.
The valve may lie in the seat maximum 1.5 mm deeper than in new condition.
For the replacement of the valve seats it is best to stand the cylinder head on its side. The valve guide bush 6 must not be
removed.
95.7213
6 4 9 8 9427.26
- Unscrew and separate the nuts 3 and 3a and the cones 9427.30 respectively until the extraction tool with the four
clamping jaws 9427.31 fitted can be pushed through the valve seat. (The ORings 4 are holding the clamping jaws
together).
- With the tool in place tighten nut 3a by hand, until the clamping jaws 9427.31 grip the valve seat on its bottom edge.
While tightening move the spindle 9427.26 simultaneously, axially to and fro until you feel that the shoulder of the
cone grips the valve seat at 'Z'. Only when this is the case tighten the nut 3a moderately with a spanner.
- Mount the centring disc 9427.32 and the upper sleeve with ball bearing and special nut 9427.27 and turn the special
nut with a spanner until the valve seat 8 has been withdrawn from its bore.
Remark If a valve seat holds exceptionally tight in the cylinder head, it is possible to loosen the valve seat by
the following method:
Apply a welding bead all around the seat periphery on the sloping seat surface.
When the valve seat cools, it shrinks and can readily be withdrawn. (While welding take care that no
weld spatter contacts the bore surface of the cylinder head).
Place the cylinder head on its side, permitting the valve seat to be fitted in a horizontal direction.
- Clean and degrease thoroughly the bore and the seating shoulder in the cylinder head.
- Apply Loctite 648 to the sealing faces.
- Push the inlet valve seat by hand as far as possible into the bore in the cylinder head, then install the seat fitting device
as shown in Fig. 'B' and pull the seat in until fully seated. (The valve guide bush 6 must be fitted for this procedure).
The inlet valve seat rests on the shoulder at 'AS' but must have a clearance at the point 'S'.
- Clean thoroughly the bore and the seating shoulder of the bush 9 and the exhaust valve seat. Any unevenness or dam
age must be polished out.
- The radial sealing face of the exhaust valve seat as well as the corresponding bore in the cylinder head must be de
greased; then coat only the radial seating face of the exhaust valve seat with Loctite 648 as shown in Fig. 'C'.
- Before fitting oil lightly the Orings 7.
- Push the exhaust valve seat by hand as far as possible into the bore in the cylinder head, then install the seat fitting
device as shown in Fig. 'B' and pull the seat in until fully seated. (The valve guide bush 6 must be fitted for this proce
dure).
The exhaust valve seat rests on the shoulder at 'AS' but must have a clearance at the point 'S' (Fig. 'C').
- The proper fitting position must be checked as shown in Fig.' C'. For that place a straightedge on the sealing face of
the cylinder head, and with a depth gauge measure the distance to the upper edge of the exhaust valve seat. The re
quired dimension is mentioned in Fig. 'C'.
- A pressure test must be carried out after replacement of an exhaust valve seat (see group 2701-6).
Before fitting a new bush 9 clean and degrease thoroughly the radial sealing face of the bush and the corresponding bore
in the cylinder head.
Coat the bore in the cylinder head with Loctite 648 as shown in Fig. 'C'.
For fitting the bush it is to be cooled down to about -190C in liquid nitrogen. The two cooling water bores in bush 9
must correspond with the bores in the cylinder head. The bush must rest on the shoulder at 'AS' but must have a clear
ance at the point 'S'.
The proper fitting position must be checked as shown in Fig.' C'. For that place a straightedge on the sealing face of the
cylinder head, and with a depth gauge measure the distance to the upper edge of the bush. The required dimension is
mentioned in Fig. 'C'.
9427.26b 5 6 1 9427.26 S 7 AS
95.7213
9427.27 9 8
9427.32
S S
C
9
7
8
x
y
+0.4 +0.2
y = 11.8 - 0.3 x = 27 - 0.1
10
AS LOCTITE
NO LOCTITE
AS
LOCTITE
NO LOCTITE
For information on the grinding of valve spindle seat please refer to group 2720-2
Valve seats should only be ground with the valve seat grinding machine.
Lappingin of the valve with valve seat using grinding paste is strictly forbidden!
- Every time new valve seats have been fitted in the cylinder head.
- When new or reconditioned valve spindles are being fitted. An exception may be made, when the
valve seat surface is neither worn, corroded nor pitted.
- When the seat surface of the exhaust valve seats is badly impaired, on heavy fuel operation.
(pitting, corrosion scars).
+ 2'
Inlet valve seats with a valve seat angle of 30° 0 are usually free from damage like pittings, or corrosion. However it can
happen that the seat surface becomes slightly embossed due to wear. As this does not impair the reliability of operation it
is usually not necessary to undertake this grinding operation, which reduces the lifespan of the valves. A condition for
this is of course that the valve in question is refitted to the same valve seat with unchanged seat surface. (Please refer to
group 2720-2).
+ 2' + 2'
Exhaust valve seats for ZA40S engines may have valve seat angles of either 30° 0 or 45° 0 respectively. Valve seats of
+ 2'
45° 0 are fitted in ZA40S engines rated at 720 kW/cyl and also in engines with ER I / ER II at 660 / 600 kW/cyl. The
criteria for grinding are the same for both types of valve seats.
Fig. 'A' shows an example of how an electric driven seat grinding machine is used. Before starting the grinding operation
the grinding device has to be mounted in the 30° or the 45° guide of the valve seat grinding machine tool No. 9427.18.
When grinding the valve seats care has to be taken to prevent grinding dust from entering the cylinder head. It is essential
that after completing the grinding the cylinder heads are thoroughly cleaned.
For the use of the grinding machine please refer to the instructions supplied with the machine.
A clean and smooth surface must be obtained with the grinding of the valve seat.
The valve seat grinding machine must be well centered in the valve guide bush as well as in the valve seat with the aid of
the inbuilt centering device 7. This is of paramount importance.
Experience has shown that chatter marks appear when valve seat surfaces are reground in the vicinity of engines or
machines producing vibrations. This phenomenon can be successfully prevented when the cylinder head is laid on a thick
rubber mat during the grinding operation. On board ship this grinding operation should never be attempted without
such a rubber mat.
To prevent the machine from twisting, a wooden staff or a pipe is inserted in a bore of the cylinder head.
For grinding of valve seats, only discs which are specified by the maker of the valve seat grinding machine are to be used.
Such discs may be ordered also through New Sulzer Diesel.
Checking
A crack detection test by dye penetration must be carried out on the finish machined seat surface. No cracks are permit
ted!
After completing the grinding check whether the new or reground valve (refer to group 2720-2) sits correctly on the
valve seat. To check this, apply some marking blue onto the valve spindle seat. The valve spindle is inserted into the guide
bush, the cylinder head being laid flat with combustion face upwards.
Move the spindle 3 to 4 times by about a 1/3 turn to and fro, if necessary use the hand grip 9427.35. Place this grip with the
movable part of the strap folded down onto the clean surface of the valve plate (if the surface is rough, apply some oil). By
folding the movable part of the strap upwards the grip fastens itself by suction to the valve plate (Fig. 'B').
If the angle tolerances on valve and valve seat have been adhered to, then the contact pattern on the seat surface of the
inlet valves amounts to 20- 80% of the seat width. The bearing imprint must run from the inner diameter outwards (see
Fig. 'a' Illustr. 'C'). Besides the imprint check, the gap between valve and seat can also be measured; As shown in Fig. 'c'
Illustr. 'C' this should be between 0.005 mm and 0.015 mm.
On correctly ground exhaust valves having seat angles of 30° or 45° respectively the contact pattern must be 50 - 100%
of the seat width. Here, however, in contrast to the inlet valves, the bearing imprint must run from the outer diameter
inwards (see Fig. 'a' Illustr. 'D' and 'E').
For inlet as well as for exhaust valve seats in the cylinder head it is important that the outer diameter of the valve seat
surface must be bigger than the outer diameter of the valve plate, and that the inner diameter of the valve seat is smaller
than the small diameter of the valve plate. Valve seats in the cylinder head may only be ground to the limit shown in Fig.
'b' Illustr. 'C', 'D', 'E'.
9427.18
+2
45 ° 0 +2
30 ° 0
7
4
1 B
9427.35
92.7079
0
Inlet Valve Seat
Ø 136 - 0.5
+ 0.3
Ø 116 0 max. Ø 138 mm
30 ° +20
a b
20 – 80%
50 – 100%
a b
50 – 100%
E
95.7226
Cylinder Head
Replacing the Insert Bush for the Fuel Injection Valve and Lapping the Seating Surfaces
9427.26c
2
1 3 B
4
9427.27
9427.28
E1
6
E2
9427.33
8 9427.32
95.7214
- Fit the tool as shown in Fig. 'A' and turn the special nut 1 with spanner 2, until the insert bush 7 has been withdrawn
from its guide bore.
- Remove the insert bush and clean the guide bore in the cylinder head with a degreasing cleaning agent. Do not use
emery cloth except in exceptional cases and then only with greatest care to avoid enlarging the guide bores.
- The guide bores and the seating surface in the cylinder head must be clean, dry and undamaged.
- Degrease the insert bush in the region 'E2' and coat it with Loctite 648. Mount the insert bush in the cylinder head and
fit the tool as shown in Fig. 'B'.
- Fit the Oring 6 at 'E1' and smear the area with oil.
- Rotate the special nut 1 with the spanner 2 and press the insert bush into its guide bore until fully seated. Finally the
cylinder head must be subjected to a pressure test (please refer to group 2701-6).
The seating surface inside the insert bush must be inspected prior to each fitting of the fuel injection valve. It must not be
either dirty or damaged, as it has to seal against very high pressures. The sealing in this part must be metal to metal, i.e. no
sealing ring may be fitted.
Special tools are contained in the engine tools collection, to service this seating surface. They are to be used as described
below (Tool No. 9427.10 and 9427.11).
- Insert the guide ring in the bore in the centre of the cylinder head (Fig. 'C').
- Put a few spots of grinding paste on the face of the mandrel, insert it into the inset bush and lap the seating surface by
turning the mandrel to and fro several times.
- Fasten a soft cleaning cloth at the bottom end of tool 9427.11 and clean the setting surface with this device (Fig. 'D').
- If you carry out this reconditioning work with the cylinder head fitted, pay particular attention that no grinding paste
or any other objects can enter the combustion chamber.
C D
9427.11
9427.10
7 5
95.7215
A B 8
9427.26a
9427.26c
2
1 3
9427.27
9427.28
5 5
4 4
6
9427.32 95.7216
When valve guide bushes are worn beyond the permissible limit or are otherwise damaged, they must be replaced by new
bushes, whereby the undermentioned procedure should be followed:
Should, during operation or during an overhaul, a cylinder head show signs of water leakage (cracks, leaking valve seats
or insert bush), it becomes necessary to subject the water spaces to a pressure test at the next opportunity. Such a test
should definitely also be made when valve seats or insert bushes are replaced.
Working procedure:
- Remove all the valves from the cylinder head and mount the pressure testing device 9427.06 equipped with two O
rings 4 in perfect condition in the bottom part of the cylinder head, and fasten it as shown in the illustration below.
- Fit the flange 9427.07 and fill the cylinder head with water, while the vent screw 6 remains open until all the air has
escaped.
- Subject the cylinder head to a pressure of 7 bar shut the valve of the supply pipe and leave the pressure in the cylinder
head constant for about 15 minutes. During this time the pressure in the water spaces may not diminish.
- If the water space is tight, loosen the vent screw 6, drain the water from the cylinder head and prepare the cylinder
head for assembly.
8
9427.07 7
9 6
W
5
W W
95.7217
9427.06 2 3 2a 4
Cylinder Head
Reconditioning a Relief Valve
Relief valves which begin to leak in service must be removed and overhauled at the next opportunity, when the engine is
not in operation. In general all the relief valves should be dismantled and checked at every major overhaul of the engine.
Working procedure:
- Push the special spanner 9427.23 over the hexagonal spring casing 3 and turn it at the level of the recess 'H' till it fits
over the hexagon of the valve seat 5.
- Unscrew the relief valve, using an open end spanner AF 65 and the special spanner 9427.23, from the cylinder head.
- To dismantle the relief valve unscrew the spring casing 3 and remove compression spring 2 together with spring plate
6. Following this the valve body 4 can be pulled out of valve seat 5 together with ball 7.
Should remachining have to carried out on the relief valve or P
parts thereof be replaced, then the opening pressure must be
checked and if necessary reset with distance ring 1. By chang 1
ing the height of the distance ring the opening pressure can be 2
set i.e. when reducing the height, lower opening pressure, the
higher the distance ring the higher the opening pressure.
To vary the opening pressure by about 1 bar, the ring height 3
has to be modified by about 0.1mm.
Engine rating: Opening pressure:
up to 660 kW/cylinder . . . . . . . . 202 bar
up to 720 kW/cylinder . . . . . . . . 223 bar
up to 750 kW/cylinder . . . . . . . . 243 bar
Before reassembling smear all parts including the M27x2
thread to the valve seat 5 lightly with a heat resisting lubricant.
For the refitting in the cylinder cover no joint is to be used. 6
S M27x2
D 95.7218
1 2 3 4 5 6 3
RS 9 8
RS 3a 8a 4a 5a 8a 3a
95.7219
10 9a 7a
To remove a rocker arm without removing the cylinder head or the rocker gear casing respectively, proceed as described
below:
- Bar the piston of the cylinder concerned to T.D.C. (firing stroke) when both valve groups are closed. (There must be
clearance between all the valves and their rocker arms).
- Remove the circlips 3 and 3a respectively with the circlip tongs.
- Using an eye screw (M12) pull out the plugs 7 and 9 and 7a and 9a respectively.
- Shift the pin 4 or 4a carefully and just enough to permit the removal of the respective rocker arm. When an auxiliary
rocker arm 2 has to be replaced it is recommended to first remove the main rocker arm 1.
- Fitting is done in reverse sequence, after first blowing through all the oil passages in the rocker arm pins and the
rocker arms with compressed air. Further ascertain that all the Orings 8 and 8a are still in perfect condition, other
wise replace them with new ones.
Regarding clearances please consult the Clearance Table group 0352-1.
- After completing the replacement of the rocker arms, start the lubricating oil pump and check whether oil is flowing
out of all the bearing bushes and also from the ball head cups 13. (During this check bar the engine with the turning
gear).
- If the rocker gear housing 6 has been removed check that the tubular seal 11 is correctly seated in its groove. The
landing surface on the cylinder head must be carefully cleaned.
- Place a washer under every nut 12.
- Smear the thread of the studs, used to fasten the rocker gear housing, with oil, then fit the nuts 12 and tighten them in
several equal steps with the aid of the socket spanner 9427.19 and the torque wrench 9408.17 to total 540 Nm.
12*
11
95.7220
13
During a major overhaul the delivery valves 4, built on to the fuel stud 15, should be dismantled and checked. Valve seats
which are no longer in perfect condition must be carefully lappedin with grinding paste. When the seat is again flawless
the whole valve must be carefully washed in kerosene, white spirit or other cleaning fluid and then blown out with com
pressed air. The best way to dismantle a delivery valve is to first remove it together with the fuel stud.
Removal
- Loosen both cap nuts 3 (Fig. 'A') and remove high pressure pipe 2 with the aid of spanner plate 9427.21 and torque
wrench 9408.17.
- Loosen and dismantle screws 8 to flange 5. Remove flange 5 and joint 7.
- Set the socket spanner 9427.21a on the hexagon of the valve casing 13 and unscrew the fuel stud 15 with delivery valve
4 from the fuel injection valve.
- Loosen the screws 11 and separate the valve casing 13 with delivery valve 4 and spring 17 from the fuel delivery con
nection.
Assembly
- Hold the valve casing 13 with the threaded end downwards and insert delivery valve 4 with spring 17.
- Wipe the end faces of the valve casing as well as the fuel stud with a clean cloth or the dry palm of the hand.
- Place fuel stud 15 on the valve casing 13 and clamp them together with fitting device 9427.20 (Fig. 'B') and tighten
moderately.
- Smear the thread of screws 11 lightly with oil and tighten the screws evenly and crosswise to a final torque of 28 Nm.
- Smear the thread of the fuel stud lightly with oil and screw it into the fuel injection valve inserted into the cylinder
head.
- Set socket spanner 9427.21a with connecting piece onto valve casing 13 and tighten with the aid of torque wrench
9408.17 to 300 Nm.
- Place joint 7 together with flange 5 onto cylinder head 12, but not yet tighten screws 8.
- Before fitting the high pressure pipe smear the Orings 9 lightly with oil.
- Smear the connecting thread of the valve casing 13 and of the fuel injection pump lightly with MOLYKOTE. Fit the
high pressure pipe but tighten first cap nut 3 only by hand.
- Tighten cap nuts with the aid of spanner plate 9427.21 and torque wrench 9427.17 to 130-150 Nm.
- Tighten screw 8 to flange 5.
12 *15 10 16 7 5 13 *3 1 (2)
17 4 *11 9 8
B 15
2
9427.20 1
8
*3
13
6
9
14
Ablauf
DRAIN
00.7288
Remark Normally valve springs are replaced when the cylinder head is removed from the engine and placed
on its side.
They can, however, also be replaced when the cylinder head is fitted on the engine. In such a case bar
the engine to bring the respective working piston to firing T.D.C. (all valves are then closed).
In both cases the removal of the valve springs follows the same procedure. It may happen that the
valve spindle slides down onto the piston top when the springs are removed. To mount the spring
tensioning device for fitting, the valve spindle must be lifted up by hand. To prevent it slipping down
again attach a string to the spindle shank and pull the spindle up on this until the spring tensioning
device 9427.24 is mounted.
- The fitting of the springs is done analogously to the removal but in reverse sequence.
- The seating faces must be clean and undamaged for the springs 3, 5 and 7 as well as the lower spring plate 6 and the
valve rotating devices ROTOCAP or TURNOMAT.
- When carry out the tensioning procedure of the spring 7 for fitting the conical clamp ring halves 1 of the TURNO
MAT, pay attention that the balls 22 engage with the guide grooves of the guide ring 21 (Fig. 'B' and 'C').
- Smear the tapered clamp ring halves 1 with MOLYKOTE paste Gn on all sides.
- Do not remove the tensioning device before having checked that the two clamp ring halves 1 are correctly inserted.
The spacing between the two halves should be about equal on both sides.
- The removal of the valves demands the removal of the cylinder head from the engine (please refer to group 2701-1).
- Remove the valve springs as described before, then pull out the valvespindles.
- Inspect the seal faces of valve seat and valve body for damage and regrind them if necessary using the grinding
machine (please refer to group 2701-3 and 2720-2).
- Clean the valve guide bushes 9 thoroughly and fit new Orings 4.
- Smear the valve spindles 10 well with oil and before fitting the springs check their easy movement within the guide
bushes 9.
- Fit the valve springs in accordance with the instruction in the earlier paragraph.
- Fit the rocker arm and adjust the valve clearance.
C 13
14
21
2
11
3
7
5
10
A 22 B
Ventil mit ROTOCAP Ventil mit TURNOMAT
VALVE WITH ROTOCAP VALVE WITH TURNOMAT
18 18
9427.24
15
17
15
16
12
17
16 13
12 14
13
19
14
21
1 1
11
2
7
5
22
3
4 20
4
6
8
9
10
00.7289
Tools:
1 Valve seat grinding machine 9427.16 The instruction for the regrinding
(only supplied against of the valve seats is contained in
specific order) group 2701-3.
1 Marking template each 9427.36
for inlet and exhaust valve
Inking blue
The lapping together of valve spindle seat and valve seat with grinding paste must be avoided as a matter of strict princi
ple.
Valve spindle seats which are considerably damaged by pitting or corrosion, must be reground with the machine. Suita
ble grinding machines are available in the engineering trade.The following angle tolerance for the seat surface of the
valve must be adhered to:
+ 6'
Inlet valve for ZA40 and ZA40S engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . = 30° + 4'
0
Exhaust valve for ZA40 and ZA40S engines . . . . (MCR = 660 kW/cyl. or . . . . . . . . . . . . . . . . . . . . . . . . = 30°- 2'
ER I = 600 kW/cyl and ER II = 550 kW/cyl)
0
Exhaust valve for ZA40S engines . . . . . . . . . . . . . (MCR = 720 kW/cyl. or . . . . . . . . . . . . . . . . . . . . . . . . = 45°- 2'
ER I = 660 kW/cyl and ER II = 600 kW/cyl)
Make it a point to grind off only as much material as is absolutely necessary to obtain a clean smooth surface.
Grind only wet i.e. with cooling agent.
To avoid chatter marks on the seating surface, place the grinding machine in a place which is free from vibrations set up
by running machinery, engines or electric motors. If necessary place the grinding machine on a rubber matting.
A crack detection test by dye penetration must be carried out on the finish machined seat surface. No cracks are permit
ted!
The seating surfaces of the inlet valves may not show any pit straight edge
ting marks or corrosion scars, but have simply become hollow
due to wear.
Such valves must not be reground but they have without fail wear
to be fitted again to the same valve seat in the cylinder head in
which they operated before and which was not re ground
either.
On the latest valve design this type of wear pattern will no longer
occur!
valve plate
For the grinding of valves, only grinding discs which are specified by the maker of the valve grinding machine are to be
used. Such discs may be ordered also through New Sulzer Diesel Ltd.
Grinidng sould be carried out only together with cooling agent.
- Check whether the sealing faces of the nozzle body 10 and the insert bush 7
are in order i.e. whether they show equal pressing marks.
- If necessary lap the sealing face on the front of the nozzle body 10 with the
lapping ring 9427.38 and some lapping paste by hand, until it is clean and
even over the whole circumference (see Fig. 'B').
95.7221
- Clamp the fuel injection valve by the cap nut 8 in the vice.
- Loosen lock nut 2 and with a spanner loosen the spring tensioner just sufficiently to relieve all tension from the spring
5.
- Clamp the fuel injection valve in the vice by the upper end of the nozzle holder (nozzle pointing upwards) and loosen
the cap nut 8 using the socket spanner 9427.57, the 1" connecting piece and a ring spanner AF 65. Remove the cap nut
8.
- Lift off the nozzle body 10 with nozzle needle 11 and place aside in a clean place. (Take care that the nozzle needle
does not drop out!)
Remark The nozzle needles are lapped individually with their nozzle bodies; they form a unit together. It
must be strictly avoided to interchange nozzle needles and nozzle bodies!
- Loosen the spring tensioner 1 fully and remove it; remove spring 5, spring plate 4 and push rod 6 downwards.
1
20
C
19*
18
2
17
16
3
15
4
5
6
14
13
7
12
MOLYKOTE-G 8*
9
10
11
MOLYKOTE G-n
95.7223
Fitting the fuel injection valve into the cylinder head (Fig. 'C')
3
- Equip the correctly adjusted fuel injection valve with new Orings 15 and
95.7224
12 and smear them with engine oil.
- Check the bore and landings in the cylinder head for cleanliness and rust spots. (Should it become necessary to relap
the landings in the insert bush 7, please follow the instruction in group 2701-4).
- Install the fuel injection valve and mount the flange 18, but do not yet tighten the nuts 19 (smear the threads of the
studs 20 with MOLYKOTE paste Gn).
- Fit the fuel stud 14 - with fitted delivery valve - from the side into the cylinder head and screw it by hand into the
nozzle holder (do not use any joints, but smear thread with oil).
- The lateral clearance of the fuel stud 14 must be distributed equally in respect to the bore in the cylinder head.
- Only then, tighten the fuel injection valve onto its seating with the two nuts 19 by compressing the belleville spring
stack 17 using the torque wrench. Tighten the nuts 19 alternately in several steps to a total of 250 Nm.
- Checking: Flange 18 must rest flush without clearance.
- After completing all the connections, the closed valves of the nozzle cooling water pipes can again be opened.
Remark If it becomes necessary to remove the belleville washer stacks 17, the securing snap ring 16 must first
be taken out. When reassembling the belleville washers take the utmost care always to place the
washers 17 in pairs in the same position. The washer stacks in turn must be fitted as shown in Fig. 'C'.
8
1 7
2
3 9427.43
9427.44
9427.42
9427.45
5
95.7225
9427.41
The fuel injection valves must be checked periodically as per maintenance schedule, or earlier if indications of faulty
combustion demands it, also after fitting a new fuel injection nozzle. The spray check has to be made with the spray te
sting device 9427.40 and its components.
For this test use only absolutely clean gas oil, which may not be poured back into the fuel tank 8 after the test.
Prior to checking a fuel injection valve, clean the same carefully externally and remove any existing combustion residue
on the injection nozzle with a brass wire brush.
The fuel injection valve to be tested is placed on the spray testing device 9427.40 and connected to the pressure connec
tion 9427.44 (without joint).
To correctly judge a fuel injection valve, the following checks must be carried out:
Loosen lock nut 2 and then spring tensioner 1, to relieve the nozzle needle of the fuel injection valve completely of
tension.
Check by a few short pump strokes of spray testing device 9427.40 whether the fuel is equally distributed from all spray
holes of the fuel nozzle.
Using spring tensioner 1, adjust the opening pressure of the fuel injection valve to the value mentioned in the setting
table (normally 400 ± 10 bar).
To check sealing between nozzle needle and nozzle needle seat of the fuel injection valve, keep a pressure of 200 ± 20
bar constant, over a period of 5 seconds. During this time no dripping should be noticeable at the tip of the injection
nozzle.
Attention Never hold fingers or hands directly against the spray holes of the injection nozzles due to the risk of
accidents.
Fuel injection valves checked according to the above mentioned criteria and proven flawless can be further used.
Deficient fuel injection valves must be dismantled (see group 2722-1 and 2722-3) and their injection nozzles replaced
by new or overhauled injection nozzles.
Fuel injection valves which leak and drip have to be overhauled by the manufacturers or a specialized company.
Improper repair work on fuel injection valves can cause scrapping of the same.
- Loosen the lock nut 2, move the pump lever up and down and at the same time tighten the spring tensioner 1 until the
opening pressure is read on the pressure gauge 20 (please note the required value, normally 400 ± 10 bar, in the set
ting table).
- Shut the pressure damping valve 3 and check with short fast pump strokes whether the fuel nozzle sprays equally.
When this condition is reached, tighten the lock nut 2 firmly, while holding the spring tensioner 1 steady with a span
ner.
- After tightening the lock nut 2 check the opening spray pressure once more.
Fuel injection valves in which the fuel nozzles no longer function satisfactorily must be dismantled and cleaned tho
roughly.
Blocked nozzle holes have to be freed on the dismantled nozzle with the nozzle needle removed using the drill contained
in the tube 9427.53 of tool case 9427.48. After deblocking wash the nozzle body 10 out with gas oil or petroleum and blow
it through with compressed air. Dip the nozzle needle in clean gas oil or petroleum and insert it in the nozzle body. The
nozzle needle must slide onto its seat under its own weight.
For the cleaning of the nozzle interior do not use any pointed metallic utensils or tools, a wooden rod with a clean piece of
material is suited for this purpose.
The sealing face of the nozzle body must be checked.
Hold the bare nozzle body (without needle) with soft clamp jaws in the vice, sealing face upwards.
Check the sealing face for flatness with the checking disc 9427.50 (Fig. 'A') whereby it is pressed against the sealing face
of the nozzle body and at the same time apply a circular movement. The checking disc being of bronze will leave a yello
wish mark on the high spots.
During the check with the checking disc, the sealing face must be true or very slightly concave (higher on the edge than in
the centre). Damaged or uneven sealing surfaces must be overhauled by a specialized firm.
Finally wash the nozzle body thoroughly in gas oil or petroleum and blow it through with compressed air.
Assemble the fuel injection valve and adjust the spray pressure and check the spray condition (see group 2722-2).
Should the function still not be satisfactory, replace the fuel nozzle by a new one or a reconditioned one. As a matter of
principle do not 'tinker' with the fuel nozzle as this may render a later repair impossible.
We recommend sending fuel nozzles which do not function satisfactorily to a specialist firm or to New Sulzer Diesel
Winterthur for possible repair.
A
9427.50
1
2
95.7111
1
A 2* B
3 4
5 6
7 9427.15
7a
8
18 9
20 10
19 11*
18
14
19
13
18
15
12
16
95.7227
17 95.7400
On the occasion of a general overhaul or if functional difficulties occur, remove the starting valves and recondition them.
Removal
- Loosen the nuts 2 and lift flange 3 off.
- Extract the starting valve complete with the spring packets 7 and 7a using the extracting device 9427.15 (Fig. 'B').
- Remove the soft iron joint 17.
- Should the removal be undertaken with the cylinder head fitted on the engine, close the opening in the cylinder head,
to avoid any foreign bodies falling into the combustion chamber.
- For further dismantling the starting valve loosen the screws 9 and remove them, after which the valve casing 8 can be
lifted off and the pilot control valve 10 removed with its spring 20.
- For turther dismantling clamp the valve spindle 12 at the milled face below the valve disc in the vice and loosen the nut
11.
- After removing the nut 11 the valve spindle can be slid out downwards
and the other inner parts removed upwards. 6
- After removing the parts check their condition.
- Faulty piston seal rings 19, rod seals 18, Orings 5 or 14 have to be re
placed by new ones of the correct specification. When replacing the pis
ton seal rings and the rod seals proceed with utmost care. Particularly do 7
not stretch or deform the slide ring of this twopart seal, as otherwise its
fitting becomes extremely difficult.
- Do not dismantle the spring packets 7 and 7a. Should it be necessary for 7a
important reasons, pay careful attention to the arrangement of the cup
springs (note the figure on the right).
95.7228
Lappingin
- If the seat of the valve spindle has to be lappedin, fit the centring sleeve C
9427.37 as shown in Fig. 'C' into the casing 16.
- Using some lapping paste lapin the valve spindle onto the seat.
- Badly damaged seat surfaces should first be ground by machine
( = 45) and only afterwards lappedin with grinding paste.
16
Assembly
9427.37
95.7229
- Insert a new soft iron joint 17 into the bore in the cylin
der head.
- Smear the bore in the cylinder head with clean engine
oil and insert the complete starting valve onto the joint
17.
- Smear the threads of the studs well with MOLYKOTE
paste Gn.
- Mount the flange 3 and tighten the nuts 2 with a torque
wrench, with a socket spanner top ¾" and extension
¾"/8" in small equal steps to a total of 250 Nm.
- Check: Flange 3 must rest flush without clearance.
00.7290
Group 3
Tools:
1 Checking device 9431.01
Measuring procedure
- The crankshaft is to be turned by the turning gear into such a position that the dial gauge (with about 1 mm of preten
sion) can be placed between two counterweights at measuring point 1, as shown in the illustration on the following
page, and set to '0'.
- Then, with the aid of the turning gear, the crankshaft is turned in the normal running direction and stopped again so
that the value shown on the dial gauge at measuring points 2, 3, 4 and 5 can be read off and noted down.
- The noted values have to be recorded so that they can be compared with earlier or later measurements.
- Where values are measured which lie outside those shown on the graphics 'A' and 'B', the cause has to be investigated,
whereby the crankshaft has to be uncoupled from driven equipment.
- In addition to this, the engine holdingdown bolts have to be slackened off to determine if a permanent deformation
of the engine foundation has occurred.
Position
Measuring positions of dial gauge
End Beginning
5 1 1 at beginning at end 5
4 2
DRIVING END
FREE END
Counterweight
1 2 3 4 5 6 7 8
95.7454
RIGHT-HAND ENGINE SIDE
1 Attention
–0,24
–0,25
The crank limit values refer to the
coupled condition!
–0,30 –0,30 95.7457
2
To obtain a sufficiently firm connection, the coupling bolts for the flywheel and for the shaft end piece (locating bearing
shaft) must be very firmly tightened.
Due to space reasons the tightening of the above mentioned bolts by impact wrench and hammer is only conditionally
possible. For this reason all bolts shall be tightened with the aid of a hydraulic cylinder 9408.36 and special spanner
9431.02. The utilization of these tools is shown in the illustrations overleaf.
The procedure for tightening the coupling bolts for the flywheel and for the shaft end piece is the same but for the sole
difference, that the length of the coupling bolts for the shaft end piece must be measured before and after final tighte
ning. The bolt elongation from tightening shall amount to 0.39 ± 0.02 mm.
Threads and nut seating surfaces must be smeared with MOLYKOTE paste Gn before the tightening.
Working procedure:
First tighten all the nuts with the spanner diagonnally accross by hand as firmly as possible. Then tighten each bolt with
the aid of the hydraulic cylinder, the HPpump and the special spanner.
The tightening torque for the coupling bolts of the shaft end piece is 2300 Nm, or the pretensioning pressure on the
pressure gauge is 100 bar for the HPpump.
The above tightening values are only valid if special spanner tool No. 9431.02 and hydraulic cylinder 9408.36 having a
piston area of 6.41 cm are utilized..
Should a hydraulic cylinder be used with a differing piston area then the correct pretensioning pressure can be calcula
ted according to formula:
641
P (bar) =
new piston area in cm2
As underlay for the hydraulic cylinder use a suitable hard wood block in combination with a U beam (see illustration).
Loosening of the bolts is done in reverse sequence analogous to the tightening by using the same tools.
3 II - II
9431.02
9408.36
9408.09
H U
I
9408.01 II
6
9431.02
3 4
9408.36
95.7442
UH
II
Crankshaft
Fitting the Counterweights
The fitting of counterweights on the crankshaft is the same for engines type ZAL40S as for ZAV40S. A difference lies
merely in the shape of the counterweights. The following instruction is valid therefore for both engine types.
Attention The engine may not be turned when the hydraulic jacks are mounted!
Working procedure:
- The contact surfaces of crank web and counterweight must be clean, dry and undamaged. The same applies to the
centring pin 5, except it has to be smeared with oil.
- Fit the two waisted studs 2 and tighten them to 50-100 Nm.
- After mounting the counterweight screw the round nuts 4 on to the studs until fully landed.
- Mount the hydraulic jacks 9433.07 on the waisted studs 2 till the cylinder 6 is landed on the counterweight.
- Connect the hydraulic jacks to the hydr. hand pump 9408.02 by the HP hose 9408.09.
- With open relief valve of the hydr. hand pump, tighten the pistons 7, (using the special spanner 9431.03), onto the
waisted stud 2, until the piston 7 and the cylinder 6 are flush with the outer front side (Fig. 'B').
- Close the relief valve on the hydr. hand pump and build up a pressure of 100 bar. Maintain this pressure until the
round nuts 4 have been tightened up by round bar 9433.07a till fully landed (check the landing with a feeler gauge).
- Release the pressure to 40 bar and measure the protrusion 'X' on the jack and note it down (Fig. 'A').
- Raise the pressure to 600 bar, hold the pressure constant until the round nuts are, as before, tightened until seated
(check seating with a feeler gauge!).
- Release the pressure to 40 bar and measure the protrusion 'X1' on the jack and note it down (Fig. 'A').
When the waisted studs are correctly pretensioned the elongation amounts to: X1 - X = 0.75 ± 0.05 mm.
If the stretch deviates considerably from this value, repeat the whole pretensioning procedure.
- Mount both hydraulic jacks 9433.07 on the waisted studs 2 until the cylinders 6 are landed on the counterweight.
- Connect the hydraulic jacks to the hydr. hand pump 9408.02 by the HP hose 9408.09.
- Open relief valve on the hydr. hand pump and screw pistons 7 with special spanner 9431.03 onto the waisted studs,
until piston 7 and cylinder 6 are flush with the outer face.
- Now screw both jacks back until a gap of about 2 mm appears between cylinder 6 and the counterweight at 'S' (Fig.
'B').
If the gap is too small it may not be possible to loosen the pretensioning jack after the release. If the space is too large
the stroke of the jack may not suffice for a full pretension of the waisted studs.
- Actuate the hydr. hand pump and build up a pressure of about 600 bar (possibly a few bar more) and loosen the round
nuts 4 by about one full turn.
- Release the pressure to 'Zero' and remove the jacks.
A
X1
4
95.7063
B
9408.09
ZA40S
9408.09 9431.03
9433.07
9431.03
9433.07
9408.02
2* 7 9408.03
3a 9408.04
3
Maintenance
5
3
95.7233
ZAL 4 6 S ZAV
Gezeichnet für ZA
3101–3/A1
DRAWN FOR ZA
1995
ZA40S Maintenance 3130–1/A1
Torsional Vibration Damper
Taking a Silicon Fluid Sample
The service of a torsional vibration damper depends largely on the speed range in which the engine works. Friction on
the inner parts as well as changes in the characteristics of the silicon fluid can lead to a reduction in effect of the torsional
vibration damper. By periodically investigating the silicon fluid, the manufacturer of the damper can determine the ge
neral condition of same.
We therefore recommend that the silicon fluid should be investigated for the first time after about 12'000 running
hours. The results of the first investigation will determine at what intervals further checks should be carried out.
Special 'sampling tubes' can be obtained from the manufacturer (see Fig. 'B').
Before fluid samples are taken or any work is carried out on the vibration damper, the relevant service instructions of the
damper manufacturer must be observed.
Preparation:
Depending on the number of cylinders a torsional vibration damper may be fitted to the free end of the crankshaft as well
as to the free end of each camshaft.
- On engines which are equipped with a crankshaft having a torsional vibration damper fitted on the free end, the clos
ing plate on the end casing at the free end or the corresponding pumps on engines having enginedriven pumps have to
be removed, before access can be gained to the screw plugs of the torsional vibration damper.
For the same reason the lateral camshaft closing plates have to be first removed for torsional vibration dampers fitted
to the camshaft.
- Rotate the crankshaft or camshaft respectively until one of the screw plugs 2 is in the best accessible position (Fig. 'A').
- Using a flat punch, knock back the squeezed material in the slot, which serves as locking means.
- Loosen the screw plug, but do not unscrew it yet, it must still seal.
- Rotate the crankshaft or camshaft respectively until the two screw plugs 2 lie approximately horizontally (see Fig. 'A').
- Leave the damper in this position for at least three hours. (If the fluid sample is to be withdrawn from a removed
vibration damper the same conditions apply as regards the positions and the waiting time). In both cases the vibration
damper must have cooled down to about room temperature.
- Prepare the sample container, i.e. remove the screw cap and examine the bore which must be meticulously clean.
Attention The threads on the two ends are unequal on the Holset Damper (see Fig. 'B').
- Unscrew the prepared screw plug 2 and in its place screw in immediately the sampling tube 'C' which is held ready.
- Wait till the silicon fluid flows out of the open sampling tube end. Depending on the viscosity of the silicon fluid this
may take some time. The process can be accelerated by the following:
1) Rotate the damper so that the sampling tube is as low as possible.
2) Remove the second screw plug 2 for a short period.
- As soon as the silicon fluid begins to flow out, close the sampling tube with the one screw cap.
- Unscrew the sampling tube from the damper casing (hold vertical) and fit immediately the screw plug 2 with a new
sealing ring 4. Avoid unnecessary leakage of silicon fluid.
- Fit the second screw cap on the sampling tube and finally tighten both moderately.
- Tighten the screw plugs 2 with a torque of about 2,5 mkp and lock it by caulking metal into the slot with a powerful
blow of a centre punch at 'K'.
Attention The special sampling tube permits drawing a specific quantity of silicon fluid from the damper. The
total numbers of samples should be limited to 10 times.
The filled sample tube has to be labelled and sent to the following address for examination:
Carl Hasse & Wrede GmbH Holset Engineering Co. Ltd.
Mohriner Allee 30-42 131 Parkinson Lane
D-12347 Berlin 47 Halifax HX1 3RD
Germany England
The label must contain the following information:
Engine type, Engine No. Number of operating hours of the vibration damper, also
its manufacturing serial number (this number is stamped into the cover in the vicinity of the warning
plate).
95.7234
Holset
3/8”BSF
M10x1
C C
M10x1
5/16”BSF
2 2
3 3
4 4 K
K 93.7153
AS Axial clearance
F Grease lubricated shaft
- Before starting the turning gear check the oil level. The level in the oil level glass 9 must be at least at the mark 'Min'.
For topping up use Hypoid gear oil class SAE 90, (no thinner oil may be used under any circumstances).
The oil should have good high pressure, corrosion protecting and antifoaming properties.
For filling oil remove the cover 7.
- The shaft 8a, on which the pinion 8 is shifted for engagement and disengagement with the flywheel gear rim, must
always be well greased. (Serves also as rust protection).
- About every 5 years drain the oil through the drain plugs 6 and replace it with 18 litres of fresh oil (for oil type see
above).
- If a lengthy duty is foreseen for the turning gear (for example an engine overhaul) grease the pinion teeth 8 with MO
LYKOTE grease.
- When replacing the ball bearings, make sure during fitting that the spacer ring 5, opposite the ball bearing housing
protrudes by 0.15 -00.05 mm, when it is pressed against the shaft shoulder.
1
2
Maintenance
7
F
2
8a
AS=
0.3 – 0.6 10
max.
8 min.
9
Wärtsilä Switzerland Ltd
ZA40S
95.7235 95.7236
6 3 11 4 11
ZA40S Maintenance 3302–1/A1
Connecting Rod
Inspection and Replacement of Crankpin Bearing Shells
Bearing shells of the crankpin bearing can be removed and fitted without pulling out the rotating piston.
- Loosen all the nuts of studs 1 and 2 as described in group 3302-2. Do not yet remove the nuts but leave them hand
tight.
- Turn crankshaft to bring the piston of respective cylinder to ignition T.D.C. This is absolutely essential to prevent the
rotating piston touching a possible open valve, when it has to be lifted when the crankpin bearing upper part has to be
inspected.
- Mount removal rail 9433.04 as shown in the illustration.
- Fit both ring screws together with the steel rope of lowering device 9433.03.
- One of the ring screws serves to fasten removal rail 9433.04 to crankpin bearing upper part 3.
- Secure the removal rail in its position by the two adjusting nuts 5.
- Fasten rail 6 of the removal rail 9433.04 by the two pins 7 and the two screws 8, as shown in the illustration.
Screwfasten rollers 9433.03a, for lowering lower part 4, onto this part on both sides.
- Remove now all nuts of studs 1, then lower crankpin bearing lower part 4 with the aid of two lifting tackles, mounted
on the engine exterior. Lower with care, so as not to damage the threads of studs 1.
- Remove roller 9433.03a, which also serves as guide in removal rail 9433.04, then pull crankpin bearing lower part on
rail 6 out of engine housing 9.
- Remove complete removal rail 9433.04 from the engine housing.
- Now mount removal device 9433.06, as shown in the illustration. For this place support 10 on either side of crankshaft
counterweight 11. Secure adjusting nut 12 in such a way that support 10 comes to lie parallel flush against crankpin
bearing upper part 3 after the two yokes 13 have been screwfastened to engine housing 9.
- Place hydraulic cylinder 9408.35 together with underlay 9433.02b on to support 10 of removal device 9433.06 as shown
in the illustration.
- Connect hydraulic cylinder by high pressure hose to hydraulic hand pump 9408.02 and by actuating the pump lever
raise crankpin bearing upper part 3 together with connecting rod 14.
Attention Lift the connecting rod with crankpin bearing upper part only just sufficiently that the bearing
shell can be removed.
In this position secure the connecting rod and crankpin bearing upper part by tightening securing
screw 15 firmly.
Before refitting used bearing shells check their condition carefully (see group 0003-2 criteria for the replacement of
bearing shells). Unduly worn of defective bearing shells must on no account be refitted, but must be replaced by new
ones. Any machining, scraping or filing of the bearing shells must absolutely be avoided!
Should it become necessary to regrind a worn roughened crankpin, then thicker bearing shells must be fitted, to suit the
reduced pin diameter. The table below advises on standard undersize bearing shells, the regrinding diameters for the
crankpin as well as the article denomination of the respective bearing shell undersize (dimensions are in mm).
For fitting the bearing shells the shell rear side and the bore in the crankpin bearing body must be free from any damage.
Smear the running surface of the bearing shells lavishly with clean engine lubricating oil.
- Fit the upper bearing shell equally spaced axially and radially into crankpin bearing upper part 3. Make sure that the
small tongue of the shell fits into the recess in the crankpin bearing upper part.
- Actuate hydr. hand pump 9408.02 to slightly raise connecting rod 14 together with crankpin bearing upper part 3, then
loosen securing screw 15.
- Slowly lower the oil pressure by the relief valve of hydr. hand pump, till the bearing shell together with crankpin bear
ing upper part and connecting rod rests on the crankpin.
- Remove hydraulic jack 9408.35, the underlay 9433.02b as well as removal device 9433.06 from the engine.
- Mount the bearing shell to the crankpin lower part 4 in the same manner as in upper part 3 described above.
- After removing removal device 9433.06 again mount removal rail 9433.04 as described before.
- Lift crankpin bearing lower part 4 with the aid of lowering device 9433.03 and rollers 9433.03a, with fitted bearing
shell, till mating with the crankpin.
- Fit the four nuts to studs 1, remove removal rail and lowering device.
- Tighten nuts of studs 1 as described in group 3302-2.
- Tighten nuts of studs 2 as described in group 3302-2.
Remark The nuts of studs 1 should always be tightened before the ones of studs 2.
14 9433.03
1
2
3
9
9433.03
4
9433.03a
4
5
8
9433.04 7 6
9433.03a
2
14
15
9433.02b
9408.35
3 10
13
9408.02
12
12
13
11
9433.06 95.7443a
Remark To prevent damage to the components, the crankshaft may not be rotated after the pretensioning
jacks are mounted!
Lubrication of the stud threads in addition to the oil which is already present is not necessary.
Loosening
Attention If the long studs have to be slackened (inspection or removal of lower crankpin bearing shell), the
short studs must always be slackened as well.
In case the short studs have to be slackened (withdrawal of a piston), the long studs must not be
slackened.
The procedure for slackening the studs to the connecting rod (short studs) is the same as for the studs of the crankpin
bearing (long studs).
Turn the crankshaft to a position corresponding to the one in Fig. 'C' or Fig. 'D'.
Working procedure:
- Screw the pretensioning jacks 9433.01 crosswise onto two diagonally opposite studs 5, till their cylinders 4 rest against
the foot of the connecting rod or the bottom end connecting rod head.
- Connect the pretensioning jacks by HPhoses 9408.09 with the hydr. hand pump 9408.02.
- Open relief valve on hydr. hand pump, and screw the pistons 3 of the pretensioning jacks in, till they land on the cylin
ders of the pretensioning jacks (see Fig. 'A').
- Now turn the pretensioning jacks back a little until a gap of about 2 3 mm appears between the pretensioning jack
and the connecting rod foot or the crankpin bearing body. If the clearance is too small, there may be difficulty un
screwing the pretensioning jacks. If it is too large, the jack stroke may not suffice to stretch the studs by the required
amount.
- Build up a pressure of 600 bar (or a little more) with the hydr. hand pump and unscrew the two nuts of the studs by
about 45 hole intervals.
- Release the pressure to 'zero', remove the pretensioning jacks and repeat the same procedure on the other two studs.
Pretensioning
Attention In case the long and short studs were slackened (see under loosening), the long studs must always be
tightened before the short ones.
3
A
9433.01
4
5*
95.7238
B
X1
6
95.7063
9433.01
9433.01a
1 9408.09
7 9408.02
2
2a 9408.04 9408.03
2
’T’
2a
9433.01a 1
9408.09 7
9408.02 9408.04
9433.01
95.7444
Rotating Piston
Removal and Fitting a Piston
6
8 2 9434.02
9434.02a
95.7445
- Fit the slide piece 9434.02a in the foot of the connecting rod. Mount the brace 9434.02 and tighten it to the slide piece
with the winged nut.
- Place insertion funnel 9434.10 on the cylinder liner and lubricate lavishly with engine oil. (Check whether the funnel is
free of ridges and burrs, which might damage piston and rings).
- Let the piston slide slowly into the cylinder liner. If necessary rock back and forth with the guide rod of the suspension
device 9434.01.
- Align the connecting rod head with the guide bar 9434.05. The joining faces must be clean and free of oil.
- Lower the piston completely. Take great care that the connecting rod foot slides over the studs 3 without jamming.
- Remove all the tools.
- Fit the connecting rod nuts by hand onto the studs 3 (do not lubricate the thread).
- Pretension the connecting rod studs 3 according to instruction (please refer to goup 3302-2).
- Fit the cylinder head (please refer to group 2701-1).
- Connect the various pipes.
- Fill up the cylinder cooling water.
Rotating Piston
Removal and Fitting a Piston for cylinder liner with antipolishing ring
Tools:
Key to Illustrations:
1 Wear ridge milling tool 9421.09
1 Carbon removing machine 9421.10 1 Piston 6 Piston ring
(for carbon removal in upper 2 Connecting rod 7 Oil scraper ring
part of cylinder liner) 3 Studs 8 Cylinder liner
1 Suspension device 9434.01 4 Connecting rod head 9 Compression shim
1 Brace 9434.02 5 Antipolishing ring
1 Slide piece 9434.02a
1 Guide rod 9434.05
1 Insertion funnel 9434.10
1 Antipolishing ring tool 9435.01
(for compr. shims 0w2.5 mm)
1 Antipolishing ring tool 9435.02
(for compr. shim 5 mm)
2 Screws M12
A 9434.01 B
1
5
M12
6
8 2 9434.02
9434.02a
3
9
– Possibly developed wear ridge in the cylinder liner, to be removed with the wear ridge milling tool 9421.09. For this
follow the instructions on group 2105-1.
– On cylinder liners, the uppermost portion is provided with a fine thread. The combustion residues must first be re-
moved by the carbon removing machine 9421.10 (see group 2105-1) before the piston may be pulled.
– Slacken pre-tension of connecting rod studs 3 hydraulically and remove their nuts (see group 3302-2).
– Ensure that the cylinder liner is fastened to the engine casing by one screw 3 of centering piece (see group 2105-2).
– Bar the piston to T.D.C. and mount the suspension device 9434.01 (if necessary remove the carbon deposit from the
threaded hole with a thread tap).
– Insert the slide piece 9434.02a into the foot of the connecting rod.
– Install the prop 9434.02 and fasten the slide piece with the wing nut.
– Fit the guide bar 9434.05 to the crankpin bearing.
– Pull the piston slowly out with the aid of the crane. Steady the connecting rod head by the rod 9434.05 until the con-
necting rod 2 has been lifted above the studs 3 (piston weight abt. 450 kg)
– Clean the piston externally. Use only tools which cannot damage the piston.
– Measure the piston ring grooves (please refer to Clearance and Wear Table 0352-1).
Attention After pulling the piston the four studs 3 must be immediately removed!
The crankshaft may not be barred while studs 3 are fitted, as there is the risk of damage to the cylin-
der liner 8, as well as to the studs.
– Clean the cylinder liner bore carefully and apply lavishly engine oil.
– Bar the crank of the respective cylinder to T.D.C.
– Fit the guide bar 9434.05 on the connecting rod head.
– Equip the piston with new piston and oil scraper rings (see group 3402-1). The piston ring ends should point towards
the center of the engine and be offset from each other by about 180_. Lubricate piston and rings well with engine oil.
– Mount the suspension device 9434.01 on piston and attach to the crane by a rope.
– Fit the slide piece 9434.02a in the foot of the connecting rod. Mount the brace 9434.02 and tighten it to the slide piece
with the winged nut.
– Place antipolishing ring tool 9435.01 or 9435.02 and insertion funnel 9434.10 on the cylinder liner and lubricate lav-
ishly with engine oil. (Check whether the funnel is free of ridges and burrs, which might damage piston and rings).
– Let the piston slide slowly into the cylinder liner. If necessary rock back and forth with the guide rod of the suspension
device 9434.01.
– Align the connecting rod head with the guide bar 9434.05. The joining faces must be clean and free of oil.
– Lower the piston completely. Take great care that the connecting rod foot slides over the studs 3 without jamming.
– Remove all the tools.
– Install the antipolishing ring 5 into the cylinder liner, without cooling down or heating up, by using two screws of M12,
screwed into the respective threads inside of antipolishing ring , but not protunding the outer antipolishing ring diam-
eter.
– Fit the connecting rod nuts by hand onto the studs 3 (do not lubricate the thread).
9434.01 9434.10
1
8
6
7 9435.01
2 9435.02
4 5
M12
9434.05
– Pre-tension the connecting rod studs 3 according to instruction (please refer to goup 3302-2).
– Check carefully! Turn the piston into the TDC position; the antipolishing ring 5 must not be moved upwards by the
piston crown !
– Fit the cylinder head (please refer to group 2701-1).
– Connect the various pipes.
– Fill up the cylinder cooling water.
Rotating Piston
Dismantling and Assembling
Remark Depending on the output and design execution of the engine, variations in the design of the piston
may be fitted see Fig. 'A', whereby on a given engine, only pistons of the same design execution may
be fitted.
· Variant 1: For engines with an output of 600 kW/Cyl. and 660 kW/Cyl.
· Variant 2: For engines with an output of 720 kW/Cyl.
· Variant 3: Piston with inner cylinder lubrication for the complete power range.
The following description is valid for the dismantling of a piston of all three variants.
When assembling a piston, be sure to pay attention to utmost cleanliness.
- Screw ring screw 9434.08 into the top of piston crown and suspend the piston with rope on crane (Fig. 'B').
- Fix the two centring ring halves 9434.14 with two clamping bolts 9434.11 (Fig. 'B' and 'C').
- Turn piston and place it into the piston clamping device 9434.09, tighten its bolts moderately, so that later the piston
cannot turn (Fig. 'D').
- Loosen all eight waisted screws 13 and remove them. Clamping bolts 9434.11 can remain in place (Fig. 'D').
- Fit a jack screw 9434.13 through each of the two holes 'b' (Fig. 'C') into the upper spherical shell 4 and tighten alter
nately until the piston skirt 10 is separated from piston crown 1 (Fig. 'E') i.e. until the jacking screw 9434.13 lands on
supporting ring 12.
- The inner parts of the piston are thereby fastened together firmly, so that the piston skirt can be lifted off the piston
crown 1 with all inner parts.
Before assembling a piston upper part check nozzles 27 of variants 2 and 3 (see Fig. 'A') for free passage.
- Place new piston crown 1 into the piston clamping device 9434.09 and tighten its bolts moderately (Fig. 'E').
- Fit new Orings 3 and 3a into the grooves of the piston crown and the upper spherical shell (use only original Orings)
and grease or oil them liberally.
- Place the complete piston skirt 10 onto the piston crown 1, match the holes for the waisted screws 13 with the threaded
holes in the piston crown.
- Smear the head landings and the thread of the eight waisted screws 13 with oil and screw them in by hand.
- Unscrew both jacking screws 9434.13, remove them and tighten the eight waisted screws 13 alternately and diagonally
until the upper spherical shell 4 rests against the piston crown 1.
Attention A gap of 1.0-1.4 mm always remains between piston crown 1 and piston skirt 10, i.e. also after fully
tightening the waisted screws 13.
- Tighten the eight waisted screws 13 with a torque wrench 9408.17 and suitable socket spanner insert (AF 24) first of all
to 120 +
-0
20
Nm (pretightening).
- Mark the position of each screw head to the piston skirt with a marking pen. Pay attention to the marks on the screw
collar (4 x 90), then finally tighten the screws by an angle of 90.
The total torque is about 620 Nm, but the tightening must be carried out as described above.
- After having thus fully tightened the screws 13, turn the piston back to its original position and suspend it on the crane
with ring screw 9434.08 and rope (Fig. 'B').
- Remove the two clamping bolts 9434.11 as well as the centring ring halves 9434.14, and prepare the piston for fitting
into the engine (please refer to group 3401-1).
- Fit two jacking screws 9434.13 through two threaded holes (M24) in the piston skirt and screw them in by hand until
they rest against the shoulder of the upper spherical shell 4 (Fig. 'G'). Fit ring screw M12 into the top ends of the
jacking screws and attach them by a rope to the crane.
- Tighten both jacking screws simultaneously, whereby the piston skirt 10 is separated from the piston crown 1 (Fig.
'G').
After the two parts are separated lift the piston skirt 10 off the piston crown (Fig. 'J' and 'K').
Attention The ratchet ring 7 must remain lying on the upper spherical shell 4. If necessary tap it out with a piece
of wood.
- If the ratchet mechanism has to be dismantled, remove the screws 16 after bending the locking plates up. Remove the
retaining plate 17 and push out the ratchet pawls 6 with their springs 15 and the spring guide piece 14. The same ap
plies to the guide bush 5.
- Assemble the ratchet mechanism in reverse sequence, clean all parts with great care before fitting and smear with oil
moderately. For locking the screws 16 use new locking plates.
- Check the two ratchet pawls for ease of movement by rotating them around their axis and pushing them inwards
against the force of the springs.
- If the lower spherical shell 11, which consists of two halves, has to be removed, fit two screws M20 for each half shell
into the supporting ring 12. From the opposite side drive in two clamping bolts 9434.11. By tightening the clamping
bolts against the M20 screws, you will press the respective spherical shell half 11 off the supporting ring 12 (please
refer to Fig. 'M').
This dismantling is best achieved by fixing the connecting rod to the floor and using two wooden blocks 26 as a working
base (Fig. 'M').
Attention The two spherical shell halves 11 are marked together. They may only be used as a unit. Single shell
halves may not be replaced, also not interchanged with another piston!
3. Assembling a piston
Assembling the lower spherical shell
- Raise the connecting rod to vertical and fix it in this position (Fig. 'M').
- Place two wooden blocks 26 of equal height on either side of the connecting rod.
- Heat the supporting ring 12 in an oil bath or in a furnace to 120150C and place it on the wooden blocks. Clean the
bore and the landing with a clean cloth.
- Fit the two spherical shell halves 11 into the supporting ring 12, paying attention to the correct position of the dowel
pin 22 (Fig. 'M' and 'C', 'A', III-III).
- From below immediately screw in four clamping bolts 9434.11 through the supporting ring 12 into the spherical shell
halves to ensure their correct position. Do not remove the clamping bolts nor the jacking screw M20 until the support
ing ring has cooled down.
- Place the piston crown into the clamping device 9434.09 and tighten its bolts moderately (Fig. 'O').
- Fit new Orings 3 and 3a into the grooves in the piston crown and the upper spherical shell and smear them with grease
or oil (Fig. 'A' and 'O').
- Place upper spherical shell 4 onto the piston crown 1. Pay attention to the centring pin position (Fig. 'O').
- Place the ratchet ring 7, with cylindrical pin 24 pointing upwards, on the upper spherical shell (Fig. 'O').
- Check oil bore 'OB' for inner cylinder lubrication (see Fig. 'A' variant 3) for free passage.
- Fit two jacking screws 9434.13 into the piston skirt and lower it, hanging on the crane, over the parts fitted before (Fig.
'N' and 'O').
- As soon as the centring pin 20 mates the corresponding hole, reach with the hand into the piston skirt from above and
adjust the ratchet ring 7 so that the position of the pin 21 to cylindrical pin 24 and to the machining 'AF' respectively,
corresponds to Fig. 'P'.
- Only now lower the piston skirt 10 completely, which possibly requires some strokes with a lead hammer (Fig. 'Q').
Attention A gap of 1.0-1.4 mm will always remain between piston skirt and piston crown 1.
- Now place the stop piece 23 onto the cylindrical pin 24, then fit the ring spring 8, then the ring 9 (please refer to Fig. 'P'
and 'O').
- Attach the connecting rod, spherical head 18 downwards with the lower spherical shell 11 and supporting ring 12, on
two ring screws 9434.12 and a rope on the crane (Fig. 'R').
- Clean spherical head 18 and spherical shells 4 and 11 with a clean rag and apply oil by hand, turn the ratchet pawl 6 so
that its leading edges stand vertically (Fig. 'R').
- Now insert connecting rod into the piston, guide the ratchet pawl 6 to match with ratchet ring 7 (Fig. 'S' and 'T').
When the spherical head of the connecting rod lies in the upper spherical shell 4, check the ratchet action by turning
the connecting rod around its axis. This will be possible in one direction, whereby a well audible 'Chatter' is caused.
The connecting rod should not turn in the other direction.
- Remove the ring screws on the ends of special ring screws 9434.12 and fit the 'assembly' consisting of spherical shell 11
and supporting ring 12 into the piston, paying attention to the position of centring dowel 22 (Fig. 'A', III-III), please
refer to Fig. 'R' and 'A', III-III.
- Remove special ring screws 9434.12.
- Smear the head landing surface and the thread of waisted screws 13 with oil then screw them in by hand.
- Tighten all eight waisted screws 13 with a torque wrench 9408.17 and socket insert (AF 24) first of all to 120 +
-0
20
Nm
(pretightening).
Mark the position of each screw with reference to the piston skirt with a marking pen. For this take the four markings
on the cylindrical heads of the screws into consideration (4 x 90). Now tighten the screws fully by the angle of 90
(Fig. 'U').
Checking clearances
After completed assembly, check with the feeler gauge, whether sufficient clearance exists between the spherical
connecting rod head and the lower spherical shell 11 (min. 0.07, max. 0.23 mm). The wooden centring ring must not
be fitted yet for this checking (Fig. 'U)'
Test the rotating mechanism to ensure the proper working of same as follows: The connecting rod should be turned
against the normal direction of rotation of the piston until the pawl fully engages in a tooth, then the connecting rod
must be pushed in the opposite direction of rotation to check if the ratchet mechanism is truly engaged.
This action must be repeated tooth by tooth until a full turn of the connecting rod is completed.
After this check fit wooden centring ring 9434.14 and fasten it by two clamping screws 9434.11 (Fig. 'U').
Now the piston can be turned and attached to the crane by a rope and prepared for fitting into the engine (Fig. 'B').
Piston fitting see group 3401-1.
Variant 1 A Variant 2 27
2a
3
3a
19
1 I-I Variant 3
I
2
27 II
2a III II
19
23
I
3a III
3
4 21
III - III II - II
5
7 14
6 20
8
16
9
11
17
10
18 OB
12
*13 21
22
95.7073
15
B D E
9434.08
1
10
9434.14
11
12
13
9434.11 13
Maintenance
9434.13
6
9434.11
12
11
10
1 – 1,4 mm
4
a b 13
C 3
a
1
9434.09 9434.09
Wärtsilä Switzerland Ltd
95.7242
13
13
ZA40S
a a Gezeichnet für ZA40
13 b DRAWN FOR ZA40
ZA40S Maintenance 3401–2/A1
F H
9434.12
9434.14
12
9434.11 11
9434.14
12
11
13
G
25
9
9434.13
8
23
24 7
10
7 10
4
4
3
1 1
3 9434.09
95.7243
K L
18
14
5
16
17
15
9434.13
10
M
9434.11
J
7 11
12 M 20
20 M 20
4
3 26
1
9434.09
95.7244
N P
AF
21
24
23
9434.13 8
10
Q
Gezeichnet für ZA40
DRAWN FOR ZA40
21
7
O
7
24 10 10
1–1.4 mm
20
4
AF
3
1
1
9434.09
95.7245
9434.12
9434.14
12
11
S 18
9
8 9434.14
7
9434.11 9434.11
T
12
9 13
21 11
7 18
10 10
4 13
1
1
9434.09
95.7246
A
1 1
2 2
2 Cr 962 or 059 Top 2
3
Special layer
Cr 1
Piston with Piston with
inner lubrication external lubrication
231 Top
Cr
579 Top
3
Cr
96.7225 96.7233
4 3
Remark Piston rings of various design can be fitted into the uppermost groove of the piston crown (see Fig.
'A').
Should new piston rings and oil scraper rings be fitted, the running surface of the cylinder liner must
be honed first with the honing machine 9421.11 (see sheet 2105/1).
Use the piston ring expander 9434.18 (Fig. 'C') for removing and fitting piston rings. This tool contained in the engine
tool kit prevents overexpanding the rings, which would make them lose their shape.
Oil scraper rings have less tension and can be easily expanded by hand. However here also the ring must be expanded just
sufficiently as is absolutely necessary.
Jammed piston rings should first be eased with a suitable solvent instead of trying to force them out, with the result that
ring grooves in the piston are damaged. (Place the piston upside down into a carbon solvent solution).
The ring grooves must be thoroughly cleaned before fitting the rings. All carbon deposits in the bottom of the grooves
must be removed carefully. A piece from an old piston ring sharpened at one end is an excellent tool for this.
Although the flanks of the piston ring grooves are hard chrome plated, they must be checked for wear by measurement
(please refer to the Clearance Table 0325-1). It may be necessary to rechrome the flanks to restore them to their origi
nal dimension.
In principle new piston rings and oil scraper rings must be fitted to the pistons at every overhaul of the engine, please
consider to use only original spare parts!
The piston rings and oil scraper rings are usually fitted to the thoroughly cleaned piston when it is hanging on the crane.
To fit piston rings always use piston ring expander 9434.18. This avoids overstressing the piston rings.
The marking TOP stamped on one of the ring ends has to be facing upwards! The number next to the marking TOP is the
last three digits of the corresponding drawing number (identification number). Only such piston rings and oil scraper
rings may be fitted which bear the appropriate identification numbers as listed in Fig. 'A'.
Newly fitted piston rings must not stick in their grooves.
Before fitting the oil scraper ring, first remove the garter spring from the ring. Open the garter spring by pulling apart the
junction and introduce it into the lowest ring groove for the oil scraper ring. There push the ends together i.e. the garter
spring is closed (please refer to Fig. 'B where the garter spring is shown in the open position).
Now expand the oil scraper ring slightly and carefully by hand and slide it into its ring groove. The ends of the scraper ring
and garter spring should be offset from each other.
Note that the marking on the oil scraper ring end must also be facing upwards.
Remark Oil scraper ring and garter spring are one unit, as the garter spring is matched to the corresponding
scraper ring. The two parts may therefore not be replaced individually.
Regarding clearances between ring and ring groove please refer to the Clearance and Wear Table,
group 0352-1.
gespannt C
STRETCHED
ungespannt
NOT STRETCHED
9434.18
95.7083
Group 4
Camshaft Drive
Checking Gear Tooth Backlash, Bearing Clearances and Adjusting Camshaft Driving Wheels
Whenever there is an opportunity, in any case however during an overhaul, the tooth flanks of the driving gear wheels
must be checked for their condition and the tooth backlash and bearing clearances measured (please refer to Clearance
and Wear Table 0352-1).
If wear or damage are detected on the gear teeth timely replacement of gears may prevent heavy damages.
At these opportunities a check should also be made whether the spray nozzles in the camshaft gear train are spraying oil
onto the gear teeth. For this test the lubricating oil pump or the prelubricating pump have to be started. The oil should
also flow out of the bearing journals of the intermediate gear wheels.
The radial clearance of the intermediate gear wheels can be measured with the feeler gauge after removing the end plate
6.
Should the screws 7 and 11 have had to be loosened, retighten them after the assembling with a torque wrench to 350
Nm and relock the screws 7 with locking wire. In both cases the threads and seating surfaces are to be coated with oil.
Bar the crankshaft so that the mark 'M' on the driving gear wheels 1 stands vertically upwards, i.e. the crank next to the
flywheel must stand vertically upwards.
The two marks 'M2' on the large central intermediate gear wheel 2 must appear to left and right of the mark 'M1' of the
gear wheel on the crankshaft.
The camshaft gear wheels 4 'L' and 'R' must be so positioned that the distance 'K' between the mark 'M4' on the gear rim
and the upper edge of the engine casing is (theoretically) 345.70 mm. To measure this distance, a straight edge has to laid
on the engine housing.
If ever a large intermediate gear wheel 2 must be replaced, it has to be heated to 80 100C and quickly pushed onto the
small gear wheel 2a whereby the position of the cylindrical dowel pin must be observed. The 6 connecting screws 7 must
be tightened provisionally before the gear wheel has cooled down.
A
II - II
SD
2 2a
K = 345.7 mm
M4 4
SD
M2 2 I
95.7447
M1 1 SD 1
L R
I-I
Umsteuerbar Nicht umsteuerbar
B REVERSIBLE
C NON-REVERSIBLE
II
4 3 8
6
9
11*
7*
7*
10
5
2a
1
II
95.7448
Whenever the casing cover to the camshaft is removed, take the opportunity to visually inspect the condition of the run
ning surface of the cams as well as the tooth profiles of the camshaft drive gear wheels. If cams are found damaged inve
stigate whether possibly springs or other parts in the housing for valve actuation or in the fuel injection pumps are defec
tive.
In the course of an overhaul check in addition the radial and axial clearance in the camshaft bearings (consult Clearance
and Wear Table 0352-1). If clearances are excessive remove the bearing shells and if necessary replace them.
Concerning inspection of a vibration damper on the camshaft please refer to group 3130-1.
- Remove all the valve push rods of the affected engine side.
- Remove the fuel injection pumps and the valve actuation casings on the affected side of the engine, lift off and place
on a wooden base about 30 mm thick 'H'.
- Remove the casing covers of the camshaft and its frame.
- Separate all the equipment driven by the camshaft from the end of that camshaft which is to be removed.
- Remove the bearing covers 3 of the two camshaft bearings where the two rollout rails 9442.20 will be fitted afterwards
(*use ring screws M16). It depends on the number of engine cylinders which bearings are the location of the rollout
rails. The spacing must be so chosen, that the camshaft is supported in a well balanced manner.
(Fig. 'C' shows the arrangement for a 16 ZAV40 engine).
- Loosen the cover screws of all the remaining camshaft bearings on the affected engine side by about 1 turn.
- Remove the shells of the bearings, the covers of which were removed before for the rollout rails. For this purpose the
camshaft must be lifted slightly in the immediate vicinity of the bearing, using the hand pump 9408.02, two hydraulic
jacks 9408.35 and copper or aluminium protecting shims 5. When placing the hydr. jacks and the shims 5 make sure
that the camshaft is at the same time pushed away from the engine casing while lifting it ever so slightly.
- Fit the two rollout rails 9442.20 and the brackets 9442.21 in place of the removed bearing covers and while tightening
the screws press the rails against the camshaft.
- Move the holding jaws of the rollout rails to about 1 mm from the camshaft, to safeguard the shaft against premature
rolling out, but still permitting the removal of the other bearing shells.
- Remove all the other bearings on this engine side.
- To move the shaft away attach it with two ropes in such a way that it hangs horizontally and does not bend.
F i t t i n g the camshaft
Fitting
- Mount two rollout rails 9442.20 and supports 9442.21 on the engine casing (it depends on the number of cylinders the
engine has, at which of the camshaft bearing the rails are mounted).
- Place the camshaft 1 onto the rollout rails 9442.20.
- Clean the bearing areas on the camshaft and the bore of the camshaft bearing shells with a clean cloth.
- By rotating the cranks of the rollout rails clockwise push the camshaft in until the camshaft gear wheel is just about to
engage the teeth of the intermediate gear wheel. (Note the mark on the face of the camshaft gear wheel).
- Adjust the camshaft axially, so that it can be rolled in unhindered.
- Roll the camshaft into its bearings, making sure that the camshaft gear wheel engages the intermediate gear in the
right position. (Observe the check dimension 'K' as per group 4101-1).
- Fit the bearing shells with clean dry outer surface and running surface of shell and shaft well oiled, leaving out the two
where the rollout rails are mounted. The bearing shells must be so placed that the dowels 4 of the bearing covers can
fit into the corresponding milled holes at the joining faces.
Axially the bearing shells should be approximately flush with each other.
- To fit the bearing shells it is necessary to slightly raise the camshaft with the aid of the hydraulic jack 9408.35 placed in
the immediate vicinity of the respective bearing. For the protection of the camshaft it is essential to place a soft metal
(copper, aluminium) underlay 5 between the jack and the shaft.
- Mount the bearing covers 3 and fit the screws (with locking plates) by hand. Coat thread and head landing surfaces
with MOLYKOTE paste Gn.
Attention Take care that the dowel 4 in the cover fits correctly into the machined holes.
- Dismantle the two rollout rails 9442.20 and supports 9442.21 and fit the two remaining bearings.
- Remove all the tools used for fitting.
- First tighten all screws in several steps with a torque wrench and a socket spanner 1" with 150 ± 10 Nm followed by
final tightening with an angle of 60 65 using a force multiplier.
- Check the radial clearance of all bearings with feeler gauge 9408.15 with greatest care. The axial clearance is checked
by pushing the camshaft axially from one stop to the other.
Remark For reversible engines the reversing servomotor must first be fitted before the axial clearance can be
measured!
- If all clearances radially and axially are within the tolerances given in the clearance table, secure the screws of the
bearing covers with the locking plates.
- Refit the starting air distributor, the fuel injection pumps and the valve actuating gear.
- Bar the crankshaft with the turning gear and check that with lubricating and prelubricating pump running the oil
flows out from all the camshaft bearings.
- To seal the frame of the engine casing, onto which the camshaft casing covers will later be fitted, clean them with a
degreasing agent (benzine, acetone etc.) and smear them with a sealing compound.
II - II H
III - III
B III II
IV I A
1
2*
3
4
5
9408.35
9408.09
IV
I II III
Maintenance
7 X 9442.21 9442.22 9408.35 5
9442.20 9442.21
C
IV - IV
Wärtsilä Switzerland Ltd
95.7524
9442.21 1 9442.21
6 Gezeichnet für 16ZAV40
9442.20 9442.20
DRAWN FOR 16 ZAV40
ZA40S
ZA40S Maintenance 4211–1/A1
Cams on Camshaft
Replacing Original Cams by TwoPart Cams NonReversible Engine
- The working area and the adjacent space must be carefully covered with a suitable material so that no grinding dust
can find its way into the engine. The covering material must be noncombustible to trap the stream of sparks.
- Immediately adjacent to the defective cam the camshaft should be protected from possible damage by a steel sheeting
of about 0.2 mm.
- After starting the grinder, the carriage 3 is moved to and fro, while the feed depth is adjusted by turning the crank 6 in
very small steps. In this manner a groove is cut in the cam until the remaining thickness of the cam is about 0.2 mm.
- Bar the crankshaft until the cam to be replaced is so positioned that a second groove can be cut exactly opposite the
first.
- The cam cutting device can now be removed entirely. Drive a steel wedge gently into the groove with a hammer to
break the cam apart.
- Before fitting the split (twopart) cam the camshaft must be thoroughly cleaned and degreased. Take exceptional care
not to wipe out the marking previously made on the camshaft.
If the mark has been inadvertently wiped off, the cam must be positioned so that it corresponds to the information in
the setting table.
- The split (twopart) cam is placed on the camshaft in such a way that the mark on its face corresponds with the one
made on the crankshaft before cutting the defective cam. The arrow on the face of the cam indicates the sense of
rotation of the camshaft.
- Smear the thread and the landing face of the heads of screws 14 with MOLYKOTE paste Gn and tighten the screws in
by hand, only to the extent that the cam cannot shift any more. Axially the cam must be located in such a way that the
rollers actuating push rods or fuel pumps protrude equally on either side.
- Prior to tightening the screws, their exact length must be measured and noted.
- Arrange the gaps between the two cam halves evenly, then firmly tighten the screws alternately in several steps ac
cording to values in the following table:
Attention The deciding factor for correct tightening is the specified screw elongation and it may never be ex
ceeded!
Remark The device for cutting original cams is not part of the standard engine tool kit. It must be specially
ordered from Wärtsiläe NSD Ltd.
The cam replacement must only be carried out by experienced personnel which has been specially
trained for this work.
95.7252
9 1a
5
2
4
13
6
5
11
2
9
3
9
7
9
1
D
10
6
1
11
7
9
1a
2
9
12
13
1, 1a
2
8 9
8
15
Freies Ende
FREE END
Wärtsilä Switzerland Ltd 3 1995
ZA40S Maintenance 4301–1/A1
Starting Air Distributor
Dismantling and Assembling NonReversible Engine
The starting air distributor generally requires no maintenance. However, approximately every fourth year during a ge
neral overhaul it is recommended to remove the control air slide valves 5 and to clean and check them. The clearances
should checked and compared with the Clearance and Wear Table group 0352-1. Also verify whether any parts require
replacement.
Remark The control slide valves 5 can only be removed after the roller pins 5c have been taken out.
Working procedure:
- Shut off the control air supply.
- Loosen the screw 8b and remove cover 8.
- Loosen the screw 6 and lift cam 2 off its shaft.
- Loosen screw 14 and remove the covers 3.
- Press each control slide valve 5 lightly inwards against the force of spring 5a and at the same time pull the roller pin 5c
out with a grip screw (M5) and remove the roller 5b.
- The control slide valves can now be removed.
Attention Take great care not to drop either the roller or the control slide valve on the floor!
- Fit the covers 3 equipped with new Orings 4 and tighten the screws 14.
- Fit cover 8 and tighten the screws 8b firmly.
Remark As long as the starting control air distributor is not under pressure, there is a clearance of about 1 mm
between the roller 5b and the cam head circle.
II I-I
I
ZA40S
14 3 S K 1 2 3 14
4
5
5a
5c
12
5b
Maintenance
K
II
12 6*
3
7
8b
8a
M 9
11 15 10
13
I 95.7253
2
2 K
Gezeichnet für 8ZA40 7
4301–1/A1
DRAWN FOR 8ZA40
P
1995
ZA40S Maintenance 4301–1/A2
The starting air distributor generally requires no maintenance. However, during a overhaul or yearly, it is recommended
to remove the control disc and to clean and check them. The clearances should checked and compared with the Clear
ance and Wear Table group 0352-1. Also verify whether any parts require replacement.
A
20 20 7 3
96.8567
96.8576
3 12 18 17 2*
- Loosen the screws 2 and remove them together with the washers 17 (Fig. 'A').
- Remove cover 3 and check if the washer 6 is still tight.
- Mark the position of the control disc 4 with regard to the housing 7.
- Draw the shaft 5 and the control disc 4 completely out of the housing 7, avoiding that the DU bushes 19 be damaged by
the cross intermediate piece 8. A spring dowel pin connects the cross intermediate piece to the shaft 5 (Fig. 'B').
- Check if the ball 9 is still in the shaft.
- Check whether the surfaces of the check disc 18 and the control disc 4 are worn.
I-I
B
1 13 20 21 8 7 19 3
I 16
22 4
18
10
11*
II 6
II
I 9
5
2*
17
II - II
12
7 12 3 15
18
97.7597
7
20 14
If the friction surfaces of the check disc 18 or of the control disc are badly scratched, or if the running layer of the check
disc is worn, the parts must be replaced.
Proceed as follows:
- Loosen the nut 11, the shaft 5 being fitted, and remove the nut together with the ring 10.
Attention For a clockwise rotation engine the nut 11 has a lefthand thread. For a counterclockwise rotation
engine the nut 11 has a righthand thread.
- The cone of the control disc is loosened by a light blow with a lead hammer on the end of the shaft 5.
- Dismantle the control disc together with the shaft.
- Loosen the slotted countersunk head screws 15 of the check disc 18 and remove them.
- Remove the check disc.
Attention The slotted countersunk head screws 15 must be secured with LOCTITE No. 0243.
- Lubricate the shaft 5 including the cross intermediate piece 8 and carefully install it in the housing 7 without damaging
the DU bushes. The cross intermediate piece and the intermediate shaft 21 must mesh.
- Push the control disc 4 onto the cone of shaft 5, lubricate the thread M16 of the shaft, and screw on the nut 11, taking
into account the lefthand or the righthand thread.
- Fit ring 10 and nut 11. Tighten the nut slightly by hand, so that the control disc can still be moved on the cone.
C rechtsdrehend linksdrehend
RIGHT TURNING LEFT TURNING
97.7595
D
x 3
7 16 3
x1 9 6
x2
97.7598
2* 21 8 7 5
10 9 8
2
3
3a 2
3b
95.7255
5 6 7
Provided the starting air is clean, that no foreign particles can enter the valve and that no defects become evident, dis
mantling the valve every fourth year is sufficient.
Before you start with dismantling the valve, the shutoff valves on the starting air vessels must be closed. The pressure
gauge for the starting air may not show any pressure. The main starting air pipe and the control pipe must be disconnec
ted from the shutoff valve for starting air.
Dismantling
- Place the complete valve with the screws 8 facing upwards on a work bench. (The weight is about 56 kg).
- Mark the position of the three parts 1, 9 and 10 on the circumference.
- Loosen all the screws 8 equally by about five turns and observe whether the valve seat 10 separates from casing 1 or the
casing 9 separates from valve seat 10. If this does not occur, tap lightly around the casing with a lead drift until they
have separated; it can happen that these parts stick together on account of the sealing compound used for the previous
mounting.
- Loosen the four screws 8 fully and remove them.
- Remove all inner parts, clean and check them.
- Traces of former sealing compound must be thoroughly removed from the faces of casings 1 and 9 as well as from the
valve seat 10.
- Should the complete piston sealing ring 4 no longer be in perfect condition, it must be replaced together with its O
ring.
Smear all parts with the exception of the faces marked by 'D' on the illustration with oil immediately before assembling
the valve.
The piston sealing ring 4, consisting of an Oring and a sliding ring, has to be fitted with great care (without overstret
ching it) into the shutoff valve piston 5, after which the other components are assembled as described below.
- Remove the circlip 3a and the threaded plug 3 from the shutoff valve casing 1.
- Fit the spring 2 and the shutoff valve piston 5 into the shutoff valve casing 1.
- Insert a threaded spindle 9443.02a into the shutoff valve piston 5 and tighten the nut 9443.02c thereby pulling the
piston into the casing 1, paying special attention to slidingin the piston sealing ring 4 into its bore.
- Place the air shutoff valve 1 on two wooden underlays 'H' and apply a thin coat of sealing compound onto the sealing
faces marked 'D'.
- Seat the valve seat 10 onto the shutoff valve casing 1 (note the correct position with respect to the screw holes and the
marks made prior to dismantling the valve).
- Insert the nonreturn valve piston 6 with its spring 2 into the nonreturn valve casing 9 and prestress with the second
threaded spindle 9443.02.
- Apply a light coat of sealing compound on the sealing faces marked 'D' of the nonreturn valve casing 9, and place this
onto the vale seat 10 (note the correct positioning).
- Insert screws 8 and tighten equally and firmly with a socket spanner (AF 17), then remove the two threaded spindles
9443.02.
- Fit the threaded plug 3 with a cujoint 3b, tighten firmly and secure with a circlip 3a.
- Refit the fully assembled air shutoff valve onto the engine.
B 9443.02a
9443.02c
9443.02b
8 7
2
6 D
10 45 45
5 4
2 D
3 1 3a 3b
95.7256
9443.02c
9443.02a 9443.02b
3 4 5 9 6 7 10 8
11
12
95.7257
1 9408.15 2 95.7258
The valve clearance has to be checked and readjusted every time the cylinder head or the rocker arms are removed.
Should loud clicking noises be heard which appear to come from the rocker arm housing while the engine is running, stop
the engine and check the valve clearance, as possibly some valves have excessive play.
Check and adjust the valve clearance in general on the cooled down engine.
For checking the clearance bar the crankshaft until the roller 11 of the valve actuating gear for the cylinder concerned sits
on the base circle of the cam.
The following clearances are normal for a cooled down engine:
- Loosen the lock nuts 4 and 7 and turn the special screws 3 and 6 right back.
- Push feeler gauge (0.6 mm for inlet valves or 1.2 mm for exhaust valves) fully between the ball socket 5 and the valve
spindle 1 or 2 respectively.
- Tighten special screw 3 lightly with Allen key AF 14, until the feeler gauge is slightly gripped, but can still be moved by
pulling. (The spring pressure is clearly felt).
- Leave the feeler gauge clamped in this way, hold the special screw 3 with the Allen key and tighten at the same time the
lock nut 4 firmly.
- Leave the feeler gauge clamped in valve 1. Push the second feeler gauge (of the same thickness) fully under the ball
socket 8 of valve 2.
- Tighten special screw 6 until the feeler gauge is gripped lightly.
- Hold special screw 6 with Allen key AF 10 and tighten the lock nut 7 with ring spanner AF 32 firmly.
- Pull out both feeler gauges.
Remark After tightening the lock nut the feeler gauges should be a good fit and should be movable back and
forth.
A 23
24
23a 24a
14 15
13
11 10
12
11
6 7
22 25*
8
22
4
3
2
5 1
N 16 95.7259
Dismantling
- Turn the crankshaft until the roller lies on the base circle of the cam.
- Slacken the lock nuts 23a and 24a and screw the special (ball head) screws 23 and 24 right back.
- Sway the push rod 13 sideways and remove it.
- Remove the shroud for push rod 9.
- Loosen the screws 25, fastening the valve actuating gear to the engine casing and remove them.
- Withdraw the complete valve actuating gear and place on the work bench. (If necessary use two jack screws M12 to
jack the (valve actuating gear) guide housing 1 off the engine casing. The required threaded holes have been provided
in the flange.
- Mount the dismantling tool 9444.01 as shown on
Fig. 'B'. B
- Screw in the spindle of the dismantling tool until the
retaining pin 16 is relieved and withdraw the pin us
M 16
2 M6
ing a grip screw (M6).
- Unscrew the spindle of the dismantling tool until
the spring pressure has slackened and remove the 16
tool. 1
- Remove all the internal parts and check on their
condition.
- Should it be necessary to remove the spherical end
pin 3, screw the special jack screw 9444.02 from be
low into the guide piston 2 and push the spherical
end pin 3 out.
- The roller 20 can be removed by taking the circlip 18 9444.01
off on one side and pushing the roller pin out. (Take
care that the roller bush 21 does not fall out of the
roller!).
- Clean all the removed parts well and check them for
reuse (please also refer to the Clearance Table
group 0352-1).
95.7260
Assembling
- Liberally oil all the parts before assembling and fit them in reverse order to the dismantling sequence.
- To fit the retaining pin 16, press the guide piston into the guide housing 1, with dismantling tool 9444.01, as far as
necessary.
- Replace the Oring 5 each time the valve actuating gear is dismantled.
- Before fitting the complete valve actuating gear, the landing surfaces of housing 1 and engine casing must be cleaned
well.
- Coat the threads and landing faces of screws 25 (fastening the guide housing) with oil and tighten to 290 Nm.
- After the parts have all been assembled, adjust the valve clearance as described on group 4401-1.
The reversing servomotor needs no maintenance during operation. It should, however, be dismantled, cleaned and
checked during a general overhaul. Worn or damaged parts must be replaced.
Attention The camshaft must be in the end position towards the 'free end', when dismantling the reversing ser
vomotor. If this is not the case, start the engine for a short time in the corresponding sense of rota
tion. If this is no longer possible, remove all the actuating casings of the fuel pumps, inlet and exhaust
valves, then push the camshaft by hand axially till the stop at the 'free end'.
Under no circumstance may the camshaft be shifted by a chain puller or a hydr. jack or similar de
vice while the engine is at standstill.
1. Dismantling
Working procedure:
- Separate all the pipework from the reversing servomotor (place a container underneath).
- Loosen and remove the screws 26 and press off and remove cover 12 with the aid of jack screw M12.
- Slacken the waisted stud 13 with the aid of hydr. jack 9433.07 and unscrew and remove round nut 14 (please refer to
section 3.1).
- Screwin eye screw M12 into the cylinder 4 and attach it to the crane with a rope (Fig. 'C').
- Fasten support plate 9445.01 to the connecting piece 15 with the screws 27 and to the cylinder with two screws 26 (Fig.
'C' and 'D').
- Loosen and remove all the screws 8 and, using two of these screws (M20), press off the cylinder 4 including the parts
fastened by support plate 9445.01 from casing 2.
- If it is necessary to remove also the flywheel disc 5 from the camshaft, fit an eye screw M12 into the flywheel disc and
attach it to the crane by a rope (weight max. 65 kg).
- With the aid of two grip screws M12 and suitable spacers remove the two taper dowels 25, then apply two jack screws
M12 and press the disc off the camshaft.
- To remove the casing 2 from the engine casing use two of the screws (M20) 8 as jack screws in the threaded holes
provided in the casing for this purpose and press off the casing 2 until it is free of the dowel pins 28.
- Use an eye screw M12 and rope to attach the casing to the crane (about 120 kg) and remove it.
- To dismantle the parts which were pulled off together with the cylinder 4, remove circlip 22, then slide them off con
necting piece 15 for cleaning and checking (Fig. 'A' and 'C').
Pay particular attention to the running surfaces of locating bearing rings 9 and 18. Heavy wear of the locating bearing
rings increases the axial clearance of the camshaft (please refer to Clearance Table group 0352-1).
2. Assembling
2.1 Preparations:
- Clean all the components carefully and, just prior to fitting them, smear them lightly with oil.
- Blow through all the oil bores with compressed air.
- Replace the Orings 2 and 17 by new genuine original Orings.
- Screw in the waisted screw 13 until its stop in the camshaft.
- The camshaft must be pushed to its end position at the 'free end'.
1 2 3 4 5 6 7 R 8
A
26
22 10
AG 11
M 12
25
Maintenance
12
4
21 13*
20 15 14 23
16
AG
17
M 12
18
19 24
D
Wärtsilä Switzerland Ltd
ZA40S
95.7261
Wärtsilä Switzerland Ltd
ZA40S
28
2
B C D
4
9445.01
26
27
5
9 26
Maintenance
9 18
27
5
18 15
13 AG
AG
22
16
AG 19 10
4500–1/A1
95.7262
D
1995
4500–1/A1 Maintenance ZA40S
13
14 K
Y
15
X Z
9433.07 9431.03
9408.09
9408.02 9408.04
95.7263
9408.03
Spring removal
Should it be necessary to dismantle the spring linkage rod which serves as the connection between the governor and the
regulating linkage, the special tool 9446.01 B included in the tool kit has to be used to tension the springs 4.
Before unbolting the linkage joint 1, dimension 'X' has to be determined and noted down. After removing the linkage
joints, the tool has to be fitted as shown in Fig. 'A' and the springs 4 put under tension until the circlip 2 can be removed.
The connecting piece 3 can now be removed and the springs 4 unloaded (see Fig. 'B').
Spring fitting
The reverse procedure to that of removal is used when fitting the connecting piece 3.
The bores of the spring plates 5 and 6 are to be smeared with MOLYKOTE paste Gn before fitting.
The linkage joint 1 has to be screwed back in until the previously determined dimension 'X' is reached exactly and then
secured with the lock nut.
9446.01 B 1 5 6 3 1a
95.7267
If the control air is well filtered and dewatered, the cutout servomotor requires practically no maintenance. During a
more important engine overhaul or when functional defects have been noticed, it is recommended to dismantle the cut
out servomotor and to clean it.
Prior to dismantling, the clamp screw 22 has to be loosened and the lever 19 pushed sideways. After this proceed as
described below.
- Loosen and remove two diagonally opposed screws 20 (Fig. 'B').
- Fit in their place the two threaded bars 9446.03 and screw their nuts until landed on flange 17 (Fig. 'C').
- Loosen the two remaining screws 20 and remove them.
- Loosen alternately the two nuts of the threaded bars 9446.03, paying attention that the bars themselves do not rotate,
instead the flange 8 and the piston 6 are lifted off the casing 1.
- After the spring 2 is completely released, remove the two threaded bars and with them piston 6, flange 8 and spring 2.
- Finally also slide valve 3, valve body 3a and spring 4 can be withdrawn.
Remark
In cases where the cutout servomotor is equipped with a staring fuel limiter as shown in Fig. 'A1' the same instructions
apply. In addition, however, the piston 13 has to be equipped with a new Oring and before assembling the Oring 16
must be fitted.
If the casing is in two parts as shown in Fig. 'A2', the Oring 21 must also be replaced.
1 2 3 4 5 6 7
A
8
9
19
3a 11 10 20 18 22
1a
A2 6 7 13 14 15 16 17 20
A1
12
21
19
B 6
20 95.7265 22
18
2 1 8 20
2 6 7 9 9446.03
C
95.7266
Group 5
Key to Illustrations:
1 Access to needle valve of mechanical governor 9 Serrated governor output shaft
2 Oil level indication 10 Cooling oil outlet
3 Cooling oil inlet 11 Oil filler neck
4 Oil drain cock 12 Setting knob for SPEED DROOP
5 Connection for oil to booster inlet 13 Speed setting motor
6 Serrated drive shaft 14 Setting knob for power limitation
7 Connection for oil from booster outlet 15 Setting knob for speed (r.p.m.)
8 Feedback needle 16 Access to feedback
EGB-58P
13 11
1
14
12
7 16
15
2 8
5
10 4
3 9 6
95.7268
When lifting off or replacing the governor, care has to be taken to ensure that the splines at the lower end of the governor
shaft do not get damaged.
Furthermore, when the governor is being replaced, the shaft must slide into the drive without binding.
Pipework and rods must be connected up stressfree.
Maintenance
Information concerning maintenance work, maintenance intervals and repairs is to be taken from the WOODWARD
publications which are supplied with the governor and engine.
In principle, repairs should only be made to the governor by experts from a WOODWARD service station (or specially
trained personnel). At the same time it is essential that the governor test records to be found in the engine acceptance
trial documentation be made available according to which the governor must be correctly adjusted.
We highly recommend that a complete governor, already exactly set up for the engine, be held as a spare ready to be
exchanged when necessary.
Oil change
Under good running conditions the oil can remain in the governor for up to 6 months (approx. 3000 h) or more. Should,
however, blackening or ageing of the oil be determined, it has to be renewed immediately.
The old governor oil is to be drained off when the engine is hot and at a standstill by opening the oil drain cock 4.
After this, fill the governor up to the upper mark on the oil level sight glass with lightweight flushing oil or clean Diesel oil
(gas oil) and run the engine at reduced speed for about one min. In order to prevent the flushing fluid from entering the
booster and then remaining in the oil, the air pipe connection to the booster has to be removed before starting the flus
hing process and reconnected afterwards.
During this short run of the engine the speed should be altered frequently so that the governor oscillates. This can be
done by pulling the emergency stop lever (on the regulating linkage) towards the zero position and then immediately
releasing it.
The flushing or gas oil is to be drained from the governor afterwards.
After a flushing process has been completed successfully, fill the governor with new, clean oil (for oil specification see
WOODWARD bulletin).
When the engine is running, the oil level should lie between the two marks on the oil level sight glass.
After putting the governor back into service, the system has to be vented as described in the section 'Adjusting the droop
feedback' in the WOODWARD bulletin.
Key to Illustrations:
1 Charge air connection for fuel limitation 11 Governor hood
2 Oil level indicator 12 Oil filling connection
3 Governor output position indicator 13 Overspeed checking device
4 Splined drive shaft 14 Electrical connection
5 Splined governor output shaft 15 Connection for pneumatic speed setting
6 Oil filter 16 Oil inlet connection
7 Oil connection for booster outlet No. 1 17 Oil drain connection
8 Oil drain cock 18 Oil connection for booster outlet No. 2
9 Oil connection for booster inlet 19 Knob for manual speed setting
10 Feedback needle valve
PGA58
13
12
11 14
19
1 15
16 18
2 17
6 10
9
7 3
5
4
95.7269
When lifting off or replacing the governor, care has to be taken to ensure that the splines at the lower end of the governor
shaft do not get damaged.
Furthermore, when the governor is being replaced, the shaft must slide into the drive without binding.
Pipework and rods must be connected up stressfree.
Maintenance
Information concerning maintenance work, maintenance intervals and repairs is to be taken from the WOODWARD
publications which are supplied with the governor and engine.
In principle, repairs should only be made to the governor by experts from a WOODWARD service station (or specially
trained personnel). At the same time it is essential that the governor test records to be found in the engine acceptance
trial documentation be made available according to which the governor must be correctly adjusted.
We highly recommend that a complete governor, already exactly set up for the engine, be held as a spare ready to be
exchanged when necessary.
Oil change
Under good running conditions the oil can remain in the governor for up to 6 months (approx. 3000 h) or more. Should,
however, blackening or ageing of the oil be determined, it has to be renewed immediately.
The old governor oil is to be drained off when the engine is hot and at a standstill by opening the oil drain cock 8.
After this, fill the governor up to the upper mark on the oil level sight glass with lightweight flushing oil or clean Diesel oil
(gas oil) and run the engine at reduced speed for about one min. In order to prevent the flushing fluid from entering the
booster and then remaining in the oil, the air pipe connection to the booster has to be removed before starting the flus
hing process and reconnected afterwards.
During this short run of the engine the speed should be altered frequently so that the governor oscillates. This can be
done by pulling the emergency stop lever (on the regulating linkage) towards the zero position and then immediately
releasing it.
The flushing or gas oil is to be drained from the governor afterwards.
After a flushing process has been completed successfully, fill the governor with new, clean oil (for oil specification see
WOODWARD bulletin).
When the engine is running, the oil level should lie between the two marks on the oil level sight glass.
After putting the governor back into service, the system has to be vented as described in the section 'Adjusting the droop
feedback' in the WOODWARD bulletin.
Key to Illustrations:
1 Oil connection to oil cooler inlet 11 Governor hood
2 Oil level indicator 12 Oil filling connection
3 Governor output position indicator 13 Oil connection from oil cooler outlet
4 Splined drive shaft 14 Electrical connection
5 Splined governor output shaft 15 Knob for manual speed setting
6 Oil filter 16 Knob for load limit
7 Oil connection for booster outlet No. 1 17 Knob for 'speed droop'
8 Oil drain cock 18 Oil connection for booster outlet No. 2
9 Oil connection for booster inlet 19 Oil drain plug
10 Feedback needle valve
PGG-EG 58
12
11 15
14
6 17 16
18
10 2
13
96.7781
5 4 7 19 9 8 1
When lifting off or replacing the governor, care has to be taken to ensure that the splines at the lower end of the governor
shaft do not get damaged.
Furthermore, when the governor is being replaced, the shaft must slide into the drive without binding.
Pipework and rods must be connected up stressfree.
Maintenance
Information concerning maintenance work, maintenance intervals and repairs is to be taken from the WOODWARD
publications which are supplied with the governor and engine.
In principle, repairs should only be made to the governor by experts from a WOODWARD service station (or specially
trained personnel). At the same time it is essential that the governor test records to be found in the engine acceptance
trial documentation be made available according to which the governor must be correctly adjusted.
We highly recommend that a complete governor, already exactly set up for the engine, be held as a spare ready to be
exchanged when necessary.
Oil change
Under good running conditions the oil can remain in the governor for up to 6 months (approx. 3000 h) or more. Should,
however, blackening or ageing of the oil be determined, it has to be renewed immediately.
The old governor oil is to be drained off when the engine is hot and at a standstill by opening the oil drain cock 8 and by
unscrewing the oil drain plug 19.
The oil in the oil cooler and starting booster must also be drained. Remove and clean the oil filter 6. After cleaning fit the
filter straight away since it is essential that it be in place when carrying out the following procedure.
After this, fill the governor up to the upper mark on the oil level sight glass with lightweight flushing oil or clean Diesel oil
(gas oil) and run the engine at reduced speed for about one min.
During this short run of the engine the speed should be altered frequently so that the governor oscillates.
Afterwards drain off the flushing or gas oil in the same way as the old oil from the governor, starting booster and oil
cooler.
After a flushing process has been completed successfully, fill the governor with new, clean oil (for oil specification see
WOODWARD bulletin).
When the engine is running, the oil level should lie between the two marks on the oil level sight glass.
After putting the governor back into service, the system has to be vented as described in the section 'Adjusting the droop
feedback' in the WOODWARD bulletin.
18
I 3 4 13*
II - II
7 17* 8 10 16 6 2
OF
I III
12 9 15 SP 12 10
D
95.7525
Dismantling
Assembling
- The assembly is done in reverse sequence. All parts must be meticulously clean and undamaged.
- Smear shafts, gear wheels and bearing bushes with clean engine oil.
- The places, marked on the illustration with 'OF' have to be free of oil and dry for the assembly.
- First lower the shaft in from above and fit the backing disc 18 with the screws 13 with 22 Nm.
- Smear the screws 17 on thread and shoulder with oil and tighten to 70 Nm.
- Fit bevel gear 5 and fasten with screws 14.
- Smear the screws 14 on thread and shoulder with oil and tighten to 22 Nm.
- Check axial clearance and tooth backlash (please refer to Clearance and Wear Table 0352-1); if found in order lock
screws 13, 14 and 17 with locking wire.
- The places marked on the illustration with 'D' have to be coated with sealing compound for assembly.
9446.01A
- Remove the threaded plug 9 (Fig. 'c') and screw in spring compressing device 9446.01A into the rear end of the cut
out push rod 6 (Fig. 'A').
- Turn the grip of the device 9446.01A in a clockwise direction until the spring 5 is compressed (Fig. 'A').
- Loosen the screw 2, which clamps the lever 3, and push the lever sideways away (Fig. 'C').
- Remove the cover 4 (Fig. 'A').
- Turn the grip of the device 9446.01A back in a counter clockwise direction, until the spring is decompressed (Fig. 'B').
- If it is necessary to remove the shaft 20, first decompress the spring 5, then remove the remote tachometer transmitter,
then the flange 22 (Fig. 'D').
- The complete shaft 20 including driving gear 11 and cutout piston 19 etc. can now be withdrawn.
Remark Do not move the adjusting screw 21 unless absolutely necessary. If it cannot be avoided, mark its posi
tion accurately beforehand, so that it can be restored to its original position.
If necessary the complete shaft must be mounted into an infinitely variable lathe, to establish the
correct cutout point. (The correct cutout data can be obtained from the shop trial documents of the
engine). The cutout point can be adjusted by turning the adjusting screw 21 (please also refer to the
Operating Instructions group 5303-2).
ZA40S
IV III - III I-I
27 13 14 1 1 D
III I
2 1
27 13
3
15
16
4
I 5
Maintenance
SH 10
VI VI
3
II
V II - II
17
V
II
95.7526 D
III
12 11 8 9 6 7 20 19 18 9 7
V-Mot. / 1995
5303–1/A1
5303–1/A1 Maintenance ZA40S
D
10
VI - VI
12
26
VII - VII
25
26
95.9527
11
V-V
20
VII
VII
D
6
24
22
21
23
18
24
1995 / V-Mot. 4 Wärtsilä Switzerland Ltd
ZA40S Maintenance 5501–1/A1
13 13
A
14
9 15 23
16 24
III 8 III LO
ON SO1
ZN
7
17 30
6 M1
5
18
J 19
4 SO
3 25
20 26
2 21 27
1 21
28
95.7278
(For simplicity sake the fuel injection pump will in this group be called pump for short)
- Bar the crankshaft, so that the roller 21 rests on the cam base circle.
- Close the shutoff valves for the fuel inlet and return
pipe of the relevant pump.
- Loosen all the screws 10, then tighten them again by
hand until seated. ZAL40S ZAV40S
- Loosen and remove the four screws which fasten the
pump onto the engine. 9455.12 B
9455.13
- Use two jack screws (M12) to separate the pump casing
form the engine casing and lift it until the dowel pin 30
is no longer engaged.
(The pump can be pushed out of its guide by barring the
engine crankshaft, whereby the cam lifts the pump.
This has to be done carefully and only when all the con
nections to the pump are removed).
- Attach pump to crane with suspension device 9455.12 95.7279
or 9455.13 and pull it out fully and move it away. Please
refer to Fig. 'B').
It will seldom be necessary to dismantle a pump into all its component parts. Usually partial dismantling suffices to repla
ce some worn parts. However, the complete dismantling procedure is described below for information.
It would be of advantage to construct a device permitting the pump to be mounted vertically with the cover upwards or
downwards, fastening it with screws similarly to the manner it is fastened on the engine.
Working procedure:
- Fix the pump to a work bench with the cover downwards. C
- Mount the withdrawing device 9444.01 as shown in Fig.
'C' and, by turning its spindle, push the guide piston 2 20
in, until the pin 20 can be withdrawn with the grip screw 2
(M6).
- Relieve the withdrawing device 9444.01 and remove it.
M6
- Withdraw the guide piston 2 along with the parts 3, 4, 15
and 18 upwards.
- Grasp the pump plunger 15 by hand and swing it
strongly to and fro (as shown in Fig. 'D'). This will cause
the spring plate 3 to be lifted slightly off the guide pis
ton 2. When the clearance is large enough, the pump 9444.01
plunger 15 can be pushed out between the lower spring
plate 3 and the tappet 4.
- For the removal of the lower spring plate 3, place an un
usable pump plunger in place of the one just removed,
clamp it in a vice, and pull hard on the guide piston. 95.7280
- The roller 21 can be removed together with bush 26 and thrust discs 25, after removing the circlip 27 and pushing the
roller pin 28 out.
Attention The bush 26 is loose in the roller 21 and it, as well as the thrust discs 25, can fall out.
- Should it become necessary to replace tappet 4, press it out with a round bar
from below. D
- To remove the upper spring plate 6 and the regulating sleeve 9, loosen the locat
ing screw 17.
- If it is necessary to remove also the regulating rack 7, it is important to deter
mine its exact position beforehand either by measuring or by a mark, before the 15
clamp ring 8 is removed.
- After removing the cover 16, the regulating rack 7 can be pushed out of the
pump housing.
- Now remove the screws 10, which were slackened off at the beginning, and lift 3 4
off the pump cover 11 from the housing, by using the jacking screw (M12). 2 19
- Unscrew the locating screw 23 and push the pump cylinder 14 out with a piece of
hard wood or a lad punch.
Attention The pump cylinder 14 and the pump plunger 15 are a matched
pair and may not be interchanged. They are also not supplied
individually. The pump plunger must be protected from any
kind of damage. It should therefor be pushed back into its cor
responding cylinder as soon as it has been removed.
95.7281
Preassembling conditions:
M
- All the parts must be absolutely clean and undamaged.
- Assemble the parts in a clean and dust free place.
- Replace all the Orings 5, 12 and 24 by new ones. 7
- The copper joint rings of the screws 13 and 23 must ei
ther be annealed or replaced by new ones. 9 III - III
Assembling: II AS K 16
- Place the pump housing 1 on a work bench with the 8 7
head facing upwards.
- Insert the pump cylinder 14, with Oring 24 fitted, into
the pump housing 1, line up the milled slot in the pump
cylinder with the hole for the locating screw 23, screw in ’0’ ’10’
the locating screw and tighten it firmly.
AS II
- Invert the pump housing and place it with head downwards on the work bench.
- Insert the fuel regulating rack 7 and fit the cover 16 with its joint. Push the clamping 8 exactly to its position prior to
dismantling and clamp it firmly with its clamp screw.
- Insert the regulating sleeve 9 (toothed end first) in such a way that the mark on one tooth of the regulating rack 7
comes to lie between the two marks of the regulating sleeve 9 (please refer to Fig. 'E').
- Fit the upper spring plate 6 and insert locating screw 17 (with a copper joint) and tighten it (please refer to Fig. 'A').
- Place the spring 18 onto the upper spring plate 6 and note where the mark is on the edge of the regulating sleeve 9 (see
mark 'M1').
- Fit roller 21 with bush 26 and thrust discs 25 into the guide piston 2 and push the roller pin 28 through. Insert both
circlips 27 into the grooves on the roller pin. All these parts must be well oiled before fitting.
- Insert the pump plunger 15 between the lower spring plate 3 and the tappet 4, and tap it down with a lead punch or a
hard wood block,until the circlip 19 snaps into the groove. (A clearance of 0.01 to 005 mm must remain between pump
plunger and lower spring plate i.e. the pump plunger must be free to rotate without jamming).
- Grip the previously completed guide piston 2 from behind, dip the pump plunger 15 in clean Diesel oil, then insert the
guide piston with the plunger first. The mark 'M1' on the pump plunger carrier 'J' must line up with the corresponding
marks in the slot of the regulating sleeve 9 and the milled groove in the guide piston 2 must lie on that side of the pump
where the hole for the locating pin 20 (Fig. 'A') is located in the housing.
- Using device 9444.01 push the guide piston into the pump housing until the locating pin 20 can be inserted (Fig. 'C').
Attention Should it be felt that the guide piston meets with resistance before the locating pin 20 can be in
serted, this means that the carrier 'J' of the pump plunger has come up against the regulating sleeve.
The device 9444.01 must then be partially released and the pump plunger slightly turned by moving
the regulating rack 7. Now tighten the device, gently attempting to push the guide piston into its
housing until the pin 20 can be inserted.
Under no circumstances may simply more force be applied when solid resistance is suddenly felt
during this fitting.
00.7300
Preservation
Should a pump have to be put into storage for any length of time, the spaces 'A' and 'B' (Fig. 'A' I-I) have to be filled with
a thin Vaseline oil and the pump has to be stored upright. All openings must be closed with plastic plugs.
- Bar the crankshaft until the cam profile of the respective pump faces downwards.
- Check to ensure that the landing surfaces and guide elements in the engine casing and the pump are in perfect condi
tion.
- Smear the guide elements with oil and carefully mount the pump, whilst ensuring that the dowel pin 30 as well as the
regulating rack engage properly (do not use any sealing compound).
- Smear the threads and head landings of the screws 22 (Fig. 'E' IV-IV) with oil and tighten the screws diagonally, in
equal stages to a final torque of 600 Nm.
- By moving the connecting members between the regulating linkage and pump regulating rack to and fro, ensure that
nothing is sticking.
- Connect the pipes to the pump and open the shutoff valves of the fuel inlet and return pipes.
- Connect the fuel high pressure pipe up and fit the protection hose.
- When starting the engine up check the pump for any leakage or possible abnormal heating.
Remark Where new parts have been fitted during the pump overhaul (pump plunger and cylinder), the
clamp ring 8 on the fuel regulating rack of the pump fitted on the engine must be readjusted (please
refer to group 5501-2).
As a rule the manufacturer adjusts the fuel injection pumps (called injection pumps for short) in such a manner that they
deliver the same amount of fuel at a certain position of the regulating rack.
An injection pump has to be adjusted if:
- the pump cylinder 14 with pump plunger 15, the regulating rack 7, or
the regulating sleeve 9 have been exchanged;
- the clamp ring 8 on the regulating rack 7 has been moved.
Depending on the requirements on the engine, several design variants of pump plungers 15 may be built in the injection
pumps. However, only use one design variant of pump plungers in the same engine.
Pump plungers with the designation
CIT (Constant Injection Timing) or
VIT (Variable Injection Timing) are used.
They in turn are marked with an execution number.
The table below shows the pump plunger executions and the relevant adjusting values of the injection pumps.
Pump plunger Execution No. Delivery stroke Load indicator Correction factor
(mm) (Pos.)
CIT .019 15.88 8.65 -
.617 14.73 8.65 -
.958 11.77 8.65 -
VIT .542 14.73 8.65 2.07
.466 12.32 8.65 1.78
.465 12.32 8.65 1.98
For the executions, as well as for the adjusting data of the injection pumps refer to the engine setting table. The data
listed in this table must be used for checking and adjusting a injection pump.
A check or an adjustment of the injection pump can be done either outside of the engine (section A), or with the injec
tion pump fitted on the engine (section B).
Remark The injection pump covers 16 can have two different connection threads for the highpressure pipes:
- old execution M27x1.5
- new execution M39x3
If the cover 16 shows an M39x3 connection thread, mount an intermediate piece 9455.09 on
the cover 16 before fitting the adjusting device 9455.02. Check the correct length of the mea
suring pin 41! During the whole adjusting procedure the latter must protrude from the top
edge of the connection thread.
9455.02
9455.09
30
30 41
16
Example with execution No. .019: Delivery stroke 15.88 mm (refer also to the table)
Adjusting procedure:
1) Plug the leakage oil connection with the locking plug 31 of the adjusting device 9455.02 (Fig. 'C'). The fuel inlet or
return connections must remain open.
2) Place the measuring pin 41 on the pump plunger 15 and fit the adjusting device with the gasket 30 as shown in Fig.
'C'. The device is to be screwed down moderately with four waisted bolts 38.
3) Connect the air hose to the adjusting device. The necessary air pressure at the pressure gauge 42 must be constantly
6-9 bar.
4) Screw down the withdrawing device 9444.01 to the pump housing 1 as shown in Fig. 'B'.
5) Bring the pump plunger 15 up with the spindle of the withdrawing device 9444.01, until the pressure gauge 43 shows
the maximum pressure (e.g. 4 bar), see 'a' in Fig. 'E'. Note down the pressure value!
6) Bring the pump plunger down with the aid of the withdrawing device until the pressure gauge 43 does not indicate
pressure any more; see 'b' in Fig. 'E'.
7) Run the pump plunger up until the pressure gauge 43 indicates exactly half of the maximum pressure measured
before (e.g. 2 bar). Set dial gauge 35 to '0' with weak pretension ('c' in Fig. 'E').
8) Continue to run up the plump plunger until the dial gauge 35 indicates the specified delivery stroke (e.g. 15.88 mm),
see 'd' in Fig. 'E'.
9) Loosen the clamp ring 8 (Fig. 'D') to the regulating rack 7, and move the latter until the pressure gauge 43 indicates
half of the maximum pressure (e.g. 2 bar), see 'e' in Fig. 'E'.
In this position the clamp ring 8 is to be fitted without any clearance between pump housing 1 and clamp ring 8 with
the aid of the gauge 9455.10 (Fig. 'D').
B
1
9444.01
Check: - Return the pump plunger to the initial position until the pressure gauge 43 indicates zero pressure ('f'
in Fig. 'E').
- Bring the pump plunger up until the pressure gauge 43 indicates exactly half (e.g. 2 bar) of the max.
pressure (e.g. 4 bar). Set dial gauge 35 to '0' with weak pretension. Start of delivery ('g' in Fig. 'E').
- Continue to run up the plunger until the pressure gauge 43 again indicates only half of the maximum
pressure (e.g. 2 bar), end of delivery. Read the delivery stroke from the dial gauge 35 (e.g. 15.88 mm),
see 'h' in Fig. 'E'.
The measured delivery stroke must correspond to the value listed in the engine setting table.
Admissible difference ± 0.02 mm. If the difference is bigger repeat the adjusting procedure.
- After checking mark the clamp ring 8 to the regulating rack 7 with an oilresistant paint drop (Fig. 'D').
Example with execution No. .466: Delivery stroke 12.32 mm and correction factor 1.78
(refer also to the table)
Adjusting procedure:
The correspondent delivery stroke adjustment is calculated from the measured delivery stroke:
e.g. 11.62 mm
plus correction value e.g. 1.25 mm
final value = 12.87 mm
10) Depending on the calculated final value, bring the pump plunger up or down till the final value, e.g. 12.87 mm, has
been reached (see dial gauge 35, 'e' in Fig. 'F').
11) Loosen the clamp ring 8 (Fig. 'D') to the reglating rack 7, and move the latter until the pressure gauge 43 indicates
half of the maximum pressure (e.g. 2 bar), see 'f' in Fig. 'F'.
In this position fit the clamp ring 8 by means of the gauge 9455.10 without any clearance between pump housing 1
and clamp ring 8 (Fig. 'D').
Check: - Return the pump plunger to the initial position until the pressure gauge 43 indicates zero pressure ('g'
in Fig. 'F').
- Bring the pump plunger up till the pressure gauge 43 indicates exactly half (e.g. 2 bar) of the maximum
pressure (e.g. 4 bar).
Set dial gauge 35 to '0' with weak pretension. Start of delivery ('h' in Fig. 'F').
- Continue to run up the pump plunger until the pressure gauge 43 again indicates only half of the max.
pressure (e.g. 2 bar), end of delivery.
Read the delivery stroke from the dial gauge 35 (e.g. 12.32 mm), see 'i' in Fig. 'F'.
The measured delivery stroke must correspond to the value listed in the setting table.
Admissible difference ± 0.02 mm. If the difference is bigger repeat the adjusting procedure.
- After checking mark the clamp ring 8 to the regulating rack 7 with an oilresistant paint drop (Fig. 'D').
After the injection pump has been adjusted and fitted as described in Group 5501-1, the regulating rack is to be adju
sted.
Set the load indicator to position 8.65 and lock it (see also items 7 to 9 "Adjusting and checking of an injection pump on
the engine").
By means of the gauge 9455.10 adjust the position of the regulating rack 7 (Fig. 'D'). The gauge 9455.10 must be seated
without any clearance between pump housing 1 and clamp ring 8. The thickness 10 ± 0.03 mm of the gauge corresponds
to the setting value. The clamp ring must not be moved.
Use the adjusting screws (Fig. 'D') to carry out and obtain the setting mentioned above. After that the screws must lie on
the stop levers without any clearance, as shown in Fig. 'D'. After setting the adjusting screws secure them with lock nuts.
Attention The torsion springs of the regulating linkage must not be additionally pretensioned.
Example with execution No. .019: Delivery stroke 15.88 mm (refer also to the table)
Adjusting procedure:
1) Close the shutoff cock for the fuel inlet and return piping.
2) Disconnect the fuel pressure pipe from the injection pump.
3) Remove one deflector screw 13 from the pump housing.
4) Screw the fuel leakage pipe off the pump cover and plug the open connection with locking plug 31 of the adjusting
device 9455.02 (Fig. 'C').
5) Turn the engine until the roller of the injection pump is on the cam base circle.
6) Place the measuring pin 41 on the pump plunger 15 and fit the adjusting device with the gasket 30 as shown in Fig.
'C'. The device is to be screwed down moderately with four waisted bolts 38.
7) Loosen the elastic rod between speed control and regulating linkage.
8) Loosen the clamp screw of the lever to the shutdown servomotor and move the lever on the regulating shaft axially
until the latter can be turned freely (see group 4612-1).
9) Set the load indicator to Pos. 8.65 by means of the emergency shutoff lever, and lock the regulating linkage in this
position.
10) Connect the air hose to the adjusting device.
The necessary air pressure at the pressure gauge 42 must be constantly 6-9 bar.
Remark For all measurements the camshaft is to be turned forward only (considering the clearances).
If it has been turned too far, turn it back and then forward again up to the relevant measuring point.
11) Turn the engine slowly forward until the pressure gauge 43 indicates the maximum pressure (e.g. 4 bar), see 'a' in
Fig. 'E'. Note down the pressure value!
12) Slowly turn the engine backward until the pressure gauge 43 does not indicate any pressure any more, see 'b' in Fig.
'E'.
13) Turn the engine forward until the pressure gauge 43 indicates exactly half of the maximum pressure measured be
fore (e.g. 2 bar).
Set dial gauge 35 to '0' with weak pretension ('c' in Fig. 'E'). This position means start of delivery.
14) Continue to turn the engine forward until the dial gauge 35 indicates the specified delivery stroke (e.g. 15.88 mm),
see 'd' in Fig. 'E'.
15) Move the regulating rack 7 (Fig. 'D') by means of the two adjusting screws at the stop levers, till the pressure gauge
43 indicates half of the maximum pressure (e.g. 2 bar), see 'e in Fig. 'E'. Fasten the screws with lock nuts.
16) In this position fit the clamp ring 8 by means of the gauge 9455.10 without any clearance between pump housing 1
and clamp ring 8 (Fig. 'D').
Attention The torsion springs of the regulating linkage must not be additionally pretensioned. The adjusting
screws (Fig. 'D') must lie on the stop levers without any clearance.
- Turn back the engine until the roller of the injection pump is on the cam base circle.
- Set dial gauge 35 to '0' with weak pretension.
- Turn the engine forward until the pressure gauge 43 indicates exactly half of the maximum pressure = start of deliv
ery. Note down the measured stroke = idle stroke.
From the scale of the flywheel read the angle with regard to the ignition T.D.C., and note it down too = start of
delivery in crank angle degrees.
- Continue to turn the engine forward until the pressure gauge 43 again indicates half of the maximum pressure =
end of delivery. Read the measured stroke = total stroke from the dial gauge 35 and note it down.
Subtract the idle stroke from the measured total stroke. The result is the delivery stroke in mm.
The delivery stroke calculated in this way must correspond to the value mentioned in the setting table or to the
relevant value in the table above; tolerance ± 0.02 mm.
- From the scale of the flywheel read the angle with regard to the ignition T.D.C., and note it down too = end of deliv
ery in crank angle degrees.
- After checking mark the clamp ring 8 to the regulating rack with an oilresistant paint drop (Fig. 'D').
After adjusting and checking an injection pump remove the gauge 9455.10 which has possibly been fitted.
The elastic rod between speed control and regulating linkage, as well as the lever for the shutdown servomotor are to be
refitted.
Example with execution No. .466: Delivery stroke 12.32 mm and correction value 1.78
(refer also to the table)
Adjusting procedure:
The same preparations are to be made as described in above items 1 to 10 (see "Adjusting and checking of an injection
pump on the engine", paragraph "Injection pump with CIT plunger").
11) Turn the engine slowly forward until the pressure gauge 43 indicates the maximum pressure (e.g. 4 bar), see 'a' in
Fig. 'F'. Note down the pressure value!
12) Slowly turn the engine backward until the pressure gauge 43 does not indicate any pressure any more, see 'b' in Fig.
'F'.
13) Turn the engine forward until the pressure gauge 43 indicates exactly half of the maximum pressure measured be
fore (e.g. 2 bar).
Set dial gauge 35 to '0' with weak pretension ('c' in Fig. 'F').
14) Continue to turn the engine forward until the pressure gauge 43 again indicates half of the maximum pressure (e.g.
2 bar). Read the measured delivery stroke from the dial gauge 35 and note down the value (e.g. 11.62 mm), see 'd' in
Fig. 'F'.
15) The dimension difference is calculated from the delivery stroke in the setting table:
e.g. 12.32 mm
minus measured delivery stroke e.g. 11.62 mm
dimension difference = 0.70 mm
The correspondent delivery stroke adjustment is calculated from the measured delivery stroke:
e.g. 11.62 mm
plus correction value e.g. 1.25 mm
final value = 12.87 mm
16) Depending on the calculated final value, turn the engine forward or backward till the final value, e.g. 12.87 mm, has
been reached (see 'e' in Fig. 'F').
17) Move the regulating rack 7 (Fig. 'D') by means of the two adjusting screws at the stop levers, till the pressure gauge
43 indicates half of the maximum pressure (e.g. 2 bar), see 'f in Fig. 'F'.
Fasten the adjusting screws with lock nuts.
18) In this position fit the clamp ring 8 by means of the gauge 9455.10 without any clearance between pump housing 1
and clamp ring 8 (Fig. 'D').
Attention The torsion springs of the regulating linkage must not be additionally pretensioned. The adjusting
screws (Fig. 'D') must lie on the stop levers without any clearance.
- Checking of the above adjustment is to be carried out as described in "Adjusting and checking of an injection pump
on the engine", paragraph "Check of CIT pump plungers".
35
(9455–06)
9455.02 36
43 (9455–08)
37 (9455–07) 42
39
34 (9455–03) 38
II II
33 40
32 41
(9455–04) 31 (9455–05)
30
14
15
31 II - II
(9455–04) C
I I
D 1
1 Oil-resistant paint drop
8
No clearance
7
7
Lock nut 8
9455.10
Adjusting screw
Stop lever
Adjusting screw
Torsion spring
Lock nut
b f
Pressure gauge 43 Pressure gauge 43
End position
Dial gauge 35 Dial gauge 35
value not important value not important
c g
Pressure gauge 43 Control edge Pressure gauge 43
Delivery stroke
a e
Pressure gauge 43 Pressure gauge 43
d h
Pressure gauge 43 Pressure gauge 43
b g
Pressure gauge 43 Pressure gauge 43
Start position
End position
VIT pump plunger
Dial gauge 35 Dial gauge 35
value not important value not important
c h
Pressure gauge 43 Pressure gauge 43
Delivery stroke
measured
a f
Pressure gauge 43 Pressure gauge 43
d e i
Pressure gauge 43 Pressure gauge 43 Pressure gauge 43
Group 6
--- Check daily on the running engine whether the nozzle in the drain connection is unclogged, i.e. whether air is coming
out. A clogged nozzle must e freed immediately. Should water issue with the air, check whether it is condensate or
water from the cooling system (possibly leaking cooler tubes).
--- The cooler must be cleaned if:
a) The pressure drop of the air through the cooler exceeds the value fixed in the Operating Data Sheet table (see
Operating Manual, group 0230---1/A2).
b) The temperature difference of the cooling water between cooler inlet and cooler outlet has risen to 12_C.
(These values refer to normal running load).
It is not always necessary to remove the cooler for the cleaning operation.
Water side:
The water side of the charge air coolers can be cleaned without dismantling the cooler. To this end the connection cham-
ber 8 and the flow reversing chamber 7 (Fig. ’A’) must be removed, whereupon the tubes can be pushed through with tube
brushes and a liberal application of water.
--- Sediments which cannot be removed from the tubes with the brushes, must be cleared by immersing the cooler in a
chemical solvent. Consult a specialist firm for this undertaking and follow its recommendations carefully. After such a
chemical cleaning operation, it is necessary to rinse the cooler with a neutralizing agent very thoroughly.
(As a rule the cooler manufacturers provide special cleaning instructions, which contain all the details required).
Air side:
--- On engines equipped with a permanent charge air cooler washing device, the cooler can be ’washed’ periodically in
operation.
Where this installation does not exist it is best to remove the cooler form the engine and place it in a chemical cleaning
bath. After the cleaning the cooler must be rinsed, carefully ’neutralized’ and finally be blown through with com-
pressed air.
As cleaning agent the product of a well known firm should be used like for example:
ALTREX, HENKEL, ACC, etc.
It goes without saying that the instructions for preparing the baths and the actual cleaning procedure of the various firms
must be followed carefully.
After re-assembly of the cooler it must be subjected to a pressure test at 4 bar.
- Shut off the water flow to the cooler and drain the cooler. (Open the cock at 'DR', or remove the threaded plug respec
tively).
- Disconnect all the pipes from the cooler.
- Remove the expansion bellows 1, the diffusor 2 and the air inlet housing 5 (Fig. 'A' and 'B').
- Loosen the screw 3 of the bracket 4 and remove them.
- Remove all but a few of the screws 6.
- Attach a shackle at 'AP' on either end of the bracket 4. Fix the shackles with ropes to the crane.
- Remove the remaining screws 6 and pull the cooler horizontally sufficiently away from the charge air cooler casing 9,
that it can be rested on the floor.
- For further dismantling remove the screws 15, which fasten the sealing flange 14 (Fig. 'C').
- Remove the sealing flange 14 and sealing ring 16, and place the cooler upright on the floor with the connection cham
ber 8 uppermost.
- Attach four eye screws, equally spaced into the threaded holes of the connections of connection chamber 8 and attach
them with ropes to the crane hook.
- Withdraw the tubestack 17 from the casing with the crane.
- To clean the inside of the cooler tubes, remove the flow reversing chamber 7 and the connection chamber 8 from the
tubestack 17.
- Defective cooler tubes can be put out of action by soldering both ends or by blanking them off with tapered hardwood
plugs. The number of blankedoff tubes may not exceed 10% of all the tubes.
- The cleaned cooler must be subjected to a pressure test at 4 bar.
- Fit the flow reversing chamber 7 and the connection chamber 8 to the cleaned cooler tubestack (use only new joints!).
- Place the cooler casing vertically on two wooden underlays, and set the gasket 13 on the flange (connecting chamber
end). Attach the tube stack by ropes to the crane and lower it (flow reversing chamber first) into the casing, slowly so as
not to damage the gasket 13.
- After fastening the tubestack to the casing with the screws, place the complete cooler into a horizontal position.
- Place gland ring 16 over the flow reversing chamber 7 protruding out of the casing over the gland frame 14, which is
fastened to the casing by screws 15.
- The complete cooler is attached with shackles and ropes to the crane and is mounted to the charge air cooler casing 9,
in reverse sequence to the dismantling, and fastened with the screws. For the sealing between the charge air cooler
and the casing use sealing compound.
- Tighten all the screws 3, so that the bracket 4 is again fastened to the support (Fig. 'A').
- Finally connect all the water pipes to the connection chamber 8.
If the degree of dirt deposit in the cooler necessitates a cleaning with chemical solvents, ensure firsts without any doubt
that the cooler materials are not attacked by them. For the air side cleaning, products of the following firms may for
example be used:
ALTREX . . . . by Wyandotte Chemical Corporation
ACC . . . . . . . . by Drew Chemical Corporation
Regarding the mixtures and the application follow strictly the instruction of the suppliers.
To remove sediments in the inside of the tubes chemically, we recommend to consult the cooler manufacturers. Before
using chemical agents the supplier should contact the cooler manufacturers. If difficulties are encountered regarding
the application, ask New Sulzer Diesel Ltd. indicating the cooler make and type.
Remark
Detailed information concerning the operation, maintenance and repair of charge air coolers is provided in a separate
Instruction Manual issued by the cooler manufacturers.
Since in most cases GEA coolers are provided, it is advisable to obtain the Instruction Manuals directly from GEA at the
following address:
GEA Luftkühlergesellschaft Happel GmbH u. Co.
43-45 Königsallee
D 44789 Bochum (Germany)
Should a cooler of other manufacture be fitted, the instruction material must be obtained from the respective manufac
turer.
It is also possible to order such Instruction Manuals from the engine builder or supplier. For this, the following informa
tion is to be provided:
Engine type and number
Engine supplier
Cooler make and type
Desired language
A B
I II
2
4 AP 3
4
AP
II
V
9
5
5b
8
7
D 6 5a DR D
11 12 13 17 14 15 16
95.7274
8 11 7
B A
I II
2
4
II 4 3
AP AP
I
V
5 7
5b
8
D DR 5a 6 D
10
C
16 15 14 17 13 12 11
95.7275
7 11 8
A halfyearly functional check of the charge air bypass flap must be carried out.
For this check the control air piping to the flap controls has to be removed during an operating stop. In this condition the
flap can be checked for ease of movement. This can be done with the aid of an open end spanner which is applied on the
sleeve 1 (see illustration). With its help the flap can be moved from fully open to fully closed and vice versa. Should the
flap jam in any position or be hard to move, it must be dismantled in the following manner:
- Remove flap as complete unit from the bypass.
- Loosen the screws to valve flap 2 and remove them. Remove the valve flap together with the two spring dowel pins.
- Loosen and remove Allen screw 3. Remove sleeve 1.
- Take off limit feeler 5, loosen fastening of flange 4, remove flange. The shaft 6 can now be removed together with the
spur gear wheel 7.
- Loosen fastening to cylinder 8 and remove cylinder.
- Remove spur rack.
Assembling
The assembling of the bypass flap is done analogously to dismantling but in reverse sequence. Attention must be paid
that during assembly the marks on the spur gear wheel 7 mate with the mark on the spur rack 9.
Further attention must be paid that after assembling the valve flap 2 does not touch the housing bore in any position.
Before assembly, all moving parts are to be smeared lightly with MOLYKOTE paste.
Remark Leakages at the vent (see Fig.) indicate defective piston seal rings 11 and 12.
If only the piston seal rings 10 and 11 must be replaced, withdraw first the spur gear wheel 7 from the
shaft 6. For that the valve flap remains in situ.
Attention must be paid that during assembly the marks on the spur gear wheel mate with the mark on
the spur rack.
II - II I
2 II
10
9 III III
5
11
8
12
II
III - III
Entlüftung
VENT
6 7 1
00.7302
4
I
Should, in the course of the halfyearly function check of the wastegate, the valve be jammed in any position or does not
open properly, then the wastegate has to be dismantled in the following manner:
- Remove wastegate as a complete unit.
- Loosen screwed connection to flange 1 and remove flange.
- Loosen and remove screw 2 together with its bush.
- Loosen screwed connection to pressure piece 3 and remove the latter.
- With the aid of a wooden piece press hard on piston 4, till it is metallically seated. Simultaneously press onto valve disc
5 with sufficient force to keep the valve closed. The two grooved cone pieces 6 can then be removed.
- Slowly relieve pressure on piston 4.
- Piston 4, valve 5 and the spring 7 can now be removed.
Assembling
The assembling of the wastegate is carried out analogous to the dismantling but in reverse sequence. The stop plate 10
for the valve stroke limitation as well as the regulating air pressure on the pressure reducing valve 14 may not be varied,
as they have been set in correspondence with the turbocharger specification. The set values are entered in the setting
table.
Before assembly, all parts shall be lightly smeared with MOLYKOTE paste.
II
14
7
8a
12
13
10 10
4
2 6
II
11 2
95.7277 9
8 8
3
The wastegate must be subjected to a monthly function check on the running engine. Should any faults appear or should
the lamp WASTEGATE FAILURE light up in the control room then the wastegate has to be overhauled as described
below:
- Loosen screws 8 to cover 2. Specially long screws are built in for detensioning springs 11 and 12.
Assembling
Attention Should gasket 6 (1 mm thick) need to be replaced, ensure that a gasket of the same thickness is again
fitted.
Before assembling smear all moving parts lightly with clean engine oil.
Remark The holding pressure of the wastegate is adjustable on pressure regulating valve 4. For this adjust
ment utilize the tools contained in testing device 9408.26. With the aid of these adjusting tools the
holding pressure can be correctly set. (Please refer to group 6735-1 of the Operating Manual). The
setting data is recorded in the setting table.
95.7284
3 9 10 11 12 6
Group 7
With a new engine the gear teeth profiles of the pump driving gear wheel 8 have to be inspected after a few weeks in
service.
During a general overhaul the pump has to be dismantled and inspected. Heavily worn parts must be renewed (see Clea
rance and Wear Table 0352-1).
Dismantling
- Drain pump.
- Separate the pipe connections from the pump and close off their openings with blank flanges (e.g. wood) in order to
prevent the entry of foreign bodies.
- Remove all the set bolts clamping the pump to the engine except one.
- Screw in four M16 eye bolts into the pump housing at 'G' (see Fig. 'A') and hang the pump (528 kg) on a lifting hoist.
- Now remove the remaining bolt and press off the pump from the engine with two M16 jacking screws until it is no
longer centred by the dowel pin 19.
- Take away the pump and set it on a flat surface for further dismantling.
- Remove cover 16 and withdraw the pilot valve 1 and spring 17.
- Remove both the covers 11 and turn the pump round until the driving gear wheel 8 points upwards.
- Screw the tensioning jack 9433.07 onto the waisted stud 6 with the special spanner 9431.03 as far as the shoulder of the
thrust ring 7 (piston 22 and cylinder 23 with their faces level). Now unscrew the complete tensioning jack about ½ turn
and connect it to the hydr. hand pump 9408.01 (Fig. 'B').
- Tension the waisted stud with a pressure of 620 bar and hold this pressure constant until the round nut 5 has been
slackened back with a tommy bar by about one turn.
- Release the pressure and remove the tensioning jack.
- Mount the puller 9471.01 and tighten its four bolts 24 evenly and hard until the drive wheel has separated from the
shaft (Fig. 'C'). It may be necessary to strike the back of the puller hard a couple of times with a steel hammer in order
to assist separation.
- After the driving gear has been separated, remove the puller 9471.01 and screw the four bolts 24 in the threaded holes
of the tool so that they do not get lost.
- The driving gear wheel can now be removed.
- Unscrew the bolts 3 and lift off the cover 4 (Fig. 'A1').
- Now the pump transport wheels 10 and 13 can be removed and inspected (see also Clearance and Wear Table
0352-1).
- In the event that the bearing bushes 18 have to be renewed, they have to be pressed out of the pump housing and
bearing cover and the new ones pressed in with a suitable tool.
Reassembly
Preparation:
- Oil all bright parts immediately before assembly.
- Where the waisted stud 6 has been unscrewed from the shaft, it has to be screwed back in until it is fully home at the
bottom of the hole and then tightened with a torque of 50100 Nm.
- The Oring 9 has to be replaced with a new one.
Reassembly:
- Slide both the pump transport wheels 10 and 13 into the pump housing 2 as shown on Fig. 'A1' and put on the cover 4,
this being positioned by dowel pin 9a.
- Tighten the bolts 3 evenly and secure them with locking wire (2 mm Ø).
- Set the driving gear wheel 8 on the shaft whereby the tapered part of the shaft as well as the bore of the driving gear
wheel must be c l e a n and d r y.
- Mount the thrust ring 7 and screw on the round nut 5 until it lands.
Attention Lubricate neither the thread of the waisted stud 6 nor the round nut 5.
- Screw the tensioning jack 9433.07 onto the waisted bolt 6 until on the one hand, the cylinder 23 sits on the thrust ring 7
and on the other, the faces of the cylinder 23 and the piston 22 are level with each other (Fig. 'B').
- Connect up the hydr. hand pump 9408.01 the tensioning jack.
- Build up the pressure to 600 bar and hold this constant while measuring and noting the distance between the outer
face of the driving gear wheel 8 and the machined surface of the bearing cover 4 (see dimension 'K' on Fig. 'A1').
Afterwards fully release the pressure and measure the distance 'K' again.
- When the distance 'K' without pressure in the tensioning jack remains the same as with a pressure of 600 bar tension
ing of the waisted stud 6 can begin. Should, however, the distance 'K' have increased after releasing the pressure, it
will be necessary to remove the driving gear wheel again (see section 'dismantling') it is possible that the tapered part
of the shaft and driving gear wheel were not dry when mounted. In this case the described procedure has to be re
peated.
When the distance 'K' no longer increases after the pressure has been released, the waisted bolt has to be pretensioned
as follows:
- Mount the tensioning jack as described earlier and build up the pressure to 100 bar and hold this constant until the
round nut 5 is fully screwed down onto the thrust ring 7. Release the oil pressure to 40 bar.
- Measure the distance 'X' of the protruding piston 22 and note it down (Fig. 'B').
- Now build up the pressure to 600 bar and hold this constant until the round nut 5 is fully tightened down onto the
thrust ring 7.
- Release the pressure to 40 bar and measure the distance 'X1'.
- When the waisted stud has been correctly tensioned the difference between 'X1 and 'X' = 0.40 ± 0.05 mm. These
measurements must be carried out as a check.
- The nut 5 does not need to be additionally secured.
- After fitting the pressure relief valve and the cover 11, the pump can be refitted to the engine. When doing so, ensure
that the Oring is correctly seated in its groove and that the dowel pin 19 engages properly.
A I-I A1 19 9
II - II
18
19
9a I
II G
8
ZA40S
7
DS 10
6
G 11
5 12
13
K 14
4
15
3
Maintenance
16
2 17
II
3
I
B 20 21
24 9471.01
5 C
22
9408.01 6
V-Mot. / 1995
7101–1/A1
x
95.7528
23 7
x1 9433.07 8
ZA40S Maintenance 7102–1/A1
Fuel Booster Pump
Dismantling and Assembling with EngineDriven Pumps
Dismantling
Assembling
- Clean all the parts carefully and, immediately before assembling the pump smear them with fresh oil.
The Orings 7, 9, 11, 11a and 13 as well as the shaft seal rings 20 and 20a must be replaced by new ones.
When fitting the shaft seal rings 20 and 20a as well as the sealing disc 10 into the pump casing be sure that also the
backing ring 21 and the circlips 8 are in place!
- Fit pump cog wheels 16 and 18 into the pump casing, fit the bearing cover 17 and insert and tighten the screws 19 all
equally and firmly.
- Fit Oring 7 onto the driving shaft.
- Place Oring 11 in the groove, mount the bearing housing 12, insert and tighten the screws 26 equally and firmly and
lock the screws finally with locking wire.
- Fit the driving gear wheel 22 onto the driving shaft. (The tapered part of the shaft as well as the tapered bore in the
driving gear wheel must be specially clean and dry).
- Fit press ring 23, smear the screw 24 on thread and head landing with oil and screw in by hand until seated and tighten
at first to about 20 Nm (= initial position).
- Measure with a depth gauge through one of the holes 'K' the distance 'X' (= outer edge press ring to front face of
driving shaft) and note the dimension (Fig. 'E').
- Tighten the screw 24 further, until the driving gear wheel 22 has been shifted on the shaft by 0.45 ± 0.05 mm, which
must be checked by repeated measuring of the distance 'X'.
The tightening torque is theoretically 190 Nm but the measurable shifting is the decisive factor.
- The screw 24 does not have to be locked.
- Before fitting the pump to the engine, place the Oring 13 into the groove of the pump flange.
- When fitting the pump on the engine the correct position is determined by the dowel pins (Fig. 'A') which must engage
with the holes 6 in the pump casing.
A II B IV - IV
6 AG IV
5 13 14 11a
12
ZA40S
4
11
3
10
2 9
8 15
III 1 III 7
16
17
18
19
Maintenance
24* 23 22 15b 20a 21 20 15a
3
IV AG 6
26
C III - III II D E
25 G 22 22
23
9474.01 24*
(SW30)
I
K
I
7102–1/A1
25a
X
95.7288
1995
ZA40S Maintenance 7103–1/A1
Cylinder Cooling and Raw Water Pump
Dismantling and Reassembly with EngineDriven Pumps
1 2 3 4 5 6 7 8 9 10 11
13
14
15
16
17
0.340.48
18
19 L
6a 95.7292
The following instructions are valid for both the cylinder cooling water and the raw water pump.
The only difference between the two pumps lies in the choice of material, form and position of the pump housing and in
the size of the impeller 17.
With a new engine the gear teeth profiles of the pump driving gear wheel 2 have to be inspected after a few weeks in
service.
During a general overhaul the pump has to be dismantled and the parts inspected. Heavily worn parts must be renewed
(see also Clearance Table 0352/14 and /15).
Should leakage from the pump leakage drain 'L' sharply increase when in service, this indicates that one or both of the
shaft sealing rings 8 and 11 no longer seal properly. Renewal of such a seal requires the dismantling of the pump and the
following to be done beforehand:
- Drain the pump and remove all the pipe connections.
- Remove all set bolts clamping the pump to the engine except one.
- Connect the pump to a lifting hoist with a rope (weight: cylinder cooling water pump 142 kg / raw water pump 184 kg).
- Now remove the remaining bolt.
- Press off the pump from the engine, using two M16 jacking screws, take it away and place it on a work bench for further
dismantling.
Dismantling
- Screw the tensioning jack 9433.07 onto the thread of the shaft 16 and connect it up to the hydr. hand pump 9408.01.
Using the special spanner 9431.03, screw down the piston of the tensioning jack until the faces of the piston 22 and the
cylinder 23 are level. Unscrew the complete hydraulic jack by about a half to a full turn (Fig. 'B').
- Tension the shaft 16 with a pressure of 620 bar and unscrew the round nut 1 by one turn.
- Fully release the pressure. Remove the tensioning jack, round nut 1 and drive wheel 2 from the shaft.
- Unscrew the bolts 13 and remove cover 15.
- Withdraw the impeller 17, shaft 16, bushes 9 and rotary mechanical seal 11 from the pump.
- Slacken off and remove the bolts 5. Separate the bearing housing 6 from the pump housing and remove the sleeve 3
and the shaft sealing ring 8.
- Clean all the parts and check them for wear (see also Clearance and Wear Table 0352/13a).
Reassembly
Preparation:
All the individual parts must be clean and then oiled just before fitting.
The Orings 7 and 14 as well as the shaft sealing ring 8 have to be replaced by new ones before commencing reassembly.
This also applies to the spacer ring 10 and the rotary mechanical seal 11.
Attention It is absolutely essential that during assembly the faces of the following parts are clean, dry and un
damaged:
Shaft 16, impeller 17, bush 9, sleeve 3, driving gear wheel 2 and round nut 1.
Working procedure:
- Slide the sleeve 3 into the bearing bushes 19 and fit the shaft sealing ring 8.
- Fit the bearing housing 6 to the pump housing 12; tighten the bolts 5 evenly and hard and secure them with locking
wire (ensure beforehand that also the Oring 7 has been laid into the bearing housing flange).
- Fit the spacer ring 10 into the pump housing.
- Slide the impeller 17 and bush 9 with the rotary mechanical seal onto the shaft 16 and assemble together.
- Smear the Oring 14 lightly with oil and insert it in the groove in the cover, fit the latter and tighten the bolts 13 evenly
and hard.
- Screw the round nut 1 fully down without lubricating its thread.
- Screw down the hydr. tensioning jack 9433.07 with the special spanner 9431.03 so that the outer faces of the piston and
cylinder are level with each other and then connect it up to the hydr. hand pump 9408.01 (Fig. 'B').
- Tension the shaft with 100 bar, hold this pres 20 21
sure constant and screw the round nut 1 fully
down, then release the pressure to 40 bar.
- Measure the protrusion of piston 22 (dimension
'X') of the tensioning jack and note it down
(starting position).
1
- Increase pressure to 600 bar and keep it
constant until the round nut has been tightened
and is firmly seated.
- Release pressure to 40 bar and measure the pro
trusion of piston 22 (dimension 'X1') of the ten
sioning jack. 22
When the bolt tensioning has been correctly car 9408.01
ried out, the checking dimension amounts to:
'X1' - 'X' = 1.4 ± 0.1 mm
The axial clearance of the shaft will be, with a new
pump and after tensioning shaft, about 0.34 to 0.48
B
mm and this has to be checked. X
When fitting the pump onto the engine, ensure X1
that the Oring 18 has first been inserted in the
flange of the bearing housing 6. 23 95.7293
(9433.07)
The pipes must be connected up to the pump
stressfree.
1 2 3 4 5 6 7 8 9 10 11 12
13
14
15
X
16
17
21 S ’LS’ 19
20
L
18 95.7296
With a new engine the gear teeth profiles of the pump drive wheel 2 have to be inspected after a few weeks in service.
During a general overhaul the pump has to be dismantled and inspected. Heavily worn parts must be renewed (see
Clearance and Wear Table group 0352-1).
Should leakage from the pump leakage drain 'L' sharply increase when in service, this indicates that one or both of the
shaft sealing rings 8 and 11 no longer seal properly. Renewal of such a seal requires the dismantling of the pump and the
following to be done beforehand:
- Drain the pump and remove all the pipe connections.
- Remove all but one of the set bolts clamping the pump to the engine.
Dismantling
Reassembly
Reasembly follows the dismantling procedure, only in the reverse order whereby the following points must be particular
ly noted:
- The bearing bushes 19 have to be lightly oiled. However, the parts 2, 3, 9, 16 and 17 must be dry before assembly.
- The shaft sealing rings 8 and 11 as well as the Orings 7, 14 and 18 must be replaced by new ones.
- Ensure that the dowel pin 20 engages correctly.
- The bolts 5 have to be secured with locking wire (diameter 2 mm) after tightening.
The nut 1 has to be tightened as follows:
- Lubricate the thread of the shaft 16 with oil.
- Screw the nut 1 fully down onto the shoulder of the drive wheel 2, which must be possible by hand.
- Using the torque wrench, tighten the nut 1 to an initial torque of 30+ 50 Nm (= starting point) then determine and
note down the dimension 'X' by means of the depth gauge 9408.16
- The nut 1 has then to be tightened by a further 95+ 50 . Measure the distance 'x' again and note it down as 'X1'.
- When the pump has been correctly assembled and the nuts has been tightened according to instructions:
X1 - X = 0.66 0.70 mm
Axial clearance 'S' = 0.30 0.44 mm
Bearing clearance 'LS' = 0.045 0.091
14 15 16 17 18 19
D Function check
- Unscrew the screws 29 and carefully remove the corset 28 axially. It is now possible to wash the filter element in paraf
fin or Diesel oil and blow it out with compressed air.
Attention When dismantling and reassembling, it is essential to ensure that nothing touches the outer surface
of the filter which could cause damage to it).
- A clan cloth soaked in petrol or gas oil can be used to clean the outer surface of the filter by wiping it along the direc
tion of the wire spool. Never wipe in the axial direction and never use a brush to do this!
It is essential to ensure that the filter outer surface is not jarred in any way during reassembly. The lock washers have to
be replaced under every screw fitted inside the filter.
When guiding in the complete filter insert, ensure that the bottom of same with the rubber ring 23 slides over the guide
neck in the housing 22 without any undue force.
Working procedure
10 20 19 18 17 16
Group 8
Exhaust WasteGate
Dismantling and Assembling
The exhaust wastegate must be checked halfyearly for perfect function. Should problems arise during such a functional
check or should defects be detected, the complete exhaust wastegate must be removed from the engine.
Attention For dismantling and fitting single parts, always fit the torsion protection 2 to prevent the diaphragm
bellows 1 from being damaged.
The adjusting screw 4 for the stroke limit must not be adjusted.
Dismantling
- Fit the torsion protection 2 with two screws 18 of the clamping ring 9 in such a manner that the pin 7 of the diaphragm
bellows 1 meshes with the torsion protection.
- Loosen lock nut 6 while the nut 5 is held in position.
- Loosen nut 5 while the hexagon of the waisted screw 8 is held in position.
- Loosen four screws for the clamping ring and remove the torsion protection as well as the clamping ring.
- Pull the diaphragm bellows 1 together with adjusting screw 4, spring plate 10 and tension washer 12 over the waisted
screw 8. If depending on design a spring 11 is provided, remove it.
- If the spring plate must be disconnected from the diaphragm bellows, loosen three screws 13 while the spring plate is
held in position. Do not hold at the diaphragm bellows!
- Loosen the nut 3 for the diaphragm bellows 14.
- Remove the valve spindle 15 with the valve seat 16, diaphragm bellows 14 and the waisted screw 8.
Remark The diaphragm bellows 14 is shrink fitted on the valve spindle 15.
Small damage on the sealing face 'D' of the valve spindle 15 may be remedied by a slight cut on the lathe, but care must be
taken that as little material as possible is cut off. The sealing face must remain sharp edged.
Any damage on the sealing face 'D' of the valve seat 16 may be remedied by lapping with a suitable lapping plate and fine
grinding paste. Here too the sealing face 'D' must remain sharpedged, and undamaged.
Assembling
Assembling the exhaust wastegate is carried out analogously to dismantling but in reverse sequence, whereby attention
must be paid to the following points:
Heat the diaphragm bellows 14 to 400 °C before shrinking it onto the valve spindle 15, however, the valve seat 16 must
already be placed on the spindle.
Fit the waisted screw 8 with LOCTITE 272.
Apply oil to the threads and seating surfaces of the nuts 3 and tighten the latter with 23 Nm using the torque wrench
9408.17.
Coat the seating surface between the diaphragm bellows 1 and the spring plate 10 with a nonhardening sealing com
pound and tighten the screws 13, whereby only the spring plate has to be held firmly.
Place the preassembled parts with the spring 11 (if provided) on the valve spindle 15.
Align the bores in the diaphragm bellows 1 with the housing 17, and install the clamping ring 9 as well as the torsion
protection 2 as described for dismantling. Coat the sealing face between the clamping ring and the housing with a
nonhardening sealing compound.
After tightening the nut 5 secure it with the lock nut 6 and remove the torsion protection.
For storage turn the torsion protection by 180° and fasten it with the screws 18, thereby the pin 7 is not in gear.
Remark In case the valve seat 16 or the valve spindle seat 15 have been machined, the valve stroke 'S' must be
checked and adjusted as mentioned in the setting table. The valve stroke is to be adjusted with the
adjusting screw 4.
II I-I
S III S
I 9 2 14 17 12 18
1
D
V
4
5
7
6
II
8
15
16
11 10 13
I
EXHAUST GAS
Abgas
III
14 3* 11
00.7303
CONTROL AIR
CHARGE AIR
Steuerluft
Ladeluft
Exhaust Waste-Gate
Dismantling and Assembling MK5 version
The exhaust waste-gate must be checked half-yearly for perfect function. Should problems arise during such a functional
check or should defects be detected, the complete exhaust waste-gate must be removed from the engine.
Dismantling
Remark The balance piston 13 is shrink fitted on the valve spindle 12.
Small damage on the sealing face ’D’ of the valve spindle 12 may be remedied by a slight cut on the lathe, but care must be
taken that as little material as possible is cut off. The sealing face must remain sharp edged.
Any damage on the sealing face ’D’ of the valve seat 14 may be remedied by lapping with a suitable lapping plate and fine
grinding paste. Here too the sealing face ’D’ must remain sharp-edged, and undamaged.
Assembling
Assembling the exhaust waste-gate is carried out analogously to dismantling but in reverse sequence, whereby attention
must be paid to the following points:
D If disjoined before, heat the balance piston 13 up to 400 qC before shrinking it onto the valve spindle 12.
D Fit the elastic screw 7 with LOCTITE 272.
D After tightening the nut 6 secure it with the lock nut 5.
Remark In case the valve seat 14 or the valve spindle 12 seat have been machined, the valve stroke ’S’ must be
checked and adjusted.
II I---I
III S
I 4 13 16 17 3
V
2
II
7
12
1
14
11 9 10 8 6 5
I
EXHAUST GAS
Abgas
III
15* 11
CONTROL AIR
CHARGE AIR
Steuerluft
Ladeluft
Key to Illustrations:
1 Casing upper part 6 Cover
2 Casing lower part 7 Spring
3 Flame trap insert 8 Socket screw
4 Copper joint 9 Valve body
5 Screw plug 10 Housing
Flame trap
During a general overhaul the flame traps (Fig. 'A') which are fitted in the connections of the starting air pipes, must be
checked and if necessary cleaned.
To obtain access to the interior for cleaning, unscrew the plug 5. The holes in the insert 3 must be pushed through.
Replace the old copper joint 4 by a new one.
Smear the thread of the plug 5 for locking with LOCTITE No. 221.
Relief valve
The relief valve to starting air piping (Fig. 'B') can be dismantled after socket screw 8 has been removed. If necessary the
seat surface 45 in housing 10 can be re-machined. The seat surface of valve body 9 is spherically machined.
Should re-machining be carried out or parts of the relief valve be replaced then the opening pressure of 33 bar must be
verified by a check.
The opening pressure can be reduced by machining the spring landing on cover 6 or increased by machining the cover
landing on housing 10, whereby 1 mm stroke difference amounts to about 1.8 bar difference in the opening pressure.
Before assembling smear all internal parts lightly with MOLYKOTE paste.
A B
95.7286
4
10 9 7 6
5
Group 9
All the tools required for the normal maintenance of the engine are listed on the following group 9400---2/A1 onwards.
Listed are also such special tools which are only rarely used and which do not form part of the standard tool kit of the
engine. These tools can be obtained against a special order. A third type of tools are listed which are only made available
on a loan basis. Such tools are identified by a special note in the third column of the tools list.
The information in the third column indicates for what purpose the tool has to be used.
The code numbers in the first column are the same as the tools numbers given in the work sheets. When ordering a tool,
do not forget to give this identifying number and for general tools such as spanners etc. indicate the type and size.
The engine builder reserves to right to alter tools, to remove them from the tools list, or to add new ones to it and no
claims for reimbursement or supplementary delivery can be considered.
The governing factor for the scope of tools delivered is the agreement made upon closing the contact.
Key to Illustrations:
1 Cylinder 4 Piston seal ring (complete)
2 Piston 5 Rod seal ring (complete)
3 Circlip
ØD
3
G 2 NPT / 8 ” 3 1 4
H
95.7289
Ød
ØD
3
G 2 NPT / 8 ” 3 1 4
H
95.7290
5
Ød
The hydraulic pretensioning jacks forming part of the engine tool kit are to be stored, when not in use, in a clean dry
place, where they are protected from any sort of damage and from corrosion attack by a coating of lubricating grease.
(The connections are to be closed by dust caps). During prolonged storage or when used very frequently, the Orings of
the rod and piston seal rings can become hard, thus not sealing well any longer. We therefore recommend storing a quan
tity of these sealing elements (in plastic bags for protection) so that the hydraulic tools are always able to perform well.
When fitting new slide rings please proceed with utmost care, to avoid damaging them, stretching them or deforming
them. Below please find the sealing ring dimensions of the pretensioning jacks for ZALS and ZAVS engine .
Dimension
9410.01 Studs of the crankshaft main 240 165 162 M90 x 6 220 x 214 x 5.8 120 x 125 x 3.8
bearing
9427.01 Studs of the cylinder head and 158 110 142 M60 140 x 135 x 3.8 90 x 94 x 3.8
transverse tie rods
9433.01 Studs of the crankpin bearing 128 69.6 145 M39 x 3 110 x 105 x 3.8 60 x 64 x 3.8
9433.07 Studs for the counterweights 140 96 95 M42 x 3 120 x 115 x 3.8 60 x 64 x 3.8
on the crankshaft
Central screw in the reversing
servomotor
· (only for reversible engine)
Cooling water pump, oil pump
· (with enginedriven pumps)
Tools
Tools List
General Application
93.7462
95.7299
95.7294
95.7295
V 1”
Spanner socket
Driver 1”
1 Pieces AF 46 mm
1 Pieces AF 60 mm
95.7301
1 Pieces AF 14 mm
1 Pieces AF 17 mm V 1/2”
95.7303
V 3/4”
Adapter piece
1 Piece 1” x ¾”
1 Piece ¾” x 1”
1 Piece ½” x ¾”
95.7304
3/4”
95.7305
3/8”
V
Spanner socket with insert
Driver ¾”
1 Piece AF 55 mm
95.7306
Fitting tongs
for SEEGER circlip
1 Piece Type J1
1 Piece Type J2
1 Piece Type J3
95.7307
1 Piece Type A1
1 Piece Type A2
95.7308
Screws Type B4
5 Pieces M 8 x 80
5 Pieces M 10 x 100
5 Pieces M 12 x 100
5 Pieces M 16 x 130 95.7309
5 Pieces M 20 x 150
Ring screws
5 Pieces each of
M10, M12, M16, M20, M24, M30
93.7472
X
2 Pieces X = 6.5 mm
2 Pieces X= 8 mm 95.7310
2 Pieces X = 10 mm
Grip screws
2 Pieces M 6 x 150 mm
2 Pieces M 8 x 150 mm 95.7311
2 Pieces M 10 x 150 mm
1 Combination pliers
95.7312
95.7313
95.7314
95.7316
9408.10
9408.02 Venting valve
9408.03
9408.09 2 HP hoses
Torque wrenches
9408.17 1 Piece 25 w 135 Nm
1 Piece 140 w 560 Nm
93.7477
1 Piece 480 w 940 Nm
95.7318
95.7320
a
9408.26 Testing device
for pneumatic fittings and waste-gate
a) Air pump
b) Pressure gauge 0 w 4 bar c
c) Pressure gauge 0 w 6 bar
d) Pressure gauge 0 w 15 bar f
e) HP-hose
f) Setting tool
91.7079
b e d
95.7321
150
95.7325
Ø 240
95.7327
X = 1’500 mm
95.7330
95.7340
558
870
450
X = 400 mm X
(Design execution Wärtsilä
or Chris Marine)
95.7114
95.7119
X
9421.12 2 Fitting tool
for spring dowel pin in cylinder liner
(non-standard tool)
X = 500 mm 95.7120
X
9421.13 1 Extraction tool
for spring dowel pin in cylinder liner
(non-standard tool)
95.7115
X =726 mm
600 mm
Ø 8 x 120 mm
158
9427.02 7 HP-hoses
3/8” x 600 mm
Ø8
120 95.7345
95.7346
145
95.7348
66
Wärtsilä Italia S.p.A. 13 1995
9400--3/A1 Maintenance ZA40S
105
gasket
95.7350
700
9427.09 2 Jacking screws
for separating the cylinder head from
the cylinder liner
95.7351 M24
365
95.7354
1995 14 Wärtsilä Italia S.p.A.
ZA40S Maintenance 9400--3/A1
95.7355
1350
835
9427.17 1 Turn-over device for cylinder heads
95.7356
ca. 415
95.7357
95.7358
X
00.7306
95.7360
95.7124
95.7451
9427.22 1 Mandrel
for fitting the valve seats
X = 170 mm
95.7452
9427.23 1 Special socket spanner
for relief valve in the cylinder head
X = 620 mm
95.7458
80
Ø 80
valves
consisting of:
M24
9427.26 1 Spindle M24 x 365 9427.26
(a, b, c)
9427.26a 1 Spindle M24 x 600
97
Accessories for the combination tool 9427.25:
9427.30 2 Cones
for the withdrawal of the inlet and ex-
haust valve seats
95.7460
112
9427.31 4 Clamping jaws with two rubber rings
for the withdrawal of the inlet and ex-
haust valve seats
95.7461
170
9427.32 1 Centring disc for:
--- Fitting of fuel injection valve insert
bushes
--- Fitting of valve guide bushes
--- Withdrawal and fitting of inlet and
exhaust valve seats
95.7462
52
452
95.7464
95.7465
9427.37 1 Sleeve
for centring starting air valve during lapping-in
X = 110 mm
95.7467
9427.38 1 Ring
for relapping the seating shoulder of the 95.7468
94.7076
X
Wärtsilä Italia S.p.A. 19 1995
9400--3/A1 Maintenance ZA40S
95.7469
9427.41
Ø 90
V 1”
95.7471
225
364
SW 60
370
95.7475
128
120
Ø8
493
9433.02a 2 Pins to removal device
(only for ZAL-S)
145
95.7477
9433.02b 1 Underlay
to the removal device fitted between 95.7478
hydraulic cylinder and crankpin bearing
upper part
75
95.7481
95.7482
95.7483
9433.07a 1 Round bar Ø 8 x 120 mm
X
95.7121
470
X
a
130
for guiding the crankpin bearing assem-
bly during removal and fitting of a rotat-
ing piston
95.7486
Ø 25
549
95.7493
X
9434.18 1 Piston ring expander
for removal and fitting of piston rings
and oil scraper rings
X = ca. 400 mm
95.7127
Wärtsilä Italia S.p.A. 27 1995
9400--3/A1 Maintenance ZA40S
It consists of:
95.7495
M42
95.7497
M42
95.7498
95.7499
480
M24
95.7502
9442.17 1 Gauge
for checking the cam position
X = 315 mm
X
95.7504
consisting of:
95.7505
331
9442.21 2 Supports
with two screws M20 x 130 each
95.7506
further: ZAV-S
ZAL-S
2 Hydraulic jacks (see tool No. 9408.35)
95.7507
35
M10 a b c
9443.02 2 Threaded spindles M10
for dismantling and assembling the shut-
off valve for starting air
a) Spindle
b) Washer
95.7510
c) Nut
160
9443.03 1 Device
for fitting the housing of the starting air
distributor (with control disc)
97.7566
95.7511
260
M16
95.7513
290
696
95.7517
9455.08 1 Pressure gauge 0---6 bar
9455.10 1 Gauge
for setting the fuel injection pumps
95.7518
9455.11 3 Spacers
95.7519
for cutting out individual fuel injection
pumps
X = 71 mm
95.7520
00.7309
150
9471.01 1 Puller
for the driving gear wheel of the lubri-
cating oil ump
23
(only with engine-driven pumps)
consisting of:
1 Puller flange
4 Screws M16
95.7522
ZAL-S = 150
ZAV-S = 165
150
9474.01 1 Puller
for the driving gear wheel of the fuel
booster pump
(only with engine-driven pumps)
consisting:
1 Puller flange
2 Screws M16
95.7523
2 Clamping segments