B&W & 7editionl-Mcmce Engines

INSTRUCTIONS FOR
L-MC/MCE ENGINES
Edition 7
INSTRUCTIONS FOR WIN ENGINE
TYPE L-MC/tCE
The purpose of this book is to provide general information about the

design and maintenance of BiW 2-stroke crosshead engines.
The contents have been prepared on the basis of engine type L60MC/MCE,
but the book should not be taken to apply to any specific engine, and
some alternative designs have been included.
All references to this book should include title, edition No., and
possibly page No.
Example: Instructions for L-MC/MCE Type Engines,

edition 7, page 901.01-22.
This book is subject to copyright protection. The book must not,

either wholly or partly, be copied, reproduced, made public or in any
other way made available to a third party without the written consent
to this effect from M.A.N.-B&W Diesel A/S.
M.A.N.-B&W DIESEL A/S

Stamholmen 161 . DK-2650 Hvidovre - Copenhagen . Denmark
Cables: bwdiesel . Telex: 16573 bumei dk . Telephone: +45 1 492501
L50MC/MCE CHECKING MO MAINTENANCE PROGRAMME 900-1
L60HC/MCE and list of working procedures Edition 17
L70MC/MCE Page 1 (8)
L80MC/HCE
L90MC/HCE
The Checking and Maintenance Programme The procedures are divided into three
indicates the intervals at which it is categories:
deemed appropriate to inspect the indi-
vidual components of the engine and to A. Condition checking procedures,
carry out overhauls, if necessary, based marked under the heading "Normal hours
on the engine condition or on time cri- of service" by C, deal with the service
teria. condition of a number of engine compo-
nents, and form the basis for estimating
The procedures contained in the instruc- whether further overhauling is neces-
tion book are arranged in a logical sary. In a number of cases the condition
order, and the following Checking and checking procedures refer to Volume 1
Maintenance Programme can be used as a "OPERATION" in which more detailed de-
table of contents. scriptions and working procedures can be
found.
The stated "Normal hours of service" are Where a procedure number is stated under
only to be used as a guidance, as diffe- the heading "Related procedure", it will
rence in the actual service conditions, be appropriate to carry out this proce-
the quality of the fuel oil, lubricating dure at the same time.
oil, treatment of cooling water, etc.
will decisively influence the actual B. Condition-based overhauling proce-
service results, and thus the intervals dures are those procedures which under
between necessary overhauling.. the heading "Normal hours of service"
Design modifications may necessitate a are marked by 0, and opposite which,
revision of the instructions, and in under the heading "Overhaul to be based
that case the revised instructions and on procedure No.", a procedure number is
changed overhauling intervals, if any, stated.
will apply and supersede those origi- This procedure number normally refers to
nally issued (see e.g. our Service one of the above condition checking pro-
Letters). cedures which form the basis of the
overhaul. For this reason, the intervals
Under "Procedure" the word "Replacement" stated are for guidance only.
has been used also: Where several procedures are to be car-
ried out on the same estimation basis,
1. Where exchange to another ready-made and these belong together with regard to
spare part will shorten the stop time the work, this is stated under the head-
of the main engine considerably, for ing "Related procedure".
instance by mounting another piston
complete with piston rings and stuf- C. Time-based overhauling procedures,
fing box. also marked by 0 under the headings
"Normal hours of service" or "Based on
2. Where overhaul and replacement to a observations", are the procedures where
new spare part is the same procedure an actual basis for estimation is lack-
as, for instance, inside inspection ing. It is recommended, therefore, to
of piston crown (procedure No. carry out these procedures at the over-
902-4.1). hauling intervals stated as a basis.
Thus "Replacement" to a new spare part Where a symbol 0 or C is indicated under
usually only takes place due to wear or the heading "Based on observations",
possible damage. this is due to the fact that special
service conditions may make checking or
overhauling necessary beyond the actual
programme.
CHECKING AND MAINTENANCE Normo hours
900-1
=l&y
D
O
PROGRAMME -C of serv ce
TJ
o 3§
Edition 17
L50MC/HCE * : See Vol. 1 Operation d "E i "x
** : See special instructions Z 01 ? ffll
1 60HC/MCE
L70MC/MCE C : Check the condition i 5 3
u
L80HC/MCE
O: Overhaul to be carried oul 1*
U i-
11 OJ o
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-C
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No. PROCEDURE
6 o 2 i CN
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•w a: 5-
901 CYLINDER COVER
-1 Replacement of cylinder cover a 902-2

-1.1 Dismantling
-1.2 Mounting
-2 Replacement of values on cyl. cover 909-6

-2.1 Fuel valve c a 909-7
-2.2 Starting valve D 907-4
-2.3 Exhaust valve . a 0 908-2
-2.4 Safety valve (see 911-1) c 90B-1
-3 Iverhaul of cylinder coyer 0
902 PISTON WITH ROD

AND STUFFING BOX
-1 inspection of piston and rings * X C 903-1

through scavenge ports
-2 Replacement of piston complete with 902-1 0 901-1

jiston rod stuffing box
-2.1 Dismantling
-2.2 Mounting
-3 Checking of piston and piston rings 0
-4 Dverhaul of piston D
-4.1 Replacement of sealing ring i
-A. 2 Replacement of cooling oil pipe
-4.3 Replacement of piston crown and
pressure- test ing
-5 Overhaul of piston rod stuffing box 0 i

-5.1 Removed from engine
-5.2 Inside the engine 9D2-1 0
903 CYLINDER LINER flND

CYLINDER LUBRICATION
-1 Inspection of cylinder condition * X C 902-1

through scavenge ports
(Remove sludge from scavenge box X a
and clean scavenge ports)
-, CHECKING AND MAINTENANCE Normal hours
• I* * i M rltvJOlVWnMt
o
-C of serv ce 900-1
o
•)|4g4i O
o Edition 17
5QMC/MCE * : See Vol • ' Operation o i -j.
,o o
6QMC/MCE ** - êe ipeciol instructions ;^ ; Page 3 (8)
70HC/HCE C : Check the condition i § •• ."^ 3 ij D £ 5
80MC/HCE O: Overhaul to be carried out *g £ a 1 O O o
-C -C -C
^ §
I u 1- 'S o
I 9QMC/MCE r ° £ O o o o I"?
o o
o y
o
No. PROCEDURE 0 §2 i S.
S to
1 i 11
-
-2 ;ylinder liner 0 902-2

Inspection , measuring and recondi-
tioning of cylinder liner
-3 ieplacement of cylinder liner/ 905-2 D

cooling jacket
-3.1 Replacement of c y l . liner, compl .
-3.2 Replacement of cooling jacket on
cylinder liner
-3.3 Transportation of cylinder liner
-3.4 Replacement of cyl. liner with
extremely low lifting height
-4 Checking and adjustment of cylinder * 0

lubricators
904 CROSSHEAD WITH CONNECTING ROD
-1 Check oil drain from crosshead * X C

Hearings
_2 Crosahead bearings
-2.1 Checking of crasshead bearing C 90A-6
clearance 905-2
-2.2 Inspection of crosshead journal 904-' c 0
and bearings
-2.3 Replacement of ccossnead bearing 0
shells *
-5 Checking and alignment of

reciprocating parts o
-6 Checking, inspection and
replacement of crankpin X C 900-2
bearing 90 5-2
-7 Dismantling/mounting of connecting 904-4

rod
905 CRANKSHAFT, THRUST BEARING

AND TURNING GEAR
-1 Checking deflection of crankshaft * X C

rMVI
CHECKING AND MAINTENANCE D
0
Norma hours
or service
900-1
zlSjJ PP*"if
V rvwvjPAMMF
IWVI/VIC -C
»M¥3^ ;° Edition 17
L50MC/MCE * : See Vol . 1 Operation i o '. I ^_ ,
L60MC/MCE ** : See special instructions o Z
-a „
!o
oo
f ; Page 4 (8)
L70MC/MCE C : Check the condition 0 ^ •• SÛ"> ; £ ; 2 ) o
£ 3 u )
t •*
L80MC/MCE O: Overhaul to be carried out
;i 1 4) ) 3 >
Q
:
-n ^
I-s
L90MC MCE P 8J! Y ° Q O \) i
5 a. £ (j „, 3 D D
-0
No. PROCEDURE
t •£
M ) | &1
6 § 2. ug.
-2 )hecking and adjustment of 905-1 X C 904-2
clearance in main bearings 904-6
-3 Inspection of main bearings 905-2 c

-4 Checking of clearance in thrust X C
rearing
-5 Replacement of thrust bearing 905-4 c

segments
-6 Jalancing arrangement fore and

aft (where used)
-7 Checking and overhauling of Axial

Vibration Damper (where used)
906 MECHANICAL CONTROL GEAR
-1 Checking of chain drive, guide- * X C

ways, bolt conn., and lubrication
-2 Chain drive (main and 1" chains)

-2.1 Tightening and adjusting X C
tension of the main chains
-2.2 Checking and adjusting tension of
1' chain
-2.3 Disassembling and assembling of
chains (main chains and 1"
chains)
-3 Inspection of running surfaces on C

cams
-4 Check tightening of bolts in cam- X c
shaft flanges
-5 Camshaft bearings
-5.1 Checking clearance in camshaft c 908-4
bearing
-5.2 Inspection of camshaft bearing
-7 Check adjustment (timing) of X

control gear
-8 Adjustment of camshaft because of 906-

chain wear
-12 Moment compensator (where used) 906-1
c Norma hours
CHECKING AND MAINTENANCE 900-1
s|i*\Y/ J of service
iiijggj. o Edition 17
L50M(VMCt * : See Vol . I Operation o : i
L60MC/MCE ** : See special instructions i Page 5 (8)
L70MC/MCE C : Check the condition Z D
procedure
D
L80MC/MCE O: Overhaul to be carried out > ) > 3
Reloted
L90MC/MCE J l& J j
D )
; o-Z o
PROCEDURE CO •o j
No.
6 g £ <5 JL
907 STARTING AIR SYSTEM
-1 .ubrication of all moving parts 0
-2 Setting of starting air X C

distributor
-3 inspection and overhaul of main X C

starting valve (ball valve)
-4 Iverhaul of starting air valve 0 901-2
-5 Governor, exchange of oil ** 0
-6 "unctional check of over-speed #•*

C
device
r
-7 unctional check of speed-setting **
C
system (Engine with bridge-control
system)
908 EXHAUST VALVE
-1 Overhaul and adaptation of high- C

pressure pipe
-2 Overhaul of chamber type exhaust 0 0 901-2

valve with pneumatic piston
-3 Checking, adjustment and over- 0

hauling of hydraulic exhaust
valve actuator
-4 Inspection of roller guides X C 908-5
-5 Lifting of roller guide for *

c
exhaust valve
-6 Emergency running with open

exhaust valve
-7 Checking exhaust cam adjustment

CHECKING AND MAINTENANCE Normal hours
-KV ^t PROGRAMME of service 900-1
J
j^gf 1 o 1
Edition 17
50MC/MCE * : See Vol . 1 Operation a ° w I
s§
X
L60MC/MCE ** : See special instructions S Paae 6 (8)
L70MC/MCE C : Check the condition 5
D "
> 3 : 5 w 3 o
v
O: Overhaul to be carried out j2
^ "s - 1i"753> :
D
L80MC/MCE 3
1
1C
L90MC/MCE
£ o- £
|o § 1 o<u -a
} 1|
No. PROCEDURE
6 o £ 5 Q,
CN
•*
CO
1* m
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909 FUEL OIL SYSTEM
-1 Checking and adjustment of * C

fuel pump lead
-1 .1 Checking
-1.2 Adjustment
-2 Adjustment of fuel pump cam 909-1 0
-3 Jverhaul of fuel pump 0

-3.1 Replacement of fuel pump
barrel assembly
-3.2 Replacement of sealing rings
-3.3 Overhaul of suction valve and 0
top cover
-3.4 Overhaul of piston for 0-posi-
tion of index rack
-4 [nspection of fuel pump shock C

absorber
-5 .ifting gear for fuel pump X C

roller guide
-6 Overhaul of fuel valve C 0 901-2

(C means pressure test only)
-7 Overhaul of fuel oil high- 0 901-1

oressure pipe/distributor block
-8 Overhaul of pneumatic reversing

mechanism
Inspection of fuel pump roller

guide, see 908-4.
910 TURBOCHARGER SYSTEM
-1 Replacement of filter elements *

0
in turbocharger inlet
-2 Overhaul of turbocharger **
0
-3 Inspection and overhaul of «(»*) C

protective grating for turbo-
charger gas inlet
CHECKING AND MAINTENANCE Normal hours
PROGRAMME J of service 900-1
I Based on observations
"So
*Jt3-)3J 1° Edition 17
L50MC/MCE * : See Vol . 1 Operation
1 60MC/MCE ** : See special instructions >° D
Page 7 (8)
L70MC/MCE C : Check the condition J
D "
^°> /i
D
n
5
n
o
5
procedure
O: Overhaul to be carried out D 2
L80MC/MCE
1 ft
Related
190MQ/MCE 3 ° (5 o 3
5 a- £ 8 a>
X
1
LI £
No. PROCEDURE CN
ui.
Cleaning of turbine side of *(»*) 0
-*
:urbocharger
-5 Air Cooler
-5.1 Cleaning of air cooler *
0 D
-5.2 Replacement of air coaler 0
element
-6 Replacement of non-return valve X 0
-8 Replacement of auxiliary blower
911 SAFETY EQUIPMENT
-1 Safety valve setting C
-2 Relief valve, functional test C
-3 Functional test of alarm system for *-*• X C

thrust bearing and slow-down/shut
down system
-4 Checking and adjustment of pressure C

gauges
-5 Checking and adjustment of thermo- *# C

meters
-6 Checking and adjustment of thermo- **

C
stats
-7 Checking and adjustment of pres- **

C
surestats
-8 Checking and adjustment of turning *•*
gear switch
912 ASSEMBLY OF LARGE PARTS
-1 Re-tightening of holding-down X C
bolts, and end-chock bolts
-2 Re-tightening of bolts for C

cylinder frame
-3 Re-tightening of stay bolts X C

- W >|
CHECKING AND MAINTENANCE | Norma hours
of service 900-1
•â^**^+j PPOC^RAKAKAF
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•]j^-!3i ! o
1°
I
Edition 17
L50MC/MCE * : See Vol . 1 Operation i .0 . 1 ^-^ >
L60MC/MCE ** : See special instructions

C : Check the condition
.s ' o
o°
>"lf)
1 1
)
5 o
i Page 8 (8)
L70MC/MCE o t •• j 1
D
> *-"
L80MC/MCE O: Overhaul to be carried out
-,i° ! « ) 3 3
> D
L90MC MCE P SiS o o
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0 D 3
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£"8
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No. PROCEDURE 04 •"* 11 1
6 % £ 6H OH Q.
913 GENERAL TOOLS
-1 Application of hydraulic tools

-1.1 Loosening of nut
-1 .2 Tightening of nut
-1.3 Subsequent checking of bolt
tightening
-1 A Hydraulic tools - Maintenance
-2 Hydraulic nut
-5 Tightening with torque spanner
-6 Tightening according to tightening

gauge
-7 .ocking of screws and nuts
-10 imergency procedure for dismounting

the hydraulic ring
10
901.01-22
CYLINDER COVER
GENERAL
The cylinder cover is made of steel The cylinder cover nuts each consist
and has a central bore for the ex- of an inner nut fitted on the cover
haust valve, which is attached by stud and bearing against the piston
means of four studs. The cover fur- of the tightening device, and an
thermore has bores for the fuel val- outer ring-shaped nut suiting the ex-
ves, which are resiliently mounted by ternal thread of the inner nut. The
means of sprinq housings with disc underside of the outer ring-shaped
springs under the nuts of the studs. nut is spherical and bears against a
Other bores have been provided for corresponding spherical washer.
starting valve, starting air inlet,
safety valve and indicator cock. When tightening the cover, the inner
nut, and thus the piston of the
A ring is welded to the underside of tightening device, is screwed on with
the cylinder cover whereby a cooling the aid of a face spanner. When hy-
space K is formed. draulic pressure is applied to the
Another cooling water space is formed system, the piston of the tightening
around the exhaust valve seat, when device is pressed upwards resulting
the exhaust valve is mounted. These in the cover stud being slightly
two spaces communicate through a lengthened, following which the outer
large number of obligue/radial cool- ring-shaped nut can be screwed up
ing bores. with a tommy bar. When the system is
relieved of hydraulic pressure, the
The cooling water is supplied from tightening pressure is transmitted to
the upper part of the cooling jacket the outer nut, and on through the
surrounding the cylinder liner and washer to the cylinder cover.
passes through water transitions and
bores in the cover to the space K. A snap-on coupling for connection of
From here the water is led through the hydraulic high-pressure pump is
the cooling bores to the space around fitted between two of the tightening
the exhaust valve seat and continues devices at the manoeuvring side of
through the bores and water transi- the engine. Between the other devices
tions to the exhaust valve and outlet there are bleed screws that are to be
pipe. opened when filling or venting the
system.
HYDRAULIC RING FOR CYLINDER COVER The hydraulic ring is attached to the
cylinder cover by means of four eye
The cylinder cover is tightened screws which are also used when lift-
against the top of the cylinder liner ing the cover. The ring proper can be
by means of nuts and studs fitted in lifted by removing the eye screws and
the cylinder block. On top of the fitting larger eye screws that fit an
cylinder cover a steel ring is loca- internal thread in the holes. How-
ted incorporating a hydraulic tight- ever, the ring is not usually to be
ening device for each of the cover separated from the cylinder cover.
attachment studs. The cylinders of
the tightening devices are arranged In an emergency situation, the nuts
as bores in this ring, inter-connect- can also be loosened by means of a
ed through drilled oil ducts. Each special spanner. However, this
cylinder is eguipped with a ring- spanner must never be used for
shaped piston and two sealing rings. tightening-up purposes.
11
PLATE 90101-34 CYLINDER COVER
L60MC/MCE
A - A
H Y D R A U L I C R I N G FOR C Y L I N D E R C O V E R P L A T E 90102-20
L60MC/MCE
A-A
Notes
901-1 REPLACEMENT OF
Edition 49 CYLINDER COVER

Data 1 ( 1 )
SAFETY PRECAUTIONS
[^<3 Stopped engine

^^1 Block the starting mechaniim
^^1 Shut off starting air supply
^<Q Engage turning gear
P>^ Shut off cooling water
fr<j Shut off fuel oil
[__J Shut off lubrication oil
I j Lock turbocharger rotors
13, 17, 19, 22, 24, 27

30, 32, 36
° 4, 6, 10, 17
41, 50, 65
80-300 Nm
10
4 x 1600 kg
DATA: 3m
D-1 Weight of high-pressure

pipe. .38 kg
D-2 Hydraulic dismantling
pressure for cylinder
cover 900-990 bar
D-3 Weight of cylinder
cover complete 2740 kg
D-4 Hydraulic tightening
pressure for cylinder
cover 900 bar
D-5 Tightening torque -
fuel oil high-pressure
pipe (fuel pump/distri-
butor block) 200 Nm
0-6 Tightening torque-
high-pressure pipe
(exhaust valve) 70 Nm
901-1.1 DISMANTLING OF 901-1.1
CYLINDER COVER Edition 49
1. A. Set the blocking device on the

main starting valve in the
"BLOCKED" position.
B. Engage the turning gear.
C. Open the indicator cocks.
D. Close the inlet and outlet

valves for cooling water.
E. Open the vent and drain cocks

for cooling water. As soon as
the cylinder cover has been
emptied of water, close the
drain cocks again.
F. Close the fuel oil inlet valve.
G. Shut off the control air supply

and safety air supply before
venting the manoeuvring system
through the ball valve.
Also shut off the air supply on

the reduction unit for the
hydraulic/pneumatic exhaust
valve, and vent the system.
901-1.1 DISMANTLING OF 901-1.1
Page 2 (4) L60MC/MCE
2. Remove the outlet pipe for cooling

water from the exhaust valve.
3. Remove the protective jacket en-

closing the intermediate pipe be-
tween the exhaust receiver (with
compensator) and the exhaust
valve. Dismount the clamp from the
flanges exhaust pipe/intermediate
pipe. Dismount the screws inter-
mediate pipe/exhaust valve, and
remove the intermediate pipe.
4. Remove the screws which fasten the

high-pressure pipe to the oil
cylinder on the exhaust valve and
the hydraulic activator, and lift
away the high-pressure pipe.
Dismount the drain oil pipe from

the exhaust valve to the hydraulic
activator, the air pipe for the
pneumatic exhaust valve and the
sealing air pipe.
DISMANTLING OF 901-1.1
Page 3 (4)
5. Dismount the high-pressure fuel
pipe from the pump to the distri-
butor block.
Dismount the return oil connection

from the fuel valves at the dis-
tributor block.
Disconnect the drain pipe from the
fuel alarm.
Disconnect the control air pipes

from the alarm system.
Disconnect the control air pipe

from the starting valve.
Remove the screws in the flange

connection for the starting air
pipe.
6. Connect the high-pressure pump to

the snap-on coupling on the hy-
draulic ring. Vent the system and
increase the pressure as stated
under D-2, cf. procedure 913-1.
Loosen the outer nuts somewhat,
then relieve the system. Remove
the high-pressure pump and unscrew
the nuts.
D-2®
9Q1-1.1 DISMANTLING OF 901-1.1
Page * W L60MC/MCE
7. Hook on the engine room crane to
the lifting attachment on top of
the exhaust valve.
Lift away the cylinder cover com-
plete and land it on, for in-
stance, a couple of wooden planks.
Remove and discard the sealing
ring between cylinder cover and
cylinder liner.
yui-i.2 MOUNTING OF 901-1.2
L60MC/MCE Page 1 (?)
1. Lift the cylinder cover by means

of the crane and carefully wipe
the contact surface which faces
the cylinder liner.
Place a new sealing ring on top of

the cylinder liner.
D-3 Loosen the cooling water connec-

tions and provide the cooling
water connecting pipes with new
0-rings, lubricating them with
grease or soft soap.
Lower the cover carefully into po-

sition. During the landing, care-
fully check that the cooling water
connecting pipes "catch" the cool-
ing water connections correctly.
When the cylinder cover is in its
correct position, tighten the
cooling water connections.
2. Mount the cover nuts with spheri-

cal washers on the studs and screw
down by means of a tommy bar in-
serted in the inner nuts.
NB Check that the inner nuts have

pressed the pistons completely
down. Then turn the inner nuts one
half revolution back. Check that
the outer nuts are completely
free.
Connect the high-pressure pump at

the snap-on coupling. Vent the hy-
draulic system, then raise the
pressure as stated under D-4.
Screw the outer nuts down against
the hydraulic ring, then relieve
the system of pressure.
20
901-1.2 MOUNTING OF
Page 2 (3)
Note: To facilitate mounting and dis-
mounting of the flange clamps
and to prevent seizure on ac-
count of heating, coat the con-
tact faces of the flanges (ex-
haust pipe/intermediate pipe,
the inside of the clamp, the
thread of the screw of the
clamp, and the screws of inter-
mediate pipe/exhaust valve with
"Never Seez NS 160" or a corre-
sponding preparation.
3. Place the intermediate pipe be-

tween the exhaust pipe and the
exhaust valve. Align the inter-
mediate pipe so that the holes in
the flange of the intermediate
pipe are in line with the threaded
holes in the exhaust valve. Mount
screws with washers in the inter-
mediate pipe/exhaust valve flanges
and tighten up the screws in
crosswise succession.
4. When mounting the clamp connecting
the compensator and the inter-
mediate pipe/exhaust valve it may,
in some cases, become necessary to
use the "compensator extender"
tool. Fit the screw and nut to the
angle iron on the compensator
flange, together with the "compen-
sator extender", and use these
tools to bring the compensator
into alignment with the exhaust
valve intermediate pipe.
901-1.2 MOUNTING OF 901-1.2
L60HC/MCE Page 3 (3)
5. Mount the plate jacket with insu-

lation round the intermediate
pipe.
Mount the outlet pipe for cooling
water from the exhaust valve.
Mount the air pipe for the pneuma-
tic exhaust valve, the sealing air
pipe and the drain oil pipe.
Attach the insulation jacket,
mount the cooling water outlet
pipe, and fasten the water connec-
tions on the exhaust valve.
Mount the return oil pipe, the
sealing air pipe and the air pipe
for the pneumatic exhaust valve.
6. Fit and adjust the high-pressure
pipe for the hydraulic valve gear,
and then fasten it (see 908-1).
Fit the fuel oil high-pressure
pipe between fuel pump and distri-
butor block (checking that the^
pipe fits properly at the seats
and that all parts are clean and
provided with new 0-rings). Lift
the union nut up on the pipe and
tighten the coupling piece with
the special spanner head and by
means of the torque spanner (see
Data).
Lower the union nut and screw it
on to the coupling piece by means
of the hook spanner.
Connect the outlet pipe from the
-5 return oil pipe on the fuel
valves. Connect the air hoses and
outlet pipes to the fuel oil alarm
system.
Mount the starting air pipe and

control air pipe for the starting
valve.
Shut the drain valves and open for
the cooling water inlet. After
venting of the cylinder section,
shut the vent cocks and open the
cooling water outlet valve.
Open for fuel oil, lubricating oil
and air to the alarm system.
Note:
The air supply to the valve shall
always be connected before starting
the camshaft oil pumps.
This is very important, because
otherwise the valve will open more
than normal.
901-2 REPLACEMENT OF
Edition 44 VALVES ON
Data 1 (1) CYLINDER COVER
SAFETY PRECAUTIONS
[XI Slopped engine

fc^l Block the starting mechanism
P<3 Shut off storting oir supply
|^^l Engage turning gear
|^^l Shot off cooling water
£35hut o" fuel °M

[XI Shut off lubrication oil
f j Lock turbochorger rotors
10, 17, 19, 22, 24, 30

32, 36
80-300 Nm
1500kg
4x ,m
1 x 3 m
DATA:
D-1 Tightening torque - fuel

oil high-pressure pipe
(fuel valve/distributor
block) 100 Nm
0-2 Tightening torque -
starting valve nuts 175 Nm
D-3 Weight of exhaust valve.. 727 kg

pressure for exhaust VTV
valve 900 - 990 bar
Hydraulic tightening
pressure for exhaust
valve 900 bar
901-2.1 REPLACEMENT OF 901-2.1
FUEL VALVE Edition 44
1. Close the fuel oil inlet and out-
© let valves, and drain the high-
pressure pipe and the fuel valve.
Unscrew the union nut by means of

the hook spanner and take the
union nut with protective hose up
along the pipe. Unscrew the coup-
ling piece at both ends of the
pipe (fuel valve and distributor
block ends).
Remove the high-pressure pipe.
Disconnect the return oil pipe

from the fuel valve.
Unscrew the nuts on the spring

housings and remove the housings.
2. Take out the valve. If the valve

is sticking, use the two lifting
tools (the illustration shows how
to place and use one of these
tools).
3. Thoroughly clean the valve bore in

the cylinder cover and check the
seating in the bore for marks
which, if any, must be elimina-
ted. (For reconditioning of valve
bore in cylinder cover, see
901-3).
After reconditioning of the seat-

ing in the bore, and thorough
cleaning of bore and seating, make
the overhauled fuel valve ready
(for overhaul, see 909-6) by pro-
viding it with new 0-rings, and
lubricating it with molybdenum di-
sulphide (MoS2).
Mount the valve in position in the

cylinder cover.
901-2.1 REPLACEMENT GF 901-2.1
Edition 44 FUEL VALVE
4. Fit the spring housings and
tighten the fixing nuts tili the
top face of the pressure disc is
flush with the top face of the
spring housing. This must be done
with great care, as the spring
tension in the housing determines
the correct tightening of the fuel
valve to the cylinder cover as
well as the correct compression of
the fuel valve.
5. Check the fuel oil high-pressure
pipe for marks on the seating sur-
faces, replace the 0-rings on the
high-pressure pipe (for overhaul
of high-pressure pipe and recon-
ditioning of seating in distribu-
tor block, see 909-7).
6. Check the adjustment of the high-

pressure pipe and re-connect the
pipe. Tighten the coupling pieces
to the torque indicated on the
Data sheet. (Use the special span-
ner head).
Tighten the union nuts to the

coupling pieces by means of a hook
spanner. (The illustration shows
how to assemble the high-pressure
pipe at the fuel-valve end; con-
nection to the distributor block
is made in the same way, by tigh-
tening the coupling piece to the
same torque).
Re-connect the return oil pipe to

the fuel valve.
Turn on the fuel oil supply.

STARTING VALVE Edition 44
L60MC/MCE Page 1(1)
© 1. Shut off the starting air and con-

trol air inlet.
Dismount the control air pipe.
Unscrew the fixing nuts of the
starting valve.
2. Release the starting valve by
means of nuts on the two studs.
3. Carefully clean the starting valve
bore in the cylinder cover and, if
necessary, recondition the seat
for the starting valve in the
bore, see 901-3.
After fitting a new 0-ring, lubri-
cate an overhauled starting valve
with molybdenum disulphide,
(MoS2), (for overhauling, see
907-4). Then mount the valve in
the bore of the cylinder cover.
Mount and tighten up the distance
pieces and nuts. See Data.
Mount the control air pipe and
turn on starting air and control
air.
D-2
Edition 44 EXHAUST VALVE
Dismantling
©
1. Close the cooling water inlet and
outlet, and drain the exhaust
valve.
Disconnect the cooling water out-

let pipe from the exhaust valve.
Dismount the return oil pipe and

the sealing air pipe from the ex-
haust valve.
Dismount the air pipe for the

pneumatic exhaust valve.
Remove the plate jacket with insu-

lation from the compensator.
Remove the intermediate pipe, see

901-1.1.
2. Dismount the high-pressure pipe

for the hydraulic valve actuation.
Remove the protective caps from

the exhaust valve studs, and mount
the four hydraulic jacks.
Connect the high-pressure pump to

the jacks by means of the distri-
butor block and four high-pressure
hoses.
Bleed the hydraulic system and
D-3
raise the pressure as indicated
(D-4). Then loosen and remove the
nuts. See procedure 913-1.
Mount the lifting tool on top of

the exhaust valve.
Attach the crane to the lifting

tool on top of the valve and lift
it away.
Clean the exhaust valve bore in

the cylinder cover carefully and
recondition the seating and seal-
ing surfaces of the bore, if re-
quired (see 901-3).
D-4
EXHAUST VALVE Edition 44
Mounting
. Lift the overhauled exhaust valve,
provided with new 0-rings on the
seat. Loosen the screws for the
water connections and fit new 0-
rings. Lubricate all 0-rings with
molybdenum disulphide (MoS2).
Position the valve in the cylinder
cover bore, guiding it in accord-
ance with the exhaust flanges and
the water connections.
Before mounting the valve on the
engine, connect compressed air to
the pneumatic piston to keep the
exhaust valve closed during the
mounting.
i. Mount the nuts and the hydraulic
jacks. Raise the pressure to the
value indicated in Data and
tighten up the nuts. Relieve the
system of pressure, remove the
pump and the high-pressure pipe,
and fit the protective caps.
When mounting the clamp connecting
the compensator and the intermedi-
ate pipe/exhaust valve it may, in
some cases, become necessary to
use the "compensator extender"
tool. Fit the screw and nut to the
angle iron on the compensator
flange, together with the "compen-
sator extender", and use these
tools to bring the compensator in-
to alignment with the exhaust
valve intermediate pipe.
Attach the insulation jacket,
mount the cooling water outlet
pipe, and fasten the water connec-
tions on the exhaust valve.
Mount the return oil pipe, the
sealing air pipe and the air pipe
for the pneumatic exhaust valve.
Open the lub. oil supply and the
cooling water supply to the ex-
haust valve.
Disconnect the compressed air and
connect the normal air supply.
Note:
than normal.
Edition 44 SAFETY VALVE
page 1 (D L60MC/MCE
1. Unscrew the safety valve From the

cylinder cover.
For overhauling of safety valve,
see 911-1.
2. Pierce the bore in the cylinder

cover, and blow it clean.
3. Mount a safety valve, which has

been overhauled, in the cylinder
cover.
901-3 OVERHAUL OF
Data 1 (1)
SAFETY PRECAUTIONS
Q | Stopped engine
^ \ Block the starting mechanism
Q j Shut off starting air supply
\^_\ Engage turning gear
I _j Shut off cooling water
[ j Shut off fuel oil
|^._| Shut off lubrication oil
U ] Lock turbocharger rotors
17. 19
f=
2 m.
,e max lift 1800 kg
4 x M30
80-300 Mm
280-760 Nm
DATA:
D-1 Weight of hydraulic ring 150 kg
D-2 Weight of cylinder cover 1550 kg
D-3 Screwing-in torque for

, exhaust valve studs .... 450 Nm
0-4 Screwing-in torque for

fuel valve studs 140 Nm
u
-5 Screwing-in torque for
starting valve studs .... 175 Nm
D
-6 Weight of exhaust valve
stud 10 kg
901-3 OVERHAUL OF 901-3
U60MC/MCE Page 1 (5)
1. Dismount all valves and pipes on

the cylinder cover.
Dismount all studs on the top side

of the cylinder cover.
Dismount the distributor block for
the fuel valves.
Remove the eye screws which secure

the hydraulic ring to the cylinder
cover. Mount eye screws for lift-
ing the ring in the threaded holes
and lift the ring away by means of
a crane.
2. Recondition the valve bores as

described in the following.
D-2
=4=
9Q1-3 OVERHAUL OF
page 2 (5)
3. Fuel valve bore

The tool consists of a common
spindle with handle, and of a
guide, a carbon cutter, a seating
face cutter, and a grinding man-
drel.
Clean the fuel valve bores, using
the carbon cutter. If reguired,
recondition the fuel valve seating
using the appropriate cutter.
Grind the seating by means of the
grinding mandrel and a grinding
compound (e.g. Carborundum No.
200).
After the milling/grinding, clean
the bore and seating carefully,
and check the seating for damage
marks.
OVERHAUL OF 901-3
Page 3 (5)
4. Exhaust valve bore
The tool consists of a spindle

with handle and a grinding disc.
After cleaning the valve bore and

seating, grind the seating by
means of the grinding disc and a
grinding compound (e.g. Carborun-
dum No. 200).
After the grinding, clean the bore

and seating carefully, and check
the seating for damage marks.
5. Starting valve bore

The tool consists of a guide, a
cutter, and a grinding disc. The
handle is the same as that used
for the fuel valve bores, but the
distance piece is also used.
Recondition the starting valve

bore and seating in the same way
as described for the fuel valve
bore.
When replacing valves on a cylin-
der cover that is mounted on the
engine (901-2), recondition the
valve bores/seating in the same
way as described here, but do not
dismount the studs.
6. Clean the bores for safety valve/

indicator cock.
D-2 Turn over the cylinder cover and
place it on a couple of wooden
planks.
7. When it becomes necessary to re-

condition the cylinder cover's
contact liner, grind the cover by
means of the grinding tool.
Regarding the use of the grinding
tool, see special instruction.
After completing the grinding,

dismount the grinding tool and
turn the cylinder cover the right
way up. Take care that the contact
surfaces of the cylinder cover are
protected against blows and im-
pacts.
8. Mount the hydraulic ring.
Mount the valve studs, tightening

up the studs according to the
screwing-in torque stated on the
data sheet. Make sure that the
fuel valve studs are correctly
mounted, (see illustration).
Provide the water connection

flanges with new gaskets.
Mount all valves, high-pressure
pipes, and return oil pipes as
well as distributor block for fuel
oil so as to make the cylinder
cover ready for replacement (for
mounting of valves, see 901-2).
D-3
D-5
C Y L I N D E R C O V E R PANEL PLATE 90151-AT
L60MC/MCE
P L A T E 90161-31 TOOLS
L60MC/HCE
0/5 H
902.01-22
PISTON WITH ROD AND

STUFFING BOX
PISTON AND PISTON ROD rod foot into the crosshead.
Plate 90201 PISTON ROD STUFFING BOX
The piston consists of two main The bore for the piston rod in the
parts: bottom of the scavenge air box is
piston crown and fitted with a piston rod stuffing box
piston skirt. which is designed to prevent the
lubricating oil in the crankcase from
The piston crown is tightened to the being drawn up into the scavenge air
upper end of the piston rod by means space. The stuffing box also prevents
of screws. The piston skirt is scavenge air (in the scavenge air
tightened to the piston crown by space) from leaking into the crank-
means of screws. case.
The piston crown is provided with The stuffing box is mounted on a

chromium-plated grooves for four flange which is bolted to the under-
piston rings. All the piston rings side of the double-bottom of the
have oblique cuts - two have right- scavenge air box. The stuffing box is
hand, and two have left-hand cuts. At removed together with the piston rod
the top, the piston crown has three during piston inspection, but can
cut-outs for the fitting of tools also be dismantled for inspection in
when the piston is to be lifted. the crankcase while the piston re-
mains mounted in the engine.
The piston rod has a through-going
bore for the cooling oil outlet pipe, The stuffing box housing consists of
which is secured to the piston rod two parts which are bolted together.
top. The cooling oil is supplied The . housing is provided with eight
through a telescopic pipe connection machined ring grooves, the three
on the crosshead and passed through a uppermost of which are fitted with
bore in the foot of the piston rod sealing rings to prevent scavenge air
and on through the bore in the piston from passing downwards along the
rod to the piston crown. piston rod. The uppermost of these
sealing rings is a combined sealing
The oil is passed on through a number and scraper ring, provided with an
of bores in the thrust part of the oblique edge, which serves to prevent
piston crown and to the outlet pipe sludge from the scavenge box from
in the piston rod. From the bore in being drawn down to the other sealing
the piston rod foot the oil is led rings.
through the crosshead to a discharge
spout and to a slotted pipe inside The five lowermost ring grooves are
the engine frame as well as through a fitted with scraper rings which
control device for checking the flow. scrape the lubricating oil off the
piston rod. From the four lowermost
The piston rod foot rests on the grooves the oil is returned to the
crosshead, and is guided by a recess crankcase, through bores in the stuf-
in the crosshead. Furthermore, the fing box housing.
piston foot has an exchangeable shim
to match the different layout of the Through bores in the housing and a
engine. The rod is secured to the pipe, the uppermost scraper ring
crosshead by means of four screws groove communicates with a control
that are screwed through the piston funnel on the outside of the engine.
902.02-22
This funnel provides a means of

checking that the sealing rings and
scraper rings are functioning cor-
rectly: - blow-by of air indicates a
defective sealing ring, while escap-
ing oil points to defective scraper
rings.
Each of the two sealing rings con-
sists of a four-part base ring which
accommodates eight sealing segments
guided by four cylindrical pins. The
parts are held in place round the
piston rod by means of a helical
spring which is bedded in a machined
groove on the outside of the base
ring.
Each of the five scraper rings con-
sists of a tripartite base ring. Each
ring section has two machined gro-
oves, each designed for a pressed-in
lamella with a scraping edge facing
the piston rod. Scraped-off oil is
led away through bores in base ring
and stuffing box housing and returned
to the crankcase.
Like the sealing rings, the scraper
ring segments are pressed against the
piston rod by the action of a helical
spring fitted in an external groove
on the base ring.
Gaps at the ends of the ring segments
and slight flattening at the ends of
the curved contact surface of sealing
and scraper ring segments ensure that
the rings will bear against the pis-
ton rod even in worn condition.
40
PISTON AND PISTON ROD PLATE 90201-52
t60MC/MCE
PLATE 90205-30 PISTON ROD STUFFING BOX
L60MC/MCE
050
42
902-2 REPLACEMENT OF 902-2
Edition 36 PISTON COMPLETE
Data 1 (1) WITH STUFFING BOX L60MC/MCE
SAFETY PRECAUTIONS
<l Stopped engine

Block the storting mechonism
Shut off storting oir supply
fc^ Engoge turning gear
\^1 Shut off cooling water
|X| Shut off fuel oil
[53 shut °ff ^"cation oil
j | Lock turbochorger rotors
17, 19, 24, 30, 36
41
20-100 Nm
280-760 Nm
DATA:
D-1 Piston complete 1326 kg

"-2 Tightening torque
of piston 590 Nm
0-3 Telescopic pipe 29 kg

0-4 Tightening torque
of telescopic pipe 50 Nm
902-2.1 DISMANTLING OF PISTON 902-2.1
Edition 36
L60HC/MCE Page 1 (3)
1. Turn the crosshead down far
enough to give access to the
piston rod stuffing box, the
tightening screws for the piston
rod, and to the telescopic pipe.
2. Release the stuffing box by re-
moving the innermost screws with
locking devices from the stuffing
box flange.
3. Remove the screws from the piston
rod.
Mount the two distance pieces on
the piston rod foot for protecting
the lower scraper ring and for
guiding the stuffing box.
4. Dismount the cylinder cover, see
procedure 901-1 .1.
Carefully smooth out any wear
edges at the top of the cylinder
liner by using a hand grinder, see
procedure 903-2.1.
AA
902-2.1 DISMANTLING OF PISTON
Edition 36
page 2 (3)
5. Mount the lifting tools, for sus-
pension of the telescopic pipe, on
the pipe flange and the stuffing
box.
Turn the crosshead . to TDC, while
checking that the guide pins of
the distance pieces enter the
holes in the stuffing box.
Dismantle the telescopic pipe from
the bend and suspend it from the
frame box topplate.
Note!
When a piston is dismantled, never
turn the engine without first dis-
mantling the telescopic pipe from
the crosshead.
6. Clean the lifting grooves of the
piston crown and mount the lifting
tool in such a manner that the two
'fixed1 claws of th~e tool fit into
two lifting grooves of the piston.
Fit the third adjusting claw of
the tool to the remaining lifting
groove and tighten it up against
the stop of the tool.
7. Turn the crosshead down far enough
to mount the protecting shield on
the crosshead bearing cap.
902-2.1 DISMANTLING OF PISTON 902-2.1
Edition 36
Lift out and land the piston with

stuffing box in the support placed
beforehand over one of the open-
ings in the platform.
Place a cover over the opening for

the piston rod stuffing box in the
bottom of the cylinder unit.
Clean, measure and recondition the
cylinder liner, see procedure
903-2.1.
D-1
902-2-2 MOUNTING OF PISTON 902-2.2
Edition 36
Page L60MC/MCE
1 Mount the lifting tool on the

piston crown.
2 Ensure that the stuffing box is
correctly positioned over the
guide pins in the distance pieces,
which are mounted on the piston
rod foot.
Coat the 0-ring of the stuffing
box with oil. Arrange the piston
rings (alternately with right-hand
and left-hand cuts) so that the
ring gaps are staggered 180°. Coat
the piston rings and cylinder
liner with oil.
3. Turn the crosshead to a position

45° from TDC.
4. Mount the guide ring for piston
rings on the cylinder liner.
Lower the piston into the cylinder

liner - while guiding the piston
rod foot through the cut-out in
the stuffing box flange - until
the piston rings are inside the
liner, corresponding to the lift-
ing tool lacking about 30 mm in
landing on the guide ring.
902-2.2 MOUNTING OF PISTON 902-2.2
Edition 36
5. Dismount the protecting shield

from the crosshead bearing cap.
6. Turn the crosshead into TDC while
checking that the guide ring of
the crosshead enters the centre
hole in the piston rod.
After turning the piston fully
into TDC, unscrew the loose claw
of the lifting tool and pull the
lifting tool free of the lifting
grooves of the piston.
Remove the lifting tool and the
guide ring for piston rings.
7. Release the telescopic pipe from
its suspension and land it on the
bend.
Remove the lifting tools for the
telescopic pipe.
102-2.2 MOUNTING OF PISTON 902-Z.2
Edition 36
8. Turn the crosshead with the

piston rod and the telescopic
pipe down far enough to permit
tightening the screws for the
telescopic pipe.
Remove the distance pieces from
the piston rod foot.
Tighten the screws for the piston
rod. See data D-2.
The securing wire is to be mount-
ed in such a way, that both parts
are tightened when the screw is
turned left.
9. Tighten down the piston rod stuf-
fing box by means of the screws
through the inner holes in the
stuffing box flange, and lock the
screws.
10. Smear the piston rod with molyb-
denum disulphide, then turn the
crankshaft a couple of revolu-
tions. Mount the cylinder cover.
See procedure 901-1.2.
11. Start the engine and keep it run-
ning for approx. 15 minutes at a
number of revolutions correspond-
ing to very slow. Then stop the
engine and inspect the piston rod
and stuffing box.
902-2.3 TILTING OF PISTON 902-2.3
Edition 36
1. Lift the piston high enough to

give ample room over the cylinder
cover studs. Mount the clamp on
the piston rod so that the dis-
tance piece of the clamp lies true
against the piston.
2. Place the supporting tools on the

cylinder cover studs and then
lower the piston until the clamp
rests on the tools.
Remove the lifting tool from the
piston.
Hook-on the transverse piece to
the crane and attach it to the
clamp for tilting the piston.
3. Lift the piston to the maximum

height of the crane.
Run the crane athwartship and, at
the same time, tiLt the piston.
Keep the piston rod clear of the
cylinder liner and studs while
carrying out the tilting.
4. When the space conditions allow,

straighten up the piston again and
lead it over to the cut-out in the
platform for overhauling the
piston.
When the piston is at a suitable
height over the platform cut-out,
position the piston support around
the piston rod and clamp. Now
lower the.piston while guiding the
support to the platform cut-out.
After landing the piston and en-
suring that it rests correctly on
the support, remove the tilting
tool.
Note:
On engines with extremely low

lifting height, use the engine
room double-jib crane instead of
the transverse piece.
902-3 CHECKING OF PISTON 902-3
Edition 37 AM) PISTON RINGS
Data 1 (2) L60MC/MCE
SAFETY PRECAUTIONS
[__| Stopped engine

p ] Block the starting mechanism
[ | shut off storting air supply
[ j Engage turning gear
[ \ Shut off cooling water
[~~| Shut off fuel oil
| [ Shut off lubrication oil
P | Lock turbocharger rotors
1. Check whether the piston rings are

sticking or broken. If this is the
case, see Volume 1 , "Operation",
Section 707.
2. Take off the piston rings by
means of the ring expander and
measure the radial width (0-2).
3. Measure the piston ring gap

(D-3). Insert the piston ring
either in a new cylinder liner or
in the bottom of a used cylinder
liner during the measuring.
4. Clean the piston crown and check

the burn-away by means of the tem-
plate indicating the maximum per-
missible burn-away, see D-4. Check
the burn-away on the whole circum-
ference of the piston crown.
5. Clean the ring grooves and check

these for burnings or other defor-
mation. Measure the ring grooves
by means of a new piston ring and
feeler gauge. See D-5. Also see
Volume 1, "Operation", Section
707.
6- Fit the piston rings (alternately

right-hand and left-hand cuts, and
with the ring gaps staggered 180°)
by means of the ring expander. The
ring expander prevents unintended
deformation of the rings.
902-3 CHECKING OF PISTON 902-3
AND PISTON RINGS Edition 37
L60MC/MCE Data 2 (2)
1. Nominal Tolerance
height
Piston ring + 0.265

grooves 11 + 0.240
- 0.110
Piston ring 11 - 0.135
2. Worn rings to be renewed if ra-

dial width D-2 is less than 17 mm.
-D-2 H New piston ring D-1 = 20 mm.
Worn piston ring D-2 = 17 ram.
3. Effect checking of ring gap in
new cylinder or at bottom of used
liner.
Minimum ring gap D-3 = 4 mm.
4. Maximum permissible burn-away of
piston top 0-4 = 15 mm.
D-3 Clearance in piston ring grooves:

5. Maximum vertical clearance, new
piston ring and worn ring groove
0-5 = 0.70 mm.
6. Vertical clearance, new piston
ring and new or reconditioned
ring groove D-6 = 0.40-0.45 mm.
-5i
'902-4 OVERHAUL OF PISTON 9O2-4
Edition 49
Data 1 (D L60MC/MCE
SAFETY PRECAUTIONS
P~] Stopped engine

r~ I Block the starting mechanism
P J Shut off starting air supply
Q J Engage turning gear
I"" _J Shut off cooling water
[^ Shut off fuel oil
r J Shut off lubrication oil
r I Lock turbocharger rotors
[913 |
24, 30, 36
O O 30' 41
^ 20-100 Nm
" ^—3 280_760 Nm
2 x M 20
DATA:
D-1 Piston complete 1326 kg

D-2 Piston crown 290 kg
D-3 Piston skirt 70 kg
0-A Pipe far piston cooling 24 kg
D-5 Tightening torque
for piston skirt 60 Nm
for piston crown/rod ... 550 Nm
for cooling pipe 60 Nm
0-8 Test pressure 7 bar
SEALING RING Edition 49
1. Position the 0-rings on the floor

over the hole for the support.
2. Ease the piston down so that the
stuffing box is below the floor.
Lift the 0-rings and mount the
support. Position the 0-rings on
the support.
0-7 3. Dismount the locking wire and

screws in the skirt - if the skirt
will not budge, free it by means
of two dismounting screws.
4. Now screw the four screws in the
support down until the skirt rests
on the support.
Dismount the old sealing rings.
Pull the new rings into position
and coat with a little lubricating
oil.
5. Mount in the reverse order - lift

the skirt up by means of the four
screws on the support. Coat the
screws with a mixture of oil and
graphite and provide lock washers.
Screw to the torque stated on the
data sheet.
6. The securing wire is to be mounted
in such a way, that both parts are
tightened when the screw is turned
left.
7. Pressure-test the piston - see
Procedure 902-4.3.
D-3
REPLACEMENT OF
||it ion 49 COOLING OIL PIPE
age 1 (1)
|. Mount the lifting tool on the
piston.
Dismount the securing wire and the
innermost screws between the rod
and the piston crown.
Lift the piston crown away - if

difficult to budge, free it by
means of the four screws on the
support.
,2. Dismount the screws of the cool-

ing oil pipe flange. Mount the
lifting tool and lift out the
cooling oil pipe.
3. Mount in the reverse order.
4. See the data sheet for the torque

for tightening of the cooling oil
pipe.
5. Before mounting the piston crown,

provide the piston rod with a new
sealing rings coated with a little
lubricating oil.
6. Coat the screws with a mixture of

oil and graphite. Screw to the
torque stated in the data sheet.
7. The securing wire is to be mounted
in such a way, that both parts are
left.
8. Pressure-test the piston - see

Procedure 902-4.3.
902-A.3 REPLACEMENT OF 902-4.3
PISTON CROWN AND Edition 49
L60MC/MCE PRESSURE TESTING Page 1 (2)
The piston crown can also be replaced

© in the following way:
NB. Tilting of the piston must only

be made with the piston rod stuf-
fing box mounted on the piston
rod.
1. While the complete piston is hang-

ing from the lifting tool, mount
the collar round the piston rod so
that the distance pieces of the
collar obtain contact with the
piston.
Lower the piston so that the col-

lar rests on the platform.
n i Remove the lifting tools from the

top of the piston crown.
Hook the engine room crane on to

the lifting crossbar and hook the
chains of the lifting crossbar on
to the studs of the collar.
2. Lift up the piston, tilt it to the

horizontal position, and land it
in this position on a couple of
wooden blocks. Remove the lifting
crossbar and chains from the col-
lar. Attach the lifting tool to
the bottom of the piston rod
foot. Hook the crane on to the
lifting tool.
Lift the piston clear of the

wooden blocks. Then move the pis-
ton rod stuffing box up the piston
rod until it contacts the collar.
3. Now place the piston in an upright

position with the piston crown
resting on wooden blocks.
Dismount the securing wire and the

innermost screws between the rod
and the piston crown and when
these screws are removed, lift the
piston rod and land it in a hori-
zontal position on a couple of
wooden blocks.
902-4.3 REPLACEMENT OF
Edition 49 PISTON CROHN AND
page 2 (2) PRESSURE-TESTING
4. Remove the screws in the skirt and

mount two eye screws in the holes
intended for dismounting screws.
The skirt can now be lifted up and
landed on a couple of planks.
The piston crown can now be clean-
ed internally or replaced by a new
one.
5. Before assembling the piston crown
and piston rod, mount the guide
screw in the crown.
Mounting is carried out in the re-
verse order - however, before
mounting the piston rod, insert a
new sealing rings coated with a
little lubricating oil.
The securing wire is to be mounted
in such a way that both parts are
left.
6. Fill the piston and piston rod
with lubricating oil.
Mount the pressure-testing tool
around the base of the piston rod.
Pressure-test the piston with the
pressure stated on the data sheet.
Check the contact surfaces of the
piston and the sealing rings for
tightness.
Check the piston crown for pos-
sible cracks.
D-9
Notes
902-5 OVERHAUL OF PISTON 902-5
Edition 43 ROD STUFFING BOX
SAFETY PRECAUTIONS
Q j Stopped engine
|~ | Block the starting mechanism
Q | Shut off storting air supply
|_ | Engage turning gear
[_ | Shut off cooling water
[ | Shut off fuel oil
\___ I Shut off lubrication oil
Q | Lock turbochorger rotor*
19, 24,
19, 24,
l)ATA:
D-1 Stuffing box complete....109 kg
D-2 Stuffing box half 33 kg
D-3 Flange for stuffing box...14 kg
902-5 OVERHAUL OF PISTON 902-5
ROD STUFFING BOX Edition 43
The ring-end clearances stated apply
to new rings.
Uppermost scraper ring/sealing ring

^^__i
Clearance at ring ends (scraper ring)
Total clearance (scraper ring)
Clearance at ring ends (sealing ring)

Total clearance (sealing ring)
Sealing rings
Clearance between sealing ring sec-
tion and groove
Clearance at ring ends (protecting
ring)
Total clearance (protecting ring)
Clearance at ring ends (sealing ring)

Total clearance (sealing ring)
yScraper rings
Clearance between scraper ring and
groove
Clearance at ring ends

Total clearance
As a general guide, it is recommended
- depending on the overhauling inter-
vals and own experience - to replace
sealing rings and scraper rings when
the above clearance values have
changed by more than 50%.
Spring for uppermost scraper ring/

sealing ring and springs for sealing
rings (protecting rings/sealing
rings)
lg D N..Check length 609 mm

LI 50± 3 N..Check length 736 mm
t_2...100± 7 N..Check length 902 mm
Springs for scraper rings
Lg 0 N..Check length 592 mm

L-|.--1nO± 7 N..Check length 770 mm
l_2...147± 10 N..Check length 844 mm
902-5.1 OVERHAUL OF PISTON 902-5.1
Page 1 (4) REMOVED FROM ENGINE L60MC/MCE
1. Normally, overhaul of the piston

rod stuffing box is carried out by
routine methods in connection with
dismantling (pulling) of the
pistons.
During overhauls the piston rests
on a support placed over one of
the cut-outs in the top platform.
The work on the stuffing box is
then carried out from the platform
below.
Dismantling
2. Mount eye screws in the stuffing
box flange for lifting the stuf-
fing box, and hook on two tackles.
Then lift the stuffing box a
little up the piston rod, and
mount the worktable round the
piston rod at a suitable working
height. Land the stuffing box on
the worktable, and remove tackles
and eye screws.
3. Remove the 0-ring of the stuffing
box. If the 0-ring is intact and
is to be used again, move it up
the piston rod and fasten it, for
example, by means of tape.
Remove the nuts with lock washers
from the fitted bolts of the stuf-
fing box.
L60MC/MCE REMOVED FROM ENGINE Page 2 (4)
4. Take out the 6 fitted bolts with

lock washers, and pull the stuf-
fing box halves apart. Mount the
lifting tool on one of the stuf-
fing box halves and remove it from
the worktable.
5. Press all sealing rings and
scraper rings down against the
worktable. Measure the clearance
between the ring segments (to
judge whether replacement is ne-
cessary, see Data). After mea-
suring, dismantle and stack the
rings in the same order as when
fitted in the stuffing box.
Clean all the ring segments care-
fully.
Inspect and judge the surface qua-
lity of the sealing rings. If
the sliding surfaces have scrat-
ches or marks, replace the rings.
6. Carry out check calibration of the
springs (see Data).
7. Inspect the surface of the piston
rod. If small longitudinal scrat-
ches have occurred (caused by
poorly adapted stuffing box
rings), smooth the piston rod sur-
face carefully with a fine grained
carborundum stone. In the case of
coarse scratches, it may prove ne-
cessary to carry out machine grin-
ding in a workshop.
8. For adaptation of new scraper
rings, use a piece of emery paper
(approx. 0.4 mm thick and with a
grain fineness of 300), placing it
tightly round the piston rod. Hold
the ring segments with lamellas
one by one against the emery
paper, grinding by back and forth
movements. This grinding is to en-
sure that the lamellas do not bear
on the outermost 10-15 mm. Adapt
the sealing ring segments in the
same manner. Using blue marking
paste, check that all segments
have been adapted as described.
9. Clean the halves of the stuffing
box housing.
Page 3 (4) REMOVED FROM ENGINE L60MC/MCE
10. Lubricate the piston rod (the

area where the rings are placed)
with molybdenum disulphide
(MoS2).
Assemble the 8-part sealing ring
round the piston rod so that the
two guide pins face upwards.
Assemble the scraper ring round
the piston rod above the sealing
ring. Push the two rings together
in such a manner that the guide
pins in the sealing ring engage
with the two holes in the scraper
ring.
11. Place the spring round the seg-

ments and mount the tightening
tool in the two holes in the
spring ends. Tighten the tool
until the two end-hooks can be
secured by means of the C-shaped
hook.
Remove the tightening tool.
Repeat this procedure for the
remaining springs.
12. Assemble the two sealing ring

units, (each consisting of a 4-
part and an 8-part ring) round
the piston rod.
Use the stuffing box half on the
worktable to adjust the height of
the assembled scraper and sealing
ring units on the piston rod in
such a manner that the ring units
are opposite the corresponding
grooves of the stuffing box hous-
ing. After this, push the stuf-
fing box half into contact with
\ the piston rod round the rings.
Push the spring for the lowermost

scraper ring into the correspond-
ing groove of the stuffing box
housing round the piston rod.
Then push the scraper ring seg-
ments in correct order into the
groove in the housing (using the
groove as a guide).
L60MC/MCE REMOVED FROM ENGINE Page 4 (4)
13. Check the ring clearance again.

Then place the other half of the
stuffing box housing on the work-
table, pushing it into place
round the rings.
Mount and tighten up the fitted
bolts.
Mount the 0-ring in the groove of

the stuffing box.
14. Mount screws and wire ropes and

lift the stuffing box a little.
Remove the worktable and lower
the stuffing box until it rests
against the distance pieces on
the piston rod foot.
Remove wire ropes and screws.
902-5.2 OVERHAUL OF PISTON
Page 1 (2) INSIDE THE ENGINE
If, in the period between piston

overhauls, it becomes necessary to
inspect the piston rod stuffing box,
this can be done according to the
following procedure:
1. Turn the crosshead to about 90°

from TDC. Remove the drain oil
pipe and two of the innermost
screws placed diametrically oppo-
site in the flange of the stuffing
box, longitudinally to the engine.
Attach the pulling tool to the

stuffing box, screw the stay-bolt
nuts down against the collar clamp
and tighten it round the piston
rod. Remove all screws in the
stuffing box flange.
Lower the flange so as to rest on
the pulling tool.
2. Turn the crosshead to BOC, thereby

withdrawing the stuffing box from
the crankcase topplate.
3. Mount the worktable round the

piston rod between the stuffing
box and the flange.
Loosen the stay-bolt nuts of the
pulling tool until the stuffing
box rests on the table. Now screw
the stay bolts out of the stuffing
box housing. Leave the collar
clamp on the piston rod, enabling
it to position the stuffing box
when remounting.
For overhauling the stuffing box,

see procedure 902-5.1.
L60MC/MCE INSIDE THE ENGINE Page 2 (2)
4. Screw the stay bolts into the

stuffing box housing.
Remove the worktable.
Turn the crosshead upwards until
the stuffing box is in place in
the crankcase topplate.
5. Lift the flange up against the

crankcase topplate. Insert,
tighten up, and lock the outer
screws of the flange, as well as
the inner screws except the two
mentioned in point 1.
6. Dismount the pulling tool. Then

insert, tighten up, and lock the
last two inner screws of the
flange. Mount the drain oil pipe.
Smear the piston rod with molyb-

denum disulphide. Then turn the
crankshaft a couple of revolu-
tions. Start up the engine and
keep it running for approx. a
quarter of an hour at a number of
revolutions corresponding to "Dead
Slow".
After this, stop the engine and
inspect the piston rod and stuf-
fing box.
PISTON AND PISTON ROD PANEL P L A T E 90251-50
L60MC/MCE
P L A T E 90261-27 P I S T O N AND PISTON ROD - TOOLS
L60MC/MCE
019
-020
rf\
056
903.01-24
CYLINDER LINER AND

CYLINDER LUBRICATION
CYLINDER BLOCK The water continues from the upper

part of the cooling jacket through
The cylinder section of the engine water connections to the cylinder
consists of a number of cylinder cover. The cooling jacket is
blocks, which are tightened together furthermore provided with bores
with the engine frame and the bed- through which the cylinder cover
plate by means of through-going stay studs are fitted.
bolts. The cylinder blocks are
tightened together in the vertical The cylinder liner is tightened
joints. against the top of the cylinder block
by the cylinder cover and is guided
Two central bores, one at the top and by the bore half-way down inside the
one half-way down inside the cylinder block, so that it can expand freely
block, enclose the cylinder liner. downwards when heated during the run-
The upper part of the cylinder block ning of the engine. Sealing against
forms part of the cooling water space leakage of cooling water and scavenge
around the central part of the cylin- air is obtained by means of four
der liner, whereas the lower part silicone rubber rings located in
forms the scavenge air space. A cen- machined grooves in the guide of the
tral bore in the bottom of the cylin- cylinder liner, - two for cooling
der block encloses the piston rod water and two for scavenge air.
stuffing box. The bottom is double
with a hollow space through which The part of the cylinder liner which
cooling water is circulated. is uppermost in the scavenge air
space of the cylinder block is pro-
On the exhaust side of the cylinder vided with a number of scavenge air
block there is a circular opening ports, which are uncovered by the
leading into the longitudinal sca- piston when this is in its bottom
venge air receiver of the engine. position. The scavenge air ports are
Furthermore, there is an inlet pipe bored at an obligue angle to the axis
for cooling and lubricating oil. The of the cylinder liner so as to give
cylinder block is provided with the scavenge air a rotary movement in
cleaning and inspection covers for the cylinder.
the cooling water and scavenge air
spaces. In the free part of the cylinder
liner, between the cooling water and
scavenge air spaces, there are a num-
CYLINDER LINER ber of bores with non-return valves
for supply of lubricating oil to the
The upper part of the cylinder liner cylinder. On the working face of the
is surrounded by a cooling jacket cylinder the bores are connected to
between the cylinder cover and !.he zigzagging lubricating grooves to
cylinder block. ensure an even distribution of the
oil.
The cooling water is led through
water transitions from the cylinder
block to the lower part of the cool-
ing jacket. The cooling jacket seals
tight by means of two rubber rings
located in machined grooves in the
cylinder liner.
903.02-24
CYLINDER LUBRICATORS
Plate 90305
Each cylinder block is fitted with a
cylinder lubricator incorporating a
number of oil pumps, corresponding to
the number of lubricating orifices in
the cylinder liner.
The lubricators are inter-connected
by means of shafts with couplings
which are rigid in the direction of
rotation.
The lubricators are driven through a
chain transmission from the inter-
mediate wheel in the camshaft chain
drive.
Regarding the cylinder lubricators
proper, reference is made to the
special instruction manuals supplied.
CYLINDER FRAME PLATE 90301-45
71
90302 42 CYLINDER LINER AND COOLING JACKET
L60MC/MCE
058-
IL.JIMU1UIIBR I C A T O R DRIVE PLATE 90305-21
L60MC/MCE
017
282
Notes
74
903-2 INSPECTION, MEASURING 903-2
Edition 32 AND RECONDITIONING
Data 1 (1) OF CYLINDER LINER L60MC/MCE
SAFETY PRECAUTIONS
L^Q Stopped engine

LP^ Block the starting mechanism
[^^] Shut off storting air supply
r^yl Engage turning gear
L^l Shut off cooling water
[X[ Shut off fuel oil
C'*'*] Shut off lubrication oil
I | Lock turbocharger rotors
DATA-
Cylinder diameter, new .600 mm

+0.11
Cylinder liner should be renewed
if wear exceeds 0.4-0.8SS of
the cylinder diameter.
903-2 INSPECTION, tCASURING 903-2
AND RECONDITIONING Edition 32
L60MC/MCE OF CYLINDER LINER Page 1 (1)
1. Dismount the cylinder cover and

piston, see 901-1.1 and 902-2.1.
Ciean the cylinder liner and sca-

venge air ports.
2. Position the measuring tool for

measuring cylinder liner. Measure
the cylinder liner according to
the points indicated on the mea-
suring tool.
Take measurements in fore-and-aft
and athwartship directions (see
data).
3. Check the condition of the cyl-

inder liner and assess according
to the description in Vol. 1, Sec-
tion 706.
Carefully grind away any scores

or marks on (or wear edge in the
bottom of) the cylinder liner run-
ning surface by means of a grind-
ing stone.
Check the lubricating points of

the cylinder by manually pumping
cylinder oil to each individual
lubricating point. Clean any
blocked lubricating duct. Mount
the piston and cylinder cover, see
902-2.2 and 901-1.2.
Edition 40 CYLINDER LINER/
Data 1 (1) COOLING 3ACKET L60MC/MCE
SAFETY PRECAUTIONS
]^^j Stopped engine

pXÎ Block the storting mechanism
JXÎ Shut off starting air supply
|^%| Engage turning gear
l^^l Shut off cooling water
IX) Shut off fuel o!l
l^Nl Shut off lubrication oil
| | Lock turbochorger rotori
DATA:
D-1 Cylinder liner, complete..2105 kg

D-2 Cooling jacket 360 kg
D-3 Screwing-in torque for cyl.
cover studs ..750 ± 75 Mm
REPLACEMENT OF 903-3.1
CYLINDER LINER, Edition 40
L60MC/MCE COMPLETE Page 1 (2)
Dismount the cylinder cover, see pro-
cedure 901-1.1.
Turn down the piston far enough to

make it possible to grind away the
wear edges at the top of the liner by
means of a hand-grinder, see proce-
dure 903-2.1.
Dismount the piston, see procedure

902-2.1.
Disconnect - at the non-return valves

the oil pipes leading from the
cylinder lubricator to the non-return
valves. Screw off the six non-return
valves.
Remove the lowest chains of the lift-

ing tool for the cylinder cover and
attach the hooks of the lifting tool
(on the short chains) to the four
lifting screws of the cooling jacket.
Lift the cylinder liner with cooling

jacket from the cylinder frame by
means of the crane. Land the cylinder
liner vertically on, for instance, a
couple of planks.
(See 903-3.2 for replacement of the

cooling jacket. )
Clean the cylinder frame internally,

taking special care with the contact
surfaces for the cylinder liner at
the top of the cylinder frame and at
the bottom where the sealing rings
are fitted. These two places provide
sealing for the cooling water.
Edition 40 CYLINDER LINER,
Page 2 (2) COMPLETE L60MC/MCE
Clean the new cylinder liner, remov-

ing the protecting layer of grease,
and mount new sealing rings. Check
D-1
that the water connections have been
provided with new packings and 0-
rings.
Coat the sealing rings with a little
grease. The joint surfaces, cylinder
frame/cylinder liner, shall be quite
clean and the relief turning in the
contact surfaces of the cylinder
liner shall be filled up with joint
paste (to prevent corrosion).
Hook the lifting tool in the cooling

jacket lifting screws and lift the
jacket into position in the cylinder
frame, with the marking scratch on
the camshaft side, and guiding the
jacket in accordance with the water
connections.
It may be necessary to loosen the

water connections in order to ease
the guiding, but these shall be
tightened again as soon as the cylin-
der liner is correctly positioned.
The six non-return valves for cy-

linder lubrication shall be mounted
in the bores of the liner. Screw the
pipes from the lubricator on to the
non-return valves, but do not
tighten. Vent the cylinder lubricat-
ing system by manually pumping each
individual pipe through until oil
comes out, without air bubbles, from
the union pipe/non-return valve. When
this is in order, tighten the pipes
firmly on the non-return valves and
again pump manually until it is cer-
tain that each individual lubricating
point functions correctly.
Mount the piston and cylinder cover,

see 902-2.2 and 901-1.2.
COXING JACKET Edition 40
L6flMC/MCt: Page 1 (21
The cooling jacket can be replaced
both with dismounted and with mounted
cylinder liner. In the following the
latter situation will be described.
1. Dismount the cylinder cover, see
procedure 901-1.1.
Loosen the cooling water connec-
tions.
Dismount the screws and the four
retainers which fix the cooling
jacket to the cylinder liner.
Mount the four lifting screws in
the cooling jacket.
2. Attach the crane to the lifting
tool.
Hook on the lifting tool to the
four lifting screws in the cooling
jacket and lift it away. Place it
on a couple of wooden blocks.
Remove and discard the two sealing
rings from the cylinder liner and
clean it carefully.
3. Provide the cylinder liner with
new sealing rings and lubricate
them with oil.
4. Thoroughly clean the inside of the
cooling jacket.
Provide the pipe sections for
cooling water connections with new
0-rings lubricated with oil.
Edition 40 COOLING JACKET
Page 2 (2)
5. Attach the lifting tool and lift
the cooling jacket into position -
marking scratches jacket/cylinder
liner must coincide (camshaft
side).
Tighten the flanges of the water
connections.
6. Mount the four retainers with
screws for assembly of cooling
jacket/cylinder liner and tighten
screws.
Remove the four lifting screws
from the cooling jacket.
7. Mount the cylinder cover, see
901-1.2.
903-3.3 TRANSPORTATION OF 903-3.3
CYLINDER LINER Edition 40
The lifting collar clamp is used for

transportation of the cylinder liner.
The collar clamp is mounted as shown.
Note:
The collar clamp must not be used
without the cooling jacket mounted,
as this would disturb the balance of
the cylinder liner.
903-3.4 REPLACEMENT OF CYL. 903-3.4
Edition 40 LINER WITH
Page 1 (3) LOW LIFTING HEIGHT L60MCACE
1. Dismount cylinder cover and
piston, see 901-1.1 and 902-2.1.
Drain off cooling water from
cylinder block.
2. Take off the oil pipes connecting
cylinder lubricator with non-
return valves of cylinder liner.
Unscrew non-return valves. Loosen
the cooling water transitions.
Mount the four lifting screws in
the cooling jacket.
3. Hook on the lifting tool to the
lifting screws in the cooling
jacket. Lift cylinder liner with
cooling jacket out of the cylinder
block, using the crane.
t
REPLACEMENT OF CYL. 903-3.4
LINER WTH Edition 40
L60MC/MCE LOW LIFTING HEIGHT Page 2 (3)
4. Mount the collar ring on the
liner.
Place supports on the cylinder
cover studs.
Lower the liner so that the collar
ring rests on the supports. Hook
the cranes on to the collar ring
and lift the liner sufficiently so
that the supports can be removed.
Remove the necessary number of
cylinder cover studs.
Lift the liner as high as possible
and guide the cranes towards the
manoeuvring side.
6. Land the cylinder liner on
couple of planks.
7. Clean the cylinder block carefully
inside.
Mount new sealing rings on the new
cylinder liner, apply a little
lubricating oil on the rings.
Mount new 0-rings on the sleeves
for the cooling water transitions,
after applying a little lubricat-
ing oil on the rings.
84
903-3.4 REPLACEMENT OF CYL. 903-3.4
Edition 40 LINER WITH
Page 3 (3) LOW LIFTING HEIGHT L60MC/MCE
8. Mount the lifting tool and collar

ring on the liner. Hook on the
cranes in the collar ring and
lift the liner into position.
9. Mount the cylinder cover studs
previously removed. Ascertain
that the threads of the cylinder
cover studs are below the upper
edge of the cylinder frame.
10. Place the supports on the cylin-
der cover studs and land the col-
lar ring on them.
Hook one of the cranes on the
lifting tool and lift the liner
sufficiently high so that the
supports and collar ring can be
removed. Lower the liner into
position.
Tighten the water connection.
Remove the lifting tool.
Remove the four lifting screws from
the cooling jacket.
Note:
On engines with extremely low lifting
height, use the engine room double-
jib crane instead of the tie-bars and
transverse piece.
D-3
903-4 CHECKING AND 903-4
Edition 25 ADJUSTMENT OF
Data 1 (1) CYL. LUBRICATORS L60MC/MCE
SAFETY PRECAUTIONS
CONTROL OF LUBRICATORS
Piston cytifK**' I in TDC: Check for each lubricator that
I | Stopped engine
the mark -A" for PUMP 'STROKE FINISHED" it off the
| | Block the starting mechanism I for corresponding cylinder number.
| [ Shut off storting air supply

I I Engoge turning gear
| ] Shut off cooling water
| | Shut off fuel oil
I | Shut off lubrication oil
| I Lock turbocharger rotors
Lubricator: See separate instructions

for the make and type
fitted.
The guiding cylinder oil feed rate is

0.5 g/BHPh.
For L60MC, the guiding oil consump-
tion per cylinder is 25 kg/24 hours,
corresponding to 26.5 litres/24 hours
at 111 r/min and nominal MCR.
For L60MCE, the guiding oil consump-
tion per cylinder is 22 kg/24 hours,
corresponding to 23.5 litres/24 hours
at 111 r/min and nominal MCR.
For further information on oil feed
rates for MCR points other than nomi-
nal, for running-in, for part load
operation, as well as details on oil
types, see Volume I "OPERATION".
CHECKING OF LUBRICATOR SETTING:
1. Turn piston of cylinder 1 to TDC.

2. Place the checking template on all
lubricators in succession, and
check that one of the two marks
"A" on the lubricator scale is op-
posite the relevant cylinder num-
ber on the checking template. The
marks "A" indicate pump stroke
finished for the cylinder lubrica-
tor.
Timing of cylinder oil admission:
See the "ADJUSTMENT" sheet at the end
of Volume 1 "OPERATION".
If the couplings between the cylinder
lubricators have been loosened (e.g.
for reasons of adjustment), their
screws must be retightened with a
torque spanner to 60 Mm.
86
CYLINDER LINER - T O O L S PLATE 90361-20
L60MC/MCE
012
87
Notes
88
904.01-20
CROSSHEAD WITH CONNECTING ROD
The crosshead is designed as a centre are guided by crosshead guides in the

part with a bearing journal fitted at engine frame and by guide strips se-
each end, on which the guide shoes cured to the crosshead shoes proper.
are fitted floating. The centre part
of the crosshead is designed as a The crosshead bearing is tightened
bearing journal which is housed in together by means of four studs and
the crosshead bearing. nuts, secured with penn locking
devices.
The crosshead bearing cap is provided
with a cut-out for assembling the The crankpin bearing is fitted with
piston rod with the crosshead. The bearing shells lined with white metal
crosshead bearing is equipped with and assembled in the same manner as
bearing shells, which are lined with the crosshead bearing.
a white metal layer.
Both the crosshead bearing shells and
The piston rod fits into a groove in the crankpin bearing shells are re-
the top of the crosshead and is se- tained in position by means of discs
cured by means of four screws. fitted in corresponding bores in the
bearing housings.
A bracket on the crosshead, fitted
between the crosshead shoe and the
crosshead bearing, supports the tele-
scopic pipe which supplies lubricat-
ing and cooling oil to the crosshead,
crankpin and piston. The outlet pipe
for piston cooling oil is fitted to
the opposite end of the crosshead.
The outlet pipe slides within a slot-
ted pipe inside the engine frame, and
from there the oil is led through a
control device for each cylinder for
checking of the temperature and flow
before the oil is passed on to the
double-bottom tank.
The crosshead block is provided with

bores for distributing the oil sup-
plied through the telescopic pipe,
partly as cooling oil for the piston,
partly as lubricating oil for the
crosshead bearing and guide shoes and
- through a bore in the connecting
rod - for lubrication of the crankpin
bearing.
The central bore and the two sliding

faces of the crosshead shoes are all
lined with cast-on white metal. A
stop screw is fitted at the bottom of
the central bore. The crosshead shoes
89
PLATE 90401-38 CONNECTING ROD
L60MC/MCE
90
904-2 CROSSHEAD BEARINGS 904-2
Edition 33
SAFETY PRECAUTIONS
Lx^l Stopped engine

|^<3 Block the starting mechonisn
E>^] Shut off starting air supply
|^\] Engage turning gear
I | Shut off cooling water
| j Shut off fuel o!l
£>^ Shut off lubrication oil
f | Lock turbocharger rotors
2 x M20
2 x M24
2 x M30
2 x 2000 kg
DATA:
D-1 Clearance in crosshead

bearing cap
Max 0.45 mm
Min 0.30 mm
D-2 Crosshead bearing bolt 10 kg
D-3 Crosshead bearing cap 513 kg
D-4 Crosshead complete 1500 kg
D-5 Guide shoe 200 kg
D-6 Bearing shell, upper 43 kg
D-7 Bearing shell, lower 57 kg
D-8 Telescopic pipe 22 kg
pressure s . .900 bar
pressure 900-990 bar
91
904-2.1 CHECKING OF CROSSHEAD 904-2.1
BEARING CLEARANCE Edition 33
1. Open the crankcase door opposite

the cylinder concerned.
2. Turn the crosshead concerned to

BDC.
3. Measure the clearance in the

crosshead bearings by means of a
feeler gauge, which is to be ap-
plied at the top of the upper
bearing shell.
4. The clearances indicated in the

Data sheet must be observed. In
the event of any discrepancy be-
tween the measurements stated and
those actually found, the cross-
head bearing must be disassembled
for inspection, see Section
904-2.2.
5. For further external inspection of

the crosshead bearing, see Section
707 "Bearings" in the instruction
book, Volume 1 "OPERATION".
6. 0.2 and 0.5 mm undersize bearing

shells are available as spares.
904-2.2 INSPECTION OF 904-2.2
Edition 33 CROSSHEAD JOURNAL
Page 1 (3) AND BEARINGS L60MC/MCE
1. Turn the crosshead down far enough

to give access to the screws and
nuts on the piston rod, the cross-
head bearing cap and the tele-
scopic pipe.
2. Mount four eye screws in the frame
box topplate in the athwartship
direction for suspending the
piston and crosshead bearing cap.
Suspend two chains from the two
inner eye screws in the frame box
topplate.
3. Remove the four tightening screws
from the piston rod and fit two
eye screws in the piston rod foot.
4. Loosen and remove the lock nuts
from the crosshead bolts and mount
the supports and the hydraulic
jacks for loosening the nuts on
the crossjiead bearing cap (for
operation of the hydraulic tools,
see section 913).
Remove the hydraulic jacks and un-
screw the nuts.
Mount a lifting eye screw on each
side of the bearing cap.
93
CROSSHEAD JOURNAL Edition 33
L60MC/MCE AND BEARINGS Page 2 (3)
5. Loosen the four screws which
tighten the telescopic pipe to the
bend. See procedure 902-2.
Note:
When a piston is dismantled, never

turn the engine without first dis-
mantling the telescopic pipe from
the crosshead.
j. Turn the crosshead to TDC.
Hook the ends of the chains to the
lifting eye screws in the piston
rod. Turn the crosshead downward
and the piston rod will remain
suspended from the two chains.
?. Turn the crosshead to B.D.C.
Suspend two tackles from the two
outer eye screws in the frame box
topplate in the athwartship direc-
tion. Hook on the tackles to the
eye screws in the crosshead bear-
ing cap and raise it to a position
in which it is possible to check
the upper bearing shell and the
upper part of the journal.
3. Lower the bearing cap onto the

crosshead and remove the tackles.

the piston rod lands on the cross-
head. Ensure that the guide in the
crosshead fits correctly in the
centre hole of the piston rod.
Remove the chains and eye screws.

Mount the four screws in the
piston rod, but do not tighten.
D-3
94
Edition 33 CROSSHEAD JOURNAL
Page 3 (3) AND BEARINGS L60MC/MCE
9. Mount the chains for suspending

the crosshead in the frame box
topplate in the fore-and-aft
direction.
Mount an eye screw in each guide
shoe.
Turn to TDC and hook on the

chains to the eye screws.
10. Mount fittings for fixing of the
connecting rod on the head of the
connecting rod. Fasten tackles to
the fixed mountings on the frame
box wall and attach the tackle
hooks to the mentioned mountings.
Haul the tackles tight.
11. Turn the crankthrow toward 8DC
while "following" with the tack-
les, thus continuously supporting
the connecting rod.
12. With the crosshead suspended from
the chains, check the lower part
of the crosshead journal and the
bearing shell.
Regarding checking of journal and
bearing shells, see Volume I
"Operation", Section 707, Bear-
ings. For replacement of the
bearing shells, proceed as in-
structed on page 904-2.3.
13. After assembling the crosshead,
piston rod and telescopic pipe,
remove all eye screws, lifting
fittings, supports and tackles.
Self-locking nuts may only be used
once.
95
904-2.3 REPLACEMENT OF CROSS- 904-2.3
HEAD BEARING SHELLS Edition 33
1. Follow procedure 904-2.2, points

1, 2 , 3, 4 and 6.
2. Turn the crosshead to BDC.
Suspend two tackles from the two
outer eye screws in the frame box
topplate in the athwartship direc-
tion. Hook on the tackles to the
eye screws in the bearing cap and
lift it up and out of the engine.
Land the cap on a couple of wooden
planks on the platform.
3. Place the bearing cap on one side,
dismount the bearing shell locking
screws and exchange the bearing
shell with a new one.
4. Lift the bearing cap with the new
shell into the crankcase and place
it over the crosshead.
the piston rod lands on the cross-
head. Ensure that the guide in the
crosshead fits correctly in the
centre hole of the piston rod.
Remove the chains and eye screws.
Mount the four screws in the
piston rod, but do not tighten.
D-6
96
904-2.3 REPLACEMENT OF CROSS-
Edition 33 HEAD BEARING SHELLS
Page 2 (2)

direction.
shoe.
Turn to TDC and hook on the chains
to the eye screws.
6. Mount fittings for fixing of the
the fixing mountings on the frame
box wall and attach the tackle
hooks to the mentioned mountings.
Turn the crankthrow toward BDC
the connecting rod.
Tilt the connecting rod towards

the opening in the manoeuvring
side by means of the tackles.
7. Dismount the locking screws for
the lower bearing shells. Then
turn the bearing shells so far up
that eye screws can be mounted.
Lift the bearing shells out of the
engine.
Mount new bearing shells in the
bearing housings and assemble the
parts in the reverse order to dis-
assembling.
The excess height X is to ensure
correct tightening-down of the
bearing shell and MUST NOT be
eliminated.
97
904-5 CHECKING OF 904-5
Edition 46 RECIPROCATING PARTS
Data 1 (3) L60MC/HCE
SAFETY PRECAUTIONS
[ _ _ ] Stopped engine
| ] Block the starting mechanism

[^ ^ Shut off starting air supply
| | Engage turning gear

j | Shut off cooling water

| | Shut off lubrication oil
| ( Lock turbocharger rotors
98
RECIPROCATING PARTS Edition 46
Exhaust side
Fore
Camshaft side
DATA:
Acceptance criteria with piston in

centre (F-A direction).
N: New and cold engine with staybolts

tightened (less than 100 running
hours).
0: Engine in service.
Measuring
points value mm
PF + PA Nmax 0.7
Omax 2.0
N max 0.55
E + G min 0.2
H + F Omax 0.8
3 + X N max 0.8
L + Y min 0.5
K + X
M + Y Omax 1 .0
QF + QA "I Omax 0.8
In order to achieve a stabile

measuring on board, the trim must
be kept inside 0.5°.
99
Edition 46 RECIPROCATING PARTS
Data ~!> (!>} L60MC/MCE
Exhaust side
Fore
Shrunk type Solide type
100
CHECKING OF 904-5
RECIPROCATING PARTS Edition 46
Page 1 (1)
1. Turn the crankshaft in ASTERN
direction to approx. 45° after CDC
(Position 1). The crosshead shoes
are now to rest against the AHEAD
guides.
2. The centering of the piston in the

cylinder is measured (from the
scavenge air space by means of a
long feeler gauge) between the
piston skirt and the cylinder
liner in the "Fore" and "Aft"
positions (PF-PA). Make sure that
the piston is clear of the cylin-
der liner in fore-and-aft direc-
tion.
3. Check that the guide shoes are in
contact with the guides both at
the top "G" and at the bottom "H".
Then measure the clearance between
the opposite guide shoes and guide
at the top "E" and the bottom "F".
4. Measure the clearance between the
guide shoes and the crosshead (X
and Y).
Measure the clearance between the
guide strips and guides (3, K, L
and M). The clearance, calculated
as 0+X, K+X, L+Y and M+Y, is ad-
justed by the insertion of shims
so that it is symmetrical in rela-
tion to the clearance between the
piston skirt and the cylinder
liner. Parallelity between the
guide strip and guide is to be
kept within a tolerance of 0.1 mm.
5. Check the clearance between the
crosshead and the connecting rod
(OF and QA).
6. It is recommended to note down the
measured results to be able to
ascertain possible later changes.
I01
904-6 CHECKING, INSPECTION 904-6
Edition 36 AND REPLACEMENT OF
Data 1 (1) CRANKPIN BEARING L60MC/MCE
SAFETY PRECAUTIONS
l^^] Stopped engine

&^\ Block the starting mechanism
|^^| Shut off starting air supply
|^^| Engage turning gear
| I Shut off cooling water
IX] Shut off lubrication oil
2 x 1 m
! x 3m
2 x 5 m - 1800 kg
2 x 2000 kg
2 x M24
2 x M30
DATA:
D-1 Clearances in crankpin bearing

max 0.32 mm
T 2 mln 0.30 mm
max 0.52 mm
min 0.30 mm
D-2 Connecting rod stud 10 kg

D-3 Crankpin bearing cap 273 kg
D-4 Crankpin bearing shell... 26 kg
D-5 Crankpin bearing cap -t-

shell + connecting rod
studs 337 kg

pressure .. 900 bar
102
AND REPLACEMENT OF Edition 36
L60MC/MCE CRANKPIN BEARING Page 1 (4)
1. Turn the crank to BDC.
2. Check the clearance in the crank-

pin bearing by means of a feeler
gauge, see Data Sheet.
Measure the clearance at the bot-
tom of the bearing in both sides.
3. If the clearance is not within the

limits stated on the Data Sheet,
proceed as follows:
Mount two eye screws in the crank-

case topplate in the two outer
screw holes in the athwartship
direction and hang up two tackles.
4. Turn the crank to TDC.
Mount eye screws in each side of

the lower bearing cap, hook on the
tackles and haul taut.
Loosen and remove the lock nuts.
By means of the hydraulic jacks,

loosen the nuts of the crankpin
bearing bolts, (for operation of
the hydraulic jacks, see Section
913).
Remove the nuts.
103
Page 2 (4) CRANKPIN BEARING L60MC/MCE
5. Lower the bearing cap and land it

in the oil pan.
Be careful that the studs do not
damage the crankpin journal.
6. Place the bearing cap on one side,

dismount the bearing shell locking
screws and exchange the bearing
shell with a new one.

direction.

shoe. D-5
to the eye screws.
8. Mount two eye screws, one in each

side of the connecting rod.
Mount fittings for fixing of the D-3

connecting rod at the lower end,
one on each side.
Fasten two tackles to the fixed

mountings on the frame box wall
and attach the tackle hooks to the
mentioned mountings.
104
AND REPLACEMENT OF Edition 36
L60C/MCE CRANKPIN BEARING Page 3 (4)
9. Carefully turn down the crank
les until the crosshead with the
piston rod rests on the supports.
Continue to turn the crankshaft,
follow up with the tackles, mak-
ing sure that the upper bearing
comes completely clear of the re-
cess in the crankshaft when the
parts begin to "separate".
Continue turning the crankshaft
until the bearing surface can be
freely inspected.
Inspect the bearing surface and
crankpin journal.
10. If it is necessary to replace the
bearing shell, proceed as fol-
lows:
Turn the crankshaft to BDC.
Release the tackles so that the
connecting rod is hanging freely.
105
Page 4 (4) CRANKPIN BEARING L60MC/MCE
11. Remove the stop screws from the

lower side of the guide shoes and
mount eye screws instead.
Remove the tackles from the fixed

mountings on the frame box wall
and hook them on to the eye
screws in the guide shoes.
12. Hook the tackles on to the lift-

ing tool for the crankpin shell.
Mount the tool on the bearing
shell in the connecting rod by
means of the tackles and haul
taut.
13. Dismount the bearing shell lock-

ing screws.
Lower the lifting tool with the
bearing shell by means of the
tackles.
14. Replace the bearing shell by a
new one, coat the bearing surface
and journal with clean lubricat-
ing oil.
Mount the parts in the reverse

order to dismantling.
The excess height X is to ensure

correct tightening-down of the
bearing shell and MUST NOT be
eliminated.
0.2 and 0.5 mm undersize bearing

shells are available as spares.
904-7 DISMANTLING/MOUNTING
Edition 35 OF CONNECTING ROD
Data 1 (1)
SAFETY PRECAUTIONS
|^^| Stopped engine

[^^] Block the starting mechanism
[^^J Shut off starting air supply
^S] Engage turning gear
[ ( Shut off cooling water
[^^l Shut off lubrication oil
| | Lock turbochorger rotors
24. 30. 36
2 x 2000 kg
2 x 3000 kg
2 x M24
2 x M30
20-100 Nm
280-760 Nm
500 kg
DATA:
pressure 900/990 bar
pressure 900 bar
D-2 Connecting rod 2020 kg
D-3 Crankpin bearing cap 337 kg
telescopic pipe 50 Nm
cooling oil outlet pipe.. 100 Nm
D-6 Screwing-in torque -
crosshead bearing studs.. 320 Nm
107
904-7 DISMANTLING/MOUNTING 904-7
OF CONNECTING ROD Edition 35
© 1. Turn the crosshead down far enough

to give access to the nuts on the
crosshead bearing cap.
Mount two eye screws in the frame

box topplate in the athwartship
direction and suspend two tackles.
2. Loosen and remove the lock nuts

from the crosshead bolts and mount
the supports and the hydraulic
jacks for loosening the nuts on
the crosshead bearing cap (for
operation of the hydraulic tools,
see Section 913).
Remove the hydraulic jacks and un-
screw the nuts.
3. Turn the crosshead to TDC.
Mount two eye screws in the crank-

pin bearing cap, hook the tackles
on and haul taut.
Loosen and remove the lock nuts

of the crankpin bearing bolts, fit
the hydraulic jacks and loosen the
nuts.
Remove the hydraulic jacks, un-
screw the nuts.
Lower the bearing cap and land it

in the oil pan. Be careful that
the studs do not damage the crank-
pin journal.
Place the bearing cap on one side.
108
904-7 DISMANTLING/MOUNTING
904-7
Page 2 (5)
L60MC/MCE
direction.
shoe.
to the eye screws.
Mount fittings for fixing of the
the fixed mountings A and B on the
frame box wall and attach the
tackle hooks to the mentioned
mountings. Haul the tackles tight.
Mount a fitting in the crankpin
end of the connecting rod, on the
exhaust side.
5. Turn the crankthrow towards BDC
the connecting rod.
The crosshead, together with the
piston and the crosshead bearing
cap, is now suspended from the
chains.
Turn the crankthrow to 45° before
BDC. Remove the tackle from the
lifting fitting B.
6. Remove the four studs from the
connecting rod and, by means of
the tackle from the lifting fit-
ting A, tilt the connecting rod
towards the manoeuvring side until
the connecting rod is leaning out
of the doorway.
Attach a tackle to the fixed
mounting C on the frame box wall
and connect the tackle hook to the
lifting mounting at the lower end
of the connecting rod.
109
7. Turn the crank carefully upwards

les, guiding the head of the con-
necting rod out of the doorway.
Remove the floor chequer plate for
the pertaining cylinder.
Place a wire rope round the con-
necting rod, hook on the engine
room crane and haul taut.
8. Remove the tackle from the lifting
fitting B.
Continue turning upwards till
about 30° after TDC while "fol-
lowing" with the tackle and the
engine room crane.
9. Then lift the connecting rod out
of the engine by means of the
engine room crane and the tackle.
110
Provide the connecting rod with

the same lifting attachments as
stated under dismantling. Turn
the engine towards the manoeuvr-
ing side to the same position as
when dismantling.
By means of the engine room
crane, together with the internal
tackles A and C, lift the
connecting rod into the engine.
Carefully guide the connecting
rod down over the crankpin.
Turn the crank downwards, while
guiding the connecting rod. Re-
move the tackle' C from the lower
end and hook on the tackle from A
to the head of the connecting
rod.
Continue turning downwards to 45°
before BDC. Raise the connecting
rod to vertical position, hook on
the tackle from the lifting fit-
ting B.
Mount the four crosshead bearing
studs in the upper end of the
connecting rod. See Data D-6.
Turn the crankshaft carefully
towards TDC guiding the connect-
ing rod/crosshead together by
means of the tackles.
Remove the tackles and eye screws
from the guide shoes, the tackles
and lifting attachments from the
connecting rod, and the lifting
tool from the crosshead.
Mount the lower bearing cap in
reverse order to dismounting,
using the tightening pressure
stated in Data. (For mounting of
crankpin bearing, see also
904-6).
Remove the supports from the web
plates.
Mount the telescopic pipe, see
Data.
Ill
Turn to BDC and mount the nuts.

Tighten the nuts by means of the
hydraulic tool, using the pres-
sure stated in Data.
Mount and secure the lock nuts.
Mount the cooling oil outlet

pipe, see Data.
112
C O N N F . C 1 I N G ROD A N D C R O S S H E A D PANEL P L A T E 90451 75
M3
P L A T E 90461-21 C O N N E C T I N G ROD - T O O L S
114
C O N N E C T I N G ROD - TOOLS P L A T E 90462-01
L60MC/MCE
047
059
I15
Notes
116
905.01-19
CRANKSHAFT, THRUST BEARING

AND TURNING GEAR
CRANKSHAFT TURNING GEAR
Plate 90501 Plate 90510
The crankshaft is semi-built, i.e. The turning gear is attached to the

the parts are either shrunk or welded engine bedplate and is driven by an
together. electric geared motor incorporating a
disc brake.
The main bearings are lubricated via
a main lubricating oil pipe that Through a worm gearing and a plane-
branches off to the individual bear- tary aearing, the geared motor drives
ings, whereas oil for lubricating the a horizontal shaft equipped with a
crankpin bearings is supplied from gear wheel which can be axially dis-
the crossheads through bores in the placed by means of a hand wheel, so
connecting rods. as to engage with the turning wheel
of the engine.
At the aftmost end of the crankshaft
a turning wheel is fitted. Further- The turning gear is provided with a
more, the crankshaft is provided with safety arrangement consisting of a
a thrust collar, on which also a lever which is to be lifted and
chain wheel for the camshaft drive is locked in its top position before the
fitted. gear wheel of the turning qear can be
made to engage with the turning
THRUST BEARING wheel. Immediately this arm is
lifted, a valve inserted in the
Plate 90505 starting air system of the engine is
actuated, thus preventing starting
The thrust bearing serves the purpose air from being supplied to the engine
of transmitting the axial thrust of as long as the turning gear is in the
the propeller through propeller shaft engaged position.
and intermediate shafts to the ship's
hull. The thrust bearing is incorpo- When the safety lever is in its
rated in the aftermost part of the bottom position, it prevents the qear
engine bedplate. wheel of the turning gear from engag-
ing with the turning wheel.
The crankshaft is provided with a
thrust collar which transmits the During any dismantling of working
thrust to a number of segments mount- parts of the engine, the turning gear
ed in a thrust shoe on either side of must be in the engaged position in
the thrust collar. The thrust shoes order to prevent outside forces from
rest on surfaces in the thrust bear- turning the engine, thus causing
ing housing and are held in place by injuries to personnel or damage to
means of two crossbars. The segments the machinery.
have white metal cast on the wearing
faces against the thrust collar. The turning gear must be in the dis-
engaged position during pressure
The thrust bearing is lubricated from testing of starting valves, as a
the pressure lubrication system of leaky valve may cause the engine to
the engine and is eguipped with con- rotate, and damage the turning gear.
trol and alarm eguipment which begins
functioning should the oil tempera-
ture in the bearing rise or the oil
pressure fall.
H7
P L A T E 90501-54 CRANKSHAFT
L60MC/MCE
THRUST BEARING PLATE 90505-32
L60MC/MCE
074
119
PLATE 90510-30 TURNING GEAR
L60MC/MCE
120
905-1 CHECKING DEFLECTION 905-1
Edition 11 OF CRANKSHAFT
Data 1 (1) L-MC/MCE
SAFETY PRECAUTIONS
IPO Stopped engine

fc^l Block the starting mechanijm
l^^l Shut off starting air supply
l^^J Engage turning gear
[^^] Shut off lubrication oil
For measuring and evaluation, see al-

so Chapter 7Q8 in Volume I "OPERA-
TION".
121
905-1 CHECKING DEFLECTION 905-1
OF CRANKSHAFT Edition 11
L-MC/MCE Page 1 (1)
1 . Place a dial gauge opposite the

crank pin on the port side, and
set the pointer to zero.
2. Read the dial gauge at the follow-
ing points:
X-S-T-P'-Y
1/2 (X + Y) = Z
3. "Closing" of the crank web is con-
sidered as negative. Refer to the
instruction book, "OPERATION"
Volume I, Chapter 708.
122
905-2 CHECKING AND AD3UST- 905-2
Edition 28 MENT OF CLEARANCE
Data 1 (1) IN MAIN BEARINGS L60MC/MCE
SAFETY PRECAUTIONS
|^^| Stopped engine

[^^] Shut off starting air supply
l^^l Engage turning gear
IXI Shut off lubrication oil
[ ] Lock turbocharger rotors
DATA:
Clearance in Main Bearing

Max 0.30 mm
Min 0.20 mm
D-1 Main bearing cap 178 kg
D-2 Main bearing upper shell.. 59 kg
123
905-2 CHECKING AND AD3UST- 905-2
MENT OF aEARANCE Edition 28
L60MC/MCE IN MAIN BEARINGS Page 1 (2)
1. After each 6000 hours.

When there is too great a diffe-
rence in the crankshaft deflection
measurements (autolog) 905.1,
check the individual bearings.
2. After each 3000 hours:
Check the clearance with a "Kjaer"
feeler blade between the upper
shell and the journal. To ease the
measuring, dismount the inlet pipe
and the screwed-in lubrication
pipe, and make the measurement
through the hole for the lubrica-
tion pipe.
If the clearance has appreciably
increased, this means wear in the
bottom shell. If the crankshaft
deflection has not been measured,
do this before dismantling the
bearing. After measuring, dismount
the bearing - see 90.5-3 - for fur-
ther inspection.
3. After dismounting the bearing cap
and upper shell, inspect the bear-
ing and the journal (please refer
to Volume I, OPERATION, Section
708, "Bearings").
D-1
124
9Q5-2 CHECKING AND ADJUST- 905-2
Edition 28 MENT OF CLEARANCE
Page 2 (2) IN MAIN BEARINGS L60MC/MCE
A. For correct measurement of the

bearing wear, place the bridge
gauge as shown in the illustration
(always apply the bridge gauge in
the same place). Using the feeler,
measure between the pin of the
bridge gauge and the bearing jour-
nal. Compare the measurement with
the measurement stated in the test
bed report (Vol. I, OPERATION), or
previous measurements, if any.
If the measurement shows that the
clearance tends to increase, the
lower shell should be dismounted
(see 905-3) for inspection and
overhaul.
If the crankshaft deflection
(alignment indicator) is approach-
ing the tolerance limits (see
Vol. I, OPERATION), a new lower
shell should be adapted according
to the crankshaft alignment indi-
cator.
5. After overhauling or adapting a
new bearing, take out or insert a
number of shims to obtain the
clearance stated on the data
sheet.
Check this clearance with the
"Kjaer" feeler after assembling the
bearing.
125
905-3 INSPECTION OF 905-3
Edition 41 MAIN BEARINGS
SAFETY PRECAUTIONS
C^3 Stopped engine

[^^1 Block the starting mechanism
^^l Shut off starting air supply
l^^] Engage turning gear

[ _J Shut off cooling water
U Shut off fuel oil

[P^J Shut off lubrication oil
( | Lock turbocharger rotors
-=Tr> 17. 19. 24. 30. 36
(Ot3E=
If 2 x 500 kg
&
HB=MCCD
1 x3m
DATA:
Clearance in
Main Bearing min. 0.20. mm
max. 0.35 mm
D-1 Main bearing cap 178 kg
D-2 Main bearing shell 59 kg
pressure 900 bar
126
MAIN BEARINGS Edition 41
1. For inspection and disassembly of

the bearings marked "A", see pro-
cedure on page 2.
2. Disconnect the lubricating oil

pipe from the main pipe.
Mount the hydraulic jacks and

loosen and dismount the nuts, see
procedure 913-1 . Turn the crank
throw so that it points towards
the exhaust side of the engine.
127
905_} INSPECTION OF 905-3

L60MC/MCE
Page 2 (5)
4. Mount the guide pulley, with the
lifting wire and attachment, on
the frame wall. Mount the lifting
attachment on the bearing cap. Rig
up two tackles.
Dismount the bearing cap and upper

shell by alternate use of the
tackles.
In cases where the bearing cap

has to be taken out through the
opening to the chain drive, the
lub. oil pipes on the side of the
chain tightener have to be re-
moved.
Disassembly of bearings marked "A":
2A Disconnect the lubricating oil

pipe from the main pipe.
3A Mount the hydraulic jacks and

loosen and dismount the nuts, see
procedure 913-1. Turn the crank
throw to the middle position
towards the exhaust side of the
engine.
128
4A Suspend a tackle at the end of the

frame box above the rib and remove
the cover from the rib.
Mount the lifting attachment with

the two wire ropes on the bearing
cap and the protective caps on the
neighbouring studs.
5A With the wire ropes fitted

through the holes in the rib of
the frame box, lift the bearing
cap free of the studs and land it
n the neighbouring studs.
Lift the cap out by alternate use

of the tackles. Dismount the upper
shell in the usual manner.
5. If the crankshaft is turned with

the bearing cap dismounted, use
the two stops which prevent the
lower shell from being rolled out.
Check that there is clearance be-

tween the journal and the main
bearing shell in the two adjacent
main bearings.
129
Page 4 ( 5 ) L60MC/MCE
6. Remove the screws from the cross
piece (only screwed in for safe
keeping) and screw them into the
threaded holes of the hydraulic
jacks (for tightening the camshaft
bearing studs).
Replace the snap-on connectors of

the hydraulic jacks with angular
snap-on connectors.
7. Place the cross piece in the bed-

plate with the ends resting on the
cross girders, and place the hy-
draulic jacks beneath the crank
webs as shown.
Tighten the screws against the

crank webs.
8. Connect the hydraulic jacks to the

high-pressure pump and raise the
pressure until the crankshaft has
lifted 0.2 mm.
9. Remove the shims on one side.

Mount the cross piece and wire
rope. Place the wire rope in the
guide pulley. Pull the lower shell
round and up until it lies over
the main bearing journal.
During remounting of the main bear- Max,20/100mm

ing, check the clearance and insert
the required shims (see 905-2). Then
tighten the main bearing caps, using
the hydraulic tools. This is done in
three stages: First tighten the nuts
of the two foremost studs, then the
two aftmost ones and, finally, re-
tighten the nuts of the two foremost
studs.
130
INSPECTION OF 905-3
Page 5 (5)
Lifting of the Thrust Shaft End
10. Turn the engine so as to move the

threaded hole in the chain wheel
to TDC.
11. Place the crosspiece for lifting

the thrust shaft end in such a
way that the legs rest on the
stops of the thrust bearing.
Screw the draw stud into the

chain wheel.
12. Screw the hydraulic jack (for

crosshead bolts) on to the draw
stud, and check that the hydrau-
lic jack is in contact with the
crosspiece on the whole circum-
ference, otherwise the position
of the crosspiece/draw stud is to
be corrected.
13. Set up a dial gauge in such a

manner that a max. lift of 0.2 mm
of the thrust shaft can be mea-
sured.
14. After lifting the thrust shaft,

pull the lower shell round of the
journal bearing until the lower
shell lies over the bearing jour-
nal.
15. Mount an eye screw in the bearing

shell and lift this away.
Carry out mounting in the reverse

order, tightening the nuts for
the bearing studs in accordance
with D-3.
For judging the condition of the

bearing, see Volume I, Chapter
708 "Bearings".
131
905-4 CHECKING OF CLEARANCE 905-4
Edition 24 IN THRUST BEARING
SAFETY PRECAUTIONS
EX] Stopped engine

l^^l Engage turning gear
| [ Shut off cooling water
r I Shut off fuel oil
CX] Shut off lubrication oil
24
132
905-4 CHECKING OF CLEARANCE 905-4
IN THRUST BEARING Edition 24
The clearance B + C has been measured

during testbed trials of the engine
and noted down in the "ADJUSTMENT"
table which is inserted at the end of
Volume I, "OPERATION".
For a new engine the clearance is

0.5 - 1.0 mm, and for an engine in
service it must not exceed 2.0 mm.
The checking is carried out as

follows:
The clearance is checked with a

feeler gauge as well as with the
special gauge = A + B made during the
test running of the engine.
1. Turn the engine so that the aft-

most crankthrow is at BDC and the
thrust collar bears on the fore-
most thrust bearing segments,
i.e. B = 0 mm.
2. The wear of the thrust bearing is

now checked with the gauge sup-
plied, as well as with a feeler
gauge. The gauges are to be ap-
plied between the side of the aft-
most lower main bearing shell and
the side of the aftmost crank
throw (at the back of the engine).
3. If a feeler gauge of less than

2.0 mm, minus (B + C), is able to
enter, the thrust bearing clear-
ance is in order.
If a feeler gauge of 2.0 mm or

above, minus (B + C), is able to
enter, the thrust bearing must be
overhauled.
133
905-5 REPLACEMENT OF THRUST 905-5
Edition 32 BEARING SEGMENTS
SAFETY PRECAUTIONS
l^^j Stopped engine

C>^ Block the storting mechonism
|^^] Shut off starting air supply
[^^j Engage turning gear
| [ Shut off fuel oil
O<3 Shut off lubrication oil
[ J Lock turbocharger rotors
© M12, M24
2 x 600 kg
^ 500 kg
DATA:
D-1 Stop 160 kg
D-2 Thrust bearing segment.... 60 kg

pressure 900 bar
134
BEARING SEGMENTS Edition 32
1. Remove the lub. oil pipes From the
side plate of the chain tightener
and the lub. oil pipe for the
thrust segments.
2. Loosen and remove the nuts from

the segment stops, and unscrew the
studs.
3. Remove the stops from the chain

drive above the thrust segments
(Ahead or Astern) that are to be
taken out.
D-3
135
Edition 32 BEARING SEGMENTS
4. Remove the protecting shields for

the thrust segments from the chain
wheel.
5. For turning-up the thrust seg-

ments, mount the tools on the
chain wheel.
6. Turn up the segments by turning

the engine, and remove them from
the chain drive.
7. Mounting is carried out in the

reverse order.
136
905-6 BALANCING ARRANGEMENT 905-6
FORE AND AFT Edition 03
4L60MC/MCE Page 1 (1)
1. Without 1st order moment
compensator
FORE
The adjustable counterweights on the
tuning and turning wheels are in neu-
tral position when they are attached
by means of screws fitted in the
threaded holes Nos. 4-5-6-7 and
14-15-16-17.
If nothing is specified, the counter-
weights are to remain in neutral posi-
tion; otherwise the position should be
changed in accordance.with the speci-
AFT fication, based upon the hull vibra-
tion conditions.
The max. horizontal and min. vertical
external moments are achieved when the
counterweights are attached by means
of screws fitted in holes Nos. 7-8-
9-10 and 11-12-13-14.
The max. vertical and min. horizontal
external moments are achieved when the
counterweights are attached by means
of screws fitted in holes Nos. 1-2-3-4
and 17-18-19-20.
2. With 1st order moment compensator
The adjustable counterweights at the
"Fore" end of the crankshaft are
FORE attached permanently by means of
screws fitted in holes Nos. 7-8-9-10
and 11-12-13-14.
The size and position of the adjust-
able counterweights fitted to the
turning wheel at the "Aft" end of the
crankshaft depends upon the size of
the counterweight in the moment com-
pensator's chain wheel in the chain
tightener.
The position of the adjustable coun-
AFT terweight in Fig. 2 is only for illu-
stration purposes.
The final position is given by the
engine builder.
137
905-6 BALANCING ARRANGEMENT 905-6
Edition 03 FORE AND AFT
Data 1 (1) 4L60MC/MCE
SAFETY PRECAUTIONS
l^^l Slopped engine

l^^l Block the starting mechanism
l^î Engage turning gear
I | Shut off fuel oil
I I Shut off lubrication oil
I J Lock turbocharger rotors
DATA:
D-1 Weight of counterweight 320 kg

D-2 Tightening angle 50°
138
C R A N K S H A F T , THRUST SHAFT P L A T E 90551-62
MAIN BEARING, E T C . , PANEL
139
P L A T E 90561-22 M A I N B E A R I N G - TOOLS
140
CRANKSHAFT - TOOLS P L A T E 90562-30
L60MC/MCE
075
040
141
Notes
142
906.01-25
MECHANICAL CONTROL GEAR
CHAIN DRIVE CAMSHAFT
The camshaft with cams for fuel pumps Plates 90611 - 90613
and exhaust valves is driven from the
crankshaft through a chain drive The camshaft is built together of a
located at the end of the engine. number of camshaft sections. The
sections are assembled by means of
The chain drive consists of two iden- flange couplings which are joined
tical roller chains running on chain together with fitted bolts and nuts.
wheels fitted on the crankshaft and
the camshaft. The chains are kept In addition to the coupling flanges,
tightened by means of a chain the camshaft sections have, for each
tightener placed in the chain casing cylinder, one cam for operation of
between the crankshaft and an inter- the fuel pump, one for the exhaust
mediate wheel. From a chain wheel on valve, and one for the indicator
the camshaft there is a smaller chain drive. The cam for the indicator
drive to operate the cylinder lubri- drive is in two parts which are as-
cators, the starting air distributor, sembled by means of two fitted bolts.
the governor, etc.
The camshaft is carried in underslung
The long free lengths of the chains bearings, which are fitted in the
are guided by rubber-clad guide roller guide housings between the cam
bars. Lubricating oil is supplied discs for fuel pump and exhaust
through spray pipes fitted at the valve. The bearings are of the shell
guide bars and chain wheels. type, and the nuts and bearing bolts
are designed for hydraulic tighten-
CHAIN TIGHTENER ing.
The chain tightener consists of a The coupling flanges and the fuel
chain wheel mounted on a forked arm pump and exhaust valve cams are
in the chain casing. The forked arm shrunk onto the shaft by heating.
is pivoted on a shaft pin and is Dismantling of flanges is effected by
equipped with a bearing for the chain forcing lubricating oil in' between
wheel. the shaft and the flange, see Volume
II. The same procedure is used for
Throughout the chain-tightening pro- turning of the fuel cam with a view
cedure, the engine must be turned so to adjusting the fuel pump lead and
that the chain is slack at the side also when adjusting the camshaft in
where the chain tightener wheel is case the chains have become worn and
fitted. elongated following retightening.
The chain tightener is operated by a The camshaft rotation constantly fol-

tightener bolt in the free end of the lows that of the crankshaft. When the
forked arm for the chain wheel. The engine is reversed, the position of
tightener bolt extends through a pin the rollers of the individual fuel
that is free to turn in the chain pump roller guides is being shifted
casing. For correct tightening of the in relation to the respective cam
chain drive, see Volume II - MAIN- discs, thus altering the fuel pump
TENANCE. timing to suit the new direction of
rotation. See Section 909.
143
906.02-25
After the engine has been testrun, MOMENT COH>ENSATORS

the camshaft parts and the cylinder
blocks are provided with pin gauge 2nd Order Moment
marks, and the necessary pin gauges
are delivered together with the 4, 5, and 6-cyl. engines have a 2nd
engine, enabling the camshaft timing order external moment which might
to be checked and readjusted if the excite vibration of the hull and
parts have been dismantled. The pin deck house. Consequently, these
gauges are marked with engine type, cylinder numbers have, as standard,
engine number, point of application, been provided with flyweights built
and the distance in mm between the into the main chain drive (forming a
measuring points. Furthermore, the Moment Compensator of type I), which
length of the pin gauges is indicated in many cases gives satisfactory
in the relevant section of the main- vibration conditions in the ship. If
tenance book for the plant. one compensator aft alone proves to
be insufficient, another pair of
INDICATOR DRIVE - INDICATOR COCK compensator flyweights can be mounted
on the fore end, driven from the
An indicator cam is fitted for each crankshaft, thus forming a conven-
cylinder. An indicator drive is ar- tional 2nd order moment compensator
ranged above this cam, and the cy- (designation: Moment Compensator type
linder cover is fitted with an indi- II) which in all cases will neutra-
cator cock which communicates with lize the external 2nd order moment.
the combustion chamber of the cy-
linder through a bore. 4-Cylinder Engines
1st Order Moment
The indicator drive consists of a
spring-loaded spindle which is able 4-cyl. engines have a rather high 1st
to move up and down, corresponding to order external moment, and can,
the movement of the piston within the therefore, be provided with a 1st
engine cylinder. This motion is order moment compensator arranged in
transmitted from the indicator cam the main chain drive. The moment com-
through a roller at the bottom of the pensator consists of a (new) chain-
spindle. At the top the spindle has tightener wheel with an incorporated
an eye to which the indicator cord is counterweight. The size of the coun-
fastened after the indicator has been terweight shall correspond to a given
mounted on the indicator cock. position of the adjustable counter-
weight of the turning wheel.
During the normal running of the
engine, the spring-loaded spindle is If the chain drive(s) for the above
lifted clear of the indicator cam, compensators have been dismantled,
the handle of the spindle being in the flyweights must be positioned
the locked position. correctly in relation to the crank-
shaft of the engine (see the instruc-
When diagrams are to be taken, the tion book, Vol. II, MAINTENANCE).
handle is turned 90° whereby the Incorrectly fitted moment compensa-
spindle enters a keyway, thus pre- tors may excite heavy vibrations.
venting it from turning during its
up-and-down movement.
144
ARRANGEMENT OF CHAIN DRIVE AND CAMSHAFT P L A T E 90600-24
L60MC/MCE
145
P L A T E 90601-28 C H A I N DRIVE AND GUIDE BARS
L60MC/MCI
053
146
CHAIN DRIVE - L U B R I C A T I O N P L A T E 90602-29
L60MC/MCE
23S
147
P L A T E 90603-23 C H A I N TIGHTENER
L60MC/MCE
148
INTERMEDIATE CHAIN WHEEL PLATE 90604-31
L60MC/MCE
036
149
P L A T E 90605-23 L U B R I C A T O R AND G O V E R N O R D R I V E
L60MC/MCE
092 330
342
150
INTERMEDIATE CHAIN WHEEL P L A T E 90606-01
L60MC/MCE
013
151
Notes
152
CHAINNHEEL ON CAMSHAFT
P L A T E 90610-41
L60MC/MCE
796
153
P L A T E 90611-50 CAMSHAFT
L60MC/MCE
-777
^730] !
i
-75, r
DJJ
797 '
154
S 906-09
Page 1 (2)
INDICATOR COCK "KLINGER"

TYPE ABIE 12/D-VII
the cap tightened up, and the cock
MOUNTING AND MAINTENANCE left in open position. This will pre-
vent the corrosive combustion pro-
Mounting the Indicator Cock ducts from reaching the sealing sur-
faces of the cock plug, and, being in
When mounting the indicator cock, the open position, the cock can be
screw the cock housing on to the bot- tightened up at any time. This also
tom of the intermediate piece A, involves the advantage that the cock
tightening it against the gasket B to plug 7 and the packing sleeve 6 are
prevent the combustion gas from cor- not exposed to the pulsating pressure
roding the thread of the cock housing produced when the engine is running.
and the intermediate piece. Bring the Prior to indication, proceed as fol-
indicator cock into the correct posi- lows:
tion by turning the 'intermediate Shut off the cock, remove the cap,
piece A. blow through the cock once, and fit
the indicator. Blowing through the
Maintenance Instructions cock more than once will shorten the
service life of the packing sleeve.
Modern diesel engines with a high cy- After completing indication, mount
linder load expose indicator cocks to the cap with sealing disc and tighten
very high temperatures and pres- up the cap. After completing indica-
sures. Furthermore, the cock plug is tion, mount the cap with sealing disc
often fouled and corroded on account and tighten up the cap. After this,
of the use of inferior fuel oils. To leave the cock in open position.
prevent this and to prolong the ser-
vice of the packing sleeve, the fol- Taking into use and adjusting
lowing precautions should be observ-
ed: After taking a new cock into use or
after replacing the packing sleeve,
Normal Operation the sealing screw 9 should be lightly
tightened with the cock in an open
When the indicator cock is not in position. Do not tighten firmly as
use, the sealing disc 3 and the the cock plug must still be able to
blanking off cap 2 should be mounted, move freely.
155
S 906-09
Page 2 (2)
A leakage during operation can be im-

mediately stopped by tightening the
sealing screw a little more. When a
leakage can no longer be stopped in
this way, the packing sleeve must be
replaced.
Replacement of packing sleeves
Dismounting
Remove the sealing screw 9. Loosen
screw 15, and remove washer 16 and
the handle 11. Knock the cock plug 7,
the bipartite ring 8, and the packing
sleeve 6 out of the housing. Remove
the bipartite ring, and press the
cock plug through the packing sleeve.
Mounting
Place the bipartite ring in the seal-
ing groove of the cock plug and mount
the packing sleeve on the cock plug,
pushing the sleeve up against the bi-
partite ring. Knock the complete as-
sembly into the bore of the housing
ascertaining that the ridge on the
packing sleeve fits into the groove
in the housing. The flow hole rings
of the packing sleeve must neither
project nor lie untrue in the open-
ings of the packing sleeve. Mount
sealing the screw and the handle.
Pos. Nr.
Item No. Benaevnelse Part description
1 Indikatorhane, komplet Indicator cock, complete
2 Kapselmatrik Cap nut
3 Pakning Gasket
5 Hus Housing
6 Tatningsforing Packing sleeve
7 Hanetold Plug
8 Todelt ring Bipartite ring
9 Tstningsskrue Sealing screw
11 Handtag Handle
15 Skrue Screw
16 Skive Washer
156
INDICATOR DRIVE P L A T E 90612-13
L60MC/MCE
157
P L A T E 90613-27 C A M S H A F T B E A R I N G AND R O L L E R GUIDE HOUSING
L60MC/MCE
158
GOVERNOR DRIVE
P L A T E 90615-43
01.6
159
3
LATE 90618-36 REGULATING SHAFT
L60MC/MC!
160
EMERGENCY CONSOLE PLATE 90620-28
248
261
96S
PLATE 90621-26 A R R A N G E M E N T OF S T O P CYLINDER AND
SPRING-LOADED PULL ROD
L60MC/MCE
638
162
ARRANGEMENT OF L A Y S H A F T
P L A T E 90622-28
L60MC/MCE
237 597-
163
P L A T E 90625-24 MOMENT COMPENSATOR - FORE
L60MC/MCE
r
270—1 \
282 , \
294
MOMENT COMPENSATOR - CHAIN T I G H T E N E R P L A T E 90626-07
L60MC/MCE
107
132
227
165
P L A T E 90627-08 MOMENT COMPENSATOR - LUBRICATION
L60MC/MCE
067
055
906-1 CHECKING OF CHAIN 906-1
Edition 15 DRIVE, GUIDEWAYS, BOLT
Data 1 (1) CONN., AND LUBRICATION L60MC/MCE
SAFETY PRECAUTIONS
j~ I Stopped engine
I j Block the starring mechanism
I I Shut off starting air supply
L_Zl Er>g°g« turning gear
| | Shut off cooling water
| | Lock turbocharger rotors
I" Chain
DATA:
D-1 Max. wear of teeth

on chain wheel for:
1" Chain 0.9 mm D-2
3.1/2" Chain 3.0 mm -D-3-
1" Chain
D-2 Check measurement for

10 links 238.2 mm 3 1/2" Chain
D-3 10 links + 1% = scrapping
of chain 240.5 mm
3.1/2" Chain
D-4 Check measurement for

10 links 835.0 mm
D-5 10 links + ~\% = scrapping
of chain 843.4 mm
167
906-1 CHECKING OF CHAIN 906-1
DRIVE, GUIDEWAYS, BOLT Edition 15
L60MC/MCE CONN., AND LUBRICATION Page 1 (2)
Carry out the inspection as follows:

1. Make a general inspection for
loose bolts and screws.
2. Inspect lube oil pipes for damage,
and check jet nozzles for possible
stoppages or deformations.
3. Examine the rubber track of the
guideways for cracks or other da-
mage. Make a special check of the
guideways at the on and off runs
of the chain wheels.
Replace the guideway if bits have
started to be "plucked out" of the
rubber track.
4. Check the teeth of the chain
wheels. If abnormal wear is found,
take a measurement (see data).
Measurements are best made by

placing a short straight-edge over
the points A and 8 and then mea-
suring the distance D-1. If abnor-
mal wear is noted at the bottom of
the teeth, measure the diameter of
the bottom. For assessing the mea-
surement results, contact B&W
Diesel.
In most cases, scratches will be
found on the sides of the teeth,
which are caused by the side pla-
tes of the chain. Such scratches
can generally be considered nor-
mal.
168
906-1 CHECKING OF CHAIN
Edition 15 DRIVE, GUIDEWAYS, BOLT
Page 2 (2) CONN., AND LUBRICATION
5. The chains for the camshaft drive

are matched together to ensure an
even load distribution.
To keep such matching chains in
their pairs they have been marked
on the side plates of the outer
link nearest to the assembled link
with year, month, day and chain
number.
Example:
No. 1 order,
840520 1A
840520 1B
(840520 1C, possible 3rd chain)
No. 2 order,
840520 2A
840520 28
(840520 2C, possible 3rd chain)
On the same link there is an arrow

(->) which indicate the mounting
direction.
Check the chains for cracks on

possibly defective rollers and
side plates. Check that the chain
rollers can run freely and that
the chain links can freely move on
the pin and bushing (that they are
not "seized" between the pin and
the bushing).
It is normal, however, that the
rollers get light, circumferential
cracks during the running-in pe-
riod. These fine cracks are of no
importance and need not be con-
sidered. It is recommended to turn
the chains a complete rotation and
check each single link.
Check the chain wear - see data -

and adjust the chains (remember to
block and lock the nuts of the
chain tightener bolt) - see data
and procedure 906-2.
169
906-2 CHAIN DRIVE
Edition 40 (3.1/2 n & 1")
Data 1 (1)
SAFETY PRECAUTIONS
[JX^ Stopped engine

C>^ Block the starting mechanism
\^^\ Shot off starting air supply
&Q Engage turning gear
L 1 Shut off cooling water
I I Shut off fuel oil
CXQ Shut off lubrication oil
17, 19, 30, 36
14
85
Original Spring
DATA:
3.1/2" Chain
D-1 Clearance 0.1 mm
When replacing the chain, the chain
tension is to be re-adjusted when the
engine has been operating at MCR or
after 100 hours' operation.
D-2 Slackness in 1" chain— 25-50 mm
The chains are to be tightened after
sea trial and after 500, 1000 and
1500 service hours.
Thereafter, the normal service is
4000 hours.
170
906-2.1 CHECKING AND 906-2.1
ADJUSTING TENSION Edition 40
L60MC/MCE OF 3.1/2" CHAIN Page 1 (2)
1. When retightening the chains,

loosen the nuts A, B, C and D to
free the chain tightener bolt.
2. Turn the engine so that the slack

part of the chains is on the same
side as the tightening wheel, and
continue the turning until the
balanceweights are hanging verti-
cally downwards.
3. With the balanceweights in this

position, tighten nut B on the
chain tightener bolt until there
is a clearance between the shaft
and the nut as stated in D-1.
Then tighten the nut B a further:
For 4 cyl. with 1st order

moment compensator: 300°
For 4 cyl. without 1st

order moment compensator
and for 5 & 6 cyl.: 330°
For 7 & 8 cyl.: 240°
171
906-2.1 CHECKING AND 906-2.1
Edition 40 AD3USTING TENSION
Page 2 (2) OF 3.1/2" CHAIN L60MC/MCE
4. Tighten the nut C hard against the

contact face of the shaft.
Tighten the nut D.
Then lock the nuts C and D by
means of the tab washer.
5. Tighten the nut A.
Then lock the nuts A and B by
means of the tab washer.
172
906-2.2 CHECKING AND 906-2.2
ADJUSTING TENSION Edition 40
L60MC/MCE OF 1" CHAIN Page 1 (1)
Turn the engine so that the slack

of the chain occurs on the longest
free length.
Measure the slack of the chain

manually by moving the chain to
the outer positions of the slack
and finding the difference between
these positions.
If the chain tension does not cor-
respond to the measurements stated
on the data sheet, adjustment is
to be carried out.
2. Adjustment
Loosen the screw of the chain

tightener, and by turning the
"loose" plate of the chain tight-
ener, adjust the tension of the
chain in such a way that it is in
accordance with the limits stated
in Data. Again tighten up the
screw and check the slack. If the
chain tension is in order, lock
the screw.
173
906-2.3 DISASSEMBLING AND 906-2.3
Edition 40 ASSEMBLING Or CHAINS
Page 1 (3) (3.1/2" & 1" CHAINS) L60MC/MCE
It may became necessary to disas-

semble a chain owing to, for in-
stance, cracked rollers or seizures
between pin and bushing being ascer-
tained during the inspection (906-1),
or when replacing worn chains, or
when removing the chainwheel.
In the case of 1" chains, it can also

become necessary to remove a link if
the adjustment possibilities of the
chain have been used and the chain
has not reached the rejection stage.
NOTE: At every disassembly of a chain

link, a new link must always be fit-
ted as the link pin press-fit is de-
stroyed when breaking the chain. When
a new link is fitted in one chain,
the corresponding link in the other
chain shall always be renewed.
1. Disassembling the 3.1/2" chain
Turn the chain until the link

which is to be disassembled is in
a favourable position for the work
(normally on the longest free
length of the chain on the rear
side of the chain housing opposite
the frame opening). Slacken off
the chain so that the entire
slackness is on the long free
length.
When replacing a chain link, the

free ends of the chain are best
held by making a lashing with thin
wire round the link rollers a
short distance from the disas-
sembling point. The wire is then
lightly pulled tight by means of a
tackle. Protect the link rollers
over which the wire is wrapped
against the friction of the wire.
If, however, the chain is to be

completely removed, the free chain
ends must be held by two tackles.
The riveting of the pins that are
to be pressed out is chiselled or
ground away.
174
906-2.3 DISASSEMBLING AND 906-2.3
ASSEMBLING OF CHAINS Edition 40
L60MC/MCE (3.1/2" & 1" CHAINS) Page 2 (3)
2. Place the chain bursting device
over the smallest part of the
chain link and then move it in
position so that the dismantling
screws are exactly over the ground
pin ends. Lightly tighten the dis-
mantling screws and then start to
press out the side plates with
pins by tightening the dismantling
screws of the bursting device
alternately while resisting with
the work holder.
NOTE: Only one hexagon at a time.
3. Assembling
The assembling tool comprises two

traverse pieces and two pulling
screws with ball thrust bearings.
The uppermost traverse piece has
machine-turned cavities for the
pin ends of the side plate. Press-
the side plate with pins in the
two pertaining holes of the inner
links. If it is not possible to
press the pins fully home, place
the uppermost traverse piece over
the side plate so that the ends of
the pins guide the traverse piece.
Place the lowest traverse piece on
the other side of the inner links
and screw in the pulling screws
with ball thrust bearings, and
tighten. The side plate with pins
is thus pressed home in the inner
links by tightening the pulling
screws alternately, one hexagon at
a time.
175
9Q6-2.3 DISASSEMBLING AND 906-2.3
Edition 40 ASSEMBLING OF CHAINS
Page 3(3) (3.1/2" & 1" CHAINS) L60MC/MCE
4. When the pins have been pressed

home in the inner links, loosen
the pulling screws, thus freeing
the lowest traverse piece. The
"loose" side plates are now posi-
tioned between the lowest trans-
verse piece and the ends of the
link pins, whereafter the pulling
screws are again tightened. Pull
the link plate in position over
the pin ends by tightening the
pulling screws alternately one
hexagon at a time. When the link
has been assembled correctly,
remove the tools and secure the
pin ends by riveting. Remove the
tackle(s) and wire rope.
Repeat the procedure on the other

chain, after which adjust . the
chain tension, see Data and also
906-2.1.
5. Disassembling the 1" Chain
Turn the chain link which is to be

taken out into a favourable posi-
tion and remove the riveting on
the pin ends of the link. Lash
together the chain links on each
side of the link being taken out
to hold them together. Now slacken
off the chain. Position the chain
bursting device and disassemble
the chain in the same way as
described for the 3.1/2" chain.
6. Assembling
Put the side plate with pins in

position in the two inner links.
Place the assembling tool over the
chain link as shown in the illu-
stration, positioning the "loose"
side plate over the pin ends.
Tighten the screw of the tool, and
by this means, the link plate is
pressed down over the pin ends.
When the parts are in place,
remove the tool and lashing, and
secure the pin ends by riveting.
Adjust the tension of the chain -
see Data and also 906-2.2.
176
906-3 INSPECTION OF RUNNING
Edition 04 SURFACES ON CAMS
When inspecting the roller

also check the running surface of the
cams. The inspection should include
the entire surface of the cam, i.e.
the cam should be turned the whole
way round during the inspection.
The running surface of the cam shall

be completely smooth and bright. If
light cracks are ascertained, remove
these by the careful use of a fine
carborundum stone. These light cracks
can aooear if the roller guide and
the cam do not "run" exactly to-
gether.
In the case of heavier cracks or di-
rect flaking of the material on the
running path (resulting from, for in-
stance. bearing damage), B&W Diesel
should be contacted for further in-
structions.
177
906-5 CAMSHAFT BEARINGS
Edition 23
Data 1 (1)
SAFETY PRECAUTIONS
L^*Cj Stopped engine

CX^l Block the Parting mechanijm
|^Vj Shut off starting air supply
L^Sl Engage turning gear
| I Shut off cooling water
| j Shut off fuel oi
| Shut off lubrication oil
I ] Lock turbocharger rotors
DATA:
D-1 Max permissible clearance 0.35 mm
0-2 Weight of oil tray 51 kg

Hydraulic tightening pres-
sure, camshaft bearing
nuts 900 bar
D-4 Weight of bearing housing,

lower part 84 kg
D-5 Weight of lower shield 20 kg
178
906-5.1 CHECKING CLEARANCE 906-5.1
IN CAMSHAFT BEARING Edition 23
Normally the clearance in the cam-

shaft bearing is measured when the
roller guides are dismounted for in-
spection, see 908-4.
By means of a "Kjser" feeler, measure
the clearance at the top of the cam-
shaft bearing, inserting the "Kjser"
feeler through the bores for the dis-
mounted roller guides.
If the clearance in the camshaft
bearing is found to be larger than
the maximum measurement specified on
the data sheet, the camshaft bearing
is to be dismantled and the bearing
shells replaced. In such a case, con-
tinue according to procedure 906-5.2.
If no anomalies are found when check-
ing the clearance in the camshaft
bearing, dismantling for inspection
is only to be carried out in connec-
tion with Class survey - see Checking
and Maintenance Programme 900-1.
179
Edition 23 CAMSHAFT BEARING
Dismounting:
1 . Drain off the oil in the oil tray
of the roller guide housing and in
the shields enclosing the camshaft
couplings (on both sides of the
roller guide housing).
Dismount the oil outlet pipe from
the oil tray. Release the shields
enclosing the camshaft couplings
(on both sides of the roller guide
housing), and remove the shields.
Release the sealing flanges on the
roller guide housing, loosening
the screws mounted in the roller
guide housing and removing the
screws mounted in the oil tray.
Mount shackles and wire ropes in
the lifting fittings of the oil
tray, hook on a tackle and haul
tight. Remove the screws securing
the oil tray to the roller guide
housing. Ease off the oil tray,
landing it on the platform.
2. Release and dismount the lock nuts
which secure the nuts of the bear-
ing studs. Mount the lifting fit-
ting for the bearing half- on both
sides of the bearing. Attach groo-
ved pulleys to the roller guide
housing, and hook wire ropes/
tackles on to the lifting fit-
tings/grooved pulleys.
180
INSPECTION OF 906-5.2
CAMSHAFT BEARING Edition 23
Page 2 (3)
3. Mount the hydraulic jacks and

loosen the bearing nuts. For use
of hydraulic jacks, see 913-1.
Remove the hydraulic jacks and
dismount the nuts.
4. Remove the screws which assemble

the bearing halves, after taking
out the circlips which secure the
screws. Place the bearing lower
part on the platform. Then inspect
and, if required, replace the
bearing shell.
NOTE: In the case of replacement
of bearing shells, both
shells are to be replaced.
Dismount the bearing shell locking
screws in the upper bearing
casing, and rotate the bearing
shell out of the bearing casing
for inspection or replacement.
Inspection
For assessment of the bearing con-

dition, see Volume I, Operation,
section 708 "Bearings".
Inspect the bearing journal for
seizures.
The inspection is to include the
whole surface of the bearing jour-
nal.
If seizures are found on the sur-
face of the bearing journal (on
account of bearing breakdown),
polish the surface with a fine
carborundum stone to produce a
bright and smooth surface again.
In the case of serious seizures,
dismount the camshaft section, see
906-6, and have the bearing jour-
nal ground to undersize at a B&W
authorized workshop.
Undersize bearing shells are
available.
By closely examining the sliding
surfaces of the bearing shells
visually, an impression can be
formed of the lubrication of the
bearing. Check the passage through
the lubricating oil ducts as well
as the lubricating oil inlet
pipes, especially if the appear-
ance of the bearing surfaces
indicates that the supply of oil
has been insufficient or entirely
missing. Normally, only failing
lubrication can damage the cam-
shaft bearing.
181
Edition 23 CAMSHAFT BEARING
Mounting
After coating the upper bearing

shell with clean lubricating oil,
rotate it into place in the upper
bearing casing. Then mount the
locking screws, the purpose of
which is partly to prevent the
bearing shell from turning and
partly to guide the bearing in the
longitudinal direction. Mount the
lower bearing shell in the lower
bearing casing, after coating the
shell with oil. Then pull the
lower bearing casing into place by
means of tackles/wire rope through
the grooved pulley to the lifting
fitting, checking that the guide
pins enter correctly. Mount the
screws for assembling the bearing
casings. Then tighten up the
screws and secure these with the
circlips.
Mount and tighten up the nuts by
means of the hydraulic tools,
using the pressure specified on
the data sheet. Secure the nuts
with the lock nuts.
Hoist the oil tray into place,
positioning it by means of the
guide pins. Then fasten it to the
roller guide housing by tightening
up uniformly all round the circum-
ference. Tighten up the sealing
flanges on the roller guide hous-
ing and oil tray. Then check the
sealing rings on the flanges.
After checking the seals, mount
the shields enclosing the camshaft
couplings in such a manner that
the shields are guided together
with the fitting screws. Finally
tighten up the shields to the
sealing flanges in one side.
Mount the drain plugs and the oil
outlet pipes.
182
906-7 CHECK ADJUSTMENT 906-7
Edition 37 (TIMING) OF
Data 1 (1) CONTROL GEAR L60MC/MCE
SAFETY PRECAUTIONS
tX] Stopped engine

j Block the starting mechanism
D-2
Shut off starting air supply
l Engage turning gear

[ | Shut off cooling water

|^^] Shut off lubrication oil
| j Lock turbocharger rotors
DATA:
D-1 Pin gauge for top dead

D-1
centre "crank throw 1"
Check measurement 602 mm
D-2 Pin gauge for camshaft
Max. change in lead angles
= two degr., corresponding
to a deviation from the pin
gauge measurement on the
camshaft of 3.84 mm
The use of the pin gauges is shown on

the following sheets.
Checking the engine adjustment by

means of pin gauge
The engine must be in "ahead" posi-
tion.
Check and, if necessary, adjust the
tension of the chain, see 906-2.1
Turn the crank throw for cyl. 1 to
TDC - turn in the "ahead" direction
to ensure that the chain drive is
correct. Check the TDC of cyl. 1 on
the turning wheel and by means of a
pin gauge on the crank throw, D-1. D-3
The adjustment check can now be taken
by means of the pin gauges shown.
D-3 Pin gauge for 1st order moment

compensator (4 cyl. engine).
When the crank throw for cyl. 1
is positioned 270° after TDC, the
pin gauge must only deviate
between the two punch marks on
the chain tightener wheel.
Check and adjustment of cyl. lubrica-

tor, see procedure 903-4.
Setting of starting air distributor,
see procedure 907-2.
183
(TIMING) OF Edition 37
L60MC/MCE CONTROL GEAR Page 1 (2)
1. CYL. 1 (the foremost cylinder) IN

T.D.C. (Top Dead Centre) POSITION,
SHOWN ON TURNING WHEEL.
2. D-1 PIN GAUGE FOR CRANKTHROW OF

CYL. 1 IN T.D.C.
D-l-
IN4
184
Edition 37 (TIMING) OF
Page 2 (2) CONTROL GEAR L60MC/MCE
3. D-2 PIN GAUGE FOR CAMSHAFT.
4. D-3 PIN GAUGE FOR 1ST ORDER MOMENT

COMPENSATOR.
-D-3
185
906-8 ADJUSTMENT OF CAMSHAFT
Edition 36 BECAUSE OF CHAIN WEAR
Data 1 (1)
SAFETY PRECAUTIONS
[ J Stopped engine
L I Block the storting mechonisn
L~) Shut off storting air supply
[ j Engage turning gear
| j Shut off cooling water
| [ Shut off fuel oil
|__ ] Shut off lubrication oil
]86
906-8 ADJUSTMENT OF CAMSHAFT 906-8
BECAUSE OF CHAIN WEAR Edition 36
Check the chain tension and the ad-

justment (timing) of the control
gear, see 906-2 and 906-7. If the
chains prove to be so heavily worn
that the deviation between the mea-
suring points and the pin gauge has
reached the maximum value stated in
Data 906-7, an adjustment is to be
carried out by turning the camshaft
halves to their original position ac-
cording to the pin gauge.
This is carried out as described in

the following (the illustrations show
adjustment of the foremost half of
the camshaft).
1 . Turn the crank throw of cylinder '

No. 1 to TDC. Check the position
by means of pin gauge, see 906-7.
2. Remove the shields, covering the

coupling flanges, from the cam-
shaft section nearest to-the chain
drive. Also remove the oil tray
from the corresponding roller
guide housing, see 906-6.
3. Dismount the plugs in the coupling

flange nearest to the chain drive
and mount 3 snap-on connectors
instead.
4. Connect the snap-on connectors to

the distributor block and the
hand-operated hydraulic high-pres-
sure pump.
5. Mount the tool for turning the

camshaft on the other coupling
flange of the camshaft section.
Using the high-pressure, pump, ap-
ply oil pressure to the coupling
flange. When oil seeps out along
the shaft below the coupling
flange, turn the whole camshaft by
means of the attached tool, if ne-
cessary using a tackle. Check the
turning by means of the pin gauge
for the camshaft/roller guide
housing and continue turning until
the marks on the camshaft and rol-
ler guide housing are in accord-
ance with the pin gauge. When the
camshaft is in the appropriate po-
sition, disconnect the oil pres-
sure from the coupling flange.
187
906-8 ADJUSTMENT OF CAMSHAFT = >:>v>,» 906-8
Edition 36 BECAUSE OF CHAIN WEAR
5. (cont'd)
Then remove the hydraulic tool and
tool for turning the camshaft.
After not less than 15 minutes.
again mount the plugs in the oil
bores of the coupling flange (this
is to allow the coupling flange to
set again).
For engine with the camshaft sepa-

rated at the chain drive, carry
out a corresponding adjustment of
the aftmost camshaft part, using
the same procedure.
Measure and adjust the lead of the

fuel pumps and fuel cams, see
909-1 and 909-2.
188
906-12 MOUNTING OF CHAINS 906-12
Edition 14 AND ADJUSTMENT OF
Data 1 (1) MOMENT COMPENSATOR L60MC/MCE
SAFETY PRECAUTIONS
^^j Stopped engine

[^<3 Block the starting mechonism
j^<J Shut off starting air supply
[jK^j Engage turning gear
j | Shut off cooling water
I "_| Shut off fuel oil
I^X^j Shut off lubrication oil
1
^
DATA:
D-1 Reduction of free
length of spring
by tensioning: - = mm
Note:
A subsequent check measurement will
in most cases show that the free
length of the spring has been reduced
during operation. Therefore, whenever
the chain is to be tightened, the
free length is to be measured, and
the length of the spring should al-
ways be reduced by the number of mm
indicated in D-1.
189
906-12.1 MOUNTING OF CHAINS 906-12.1
AND ADJUSTMENT OF Edition 14
L60MC/MCE MOMENT COMPENSATOR Page 1 (2)
(For 4-cylinder engines) If dismantling has been necessary,

the flyweights shall be assembled in
the correct position in relation to
FORE the engine crankshaft. Wrongly-
mounted flyweights can cause (heavy)
vibrations of the engine.
Aftmost 2nd Order Moment Compensator
Turn the crank throw, cylinder 1 , in

the "Ahead" direction to the position
shown in the Figure for, respective-
ly, 4, 5 or 6-cylinder engines. Check
that the flyweights point vertically
downwards (max. deviation one-half
chainwheel tooth pitch). Turn the
camshaft relative to the crankshaft
in accordance with the "valve opening
Cyl. 1 diagram", and then mount the chain.
Tighten the chain in accordance with
(For 5-cylinder engines) the instruction, see 906-2.1.
A Turn the crank throw, cylinder 1, in

FORE the "Ahead" direction to TDC and
carry out fine adjustment of the cam-
shaft.
Foremost 2nd Order Moment Compensator
Turn the crank throw, cylinder 1 , in

shown in the Figure for, respective-
ly, 4, 5 or 6-cylinder engines. Check
that the flyweights point vertically
downwards (max. deviation one-half
chainwheel tooth pitch), and then
mount the chain.
Cyl. 1 the instruction, see 906-12.2.
(For 6-cylinder engines)
A
FORE
AFT
O K
Cyl. 1 Cyl. 1
190
906-12.1 MOUNTING OF CHAINS 906-12.1
Edition 14 AND ADJUSTMENT OF
Page 2 (2) MOMENT COMPENSATOR L60MC/MCE
Aftmost 1st and 2nd Order Moment

Compensators on 4-Cylinder Engine
Turn the crank throw, cylinder 1, in

shown in Fig. 4.
Position the chain-tightener wheel so

that the 1st order moment compensator
counterweight is pointing 45° down-
wards, towards the centre of the
engine.
Check that the 2nd order flyweights

point vertically downwards.
Turn the camshaft relative to the
crankshaft in accordance with the
"valve opening diagram".
Mount the chain and tighten it in

accordance with the instruction, see
906-2.1.
When the crank throw, cylinder 1, is

turned to a position 225° after TDC,
the 1st order moment compensator
counterweight in the chain-tightener
must be in the vertical downwards
position.

the "Ahead" direction to TDC and
carry out fine adjustment of the cam-
shaft.
Foremost 2nd Order Moment Compensator

shown in Fig. 4. Check that the fly-
weights point vertically downwards
(max. deviation one-half chainwheel
tooth pitch), and mount the chain.
the instruction, see 906-12.2.
191
906-12.2 TIGHTENING OF 906-12.2
FOREMOST MOMENT Edition 14
L60MC/MCE COMPENSATOR CHAIN Page 1 (3)
1. When tightening the chain, bring
the two flyweights to a vertical
downward position.
2. Loosen and remove the hose clamp

and the rubber gland from the neck
nut.
3. Release the locking devices and

loosen the nuts A1-A2 and B1-B2.
B-2
192
906-12.2 TIGHTENING OF 906-12.2
Edition 14 FOREMOST MOMENT
Page 2 (3) COMPENSATOR CHAIN L60MC/MCE
4. Measure the free length of the

spring.
5. Tighten nut 81 until the length of
the spring has been reduced by the
number of mm indicated in D-1.
6. Tighten nut A1 lightly. See that
this does not further compress the
spring.
B-l
D-1
193
906-12.2 TIGHTENING OF 906-12.2
FOREMOST MOMENT Edition 14
L60MC/MCE COMPENSATOR CHAIN Page 3 (3)
7. Tighten nut A2 while holding nut

A1 with a spanner. Lock both nuts
with the locking device.
8. Tighten nut B1 until the thrust
flange of the spring presses hard
against the distance tube.
9. Tighten nut B2, and lock both

nuts with the locking device.
10. Mount and tighten the rubber

gland and hose clamp on neck nut.
e-2
194
-»*>^ CHAIN DRIVE AND CAMSHAFl PANEL P L A T E 906^1-67
L60MC/MCE
195
PLATE 90661-18 CAMSHAFT - TOOLS
L50MC/MCE
196
CAMSHAFT - TOOLS P L A T E 90662-19
L60MC/MCE
197
Notes
198
907.01-41
STARTING AIR SYSTEM
ENGINE CONTROL SYSTEM CONTROL-ROOM CONTROL

The manoeuvring system is of elec- Start in AHEAP Direction
tric/pneumatic design and serves to (from control-room)
carry out orders from the navigating
bridge. It is designed to give the Moving the telegraph handle to the
choice among the following modes of AHEAD position will ensure that the
engine control: starting air distributor and fuel
pumps move to their correct posi-
a) Manual control from control room. tions.
b) Automatic bridge control. Moving the regulating handle to the

(if installed) start slot will lead the pre-set
speed-setting signal to the gover-
c) Emergency running direct from the nor. The starting air distributor is
engine. actuated and, if the turning gear is
disengaged, pilot signals will open
a) During manual control from the the starting valves and the slow-
control room, all regulating of turning valve.
the engine revolutions is effected
through a pneumatically controlled If the engine has been stopped for
governor, whose terminal shaft more than 30 minutes, it is recom-
is connected to the regulating mended to activate the manual slow-
shaft. turning switch for at least one revo-
lution before the normal start proce-
Stopping, Starting and Regulating dure can take place.
manoeuvres are effected electri- When the engine has reached the start
cally/pneumatically from the regu- level r/min by means of air, the
lating handle on the manoeuvring regulating handle is to be moved to
console, and reversing is control- the wanted position in the graduated
led by the telegraph receiver range of regulation. In this position
handle. both the starting valves and the stop
valve are deactuated and signals to
b) During automatic control from the the starting components are vented.
bridge, the engine is controlled
by means of the bridge telegraph Repeated Start
handle.
In case of failure to start, it is
c) In the event of failure of the possible to increase the governor
pneumatic system, the governor or output during a new start attempt.
its electronics, the engine can be This is done by activating a switch
controlled direct from the emer- for cancelling of limitations in the
gency console on the engine. governor.
During emergency operation direct Reversing to and Start in ASTERN
from the engine, Stopping, Start- Direction
ing, Regulating and Reversing are
effected manually from the emer- The manually carried out procedure is
gency console on the engine. the same as explained in the para-
graph "Start in AHEAD direction",
For further information, see the in- i.e. the telegraph handle is to be
struction book Volume I, "OPERATION". moved to the ordered field under
ASTERN.
199
907.02-41
This causes reversing of the starting valve. When the starting level r/min
air distributor and of the rollers has been reached, the start valve is
for the fuel pumps. to be released, and the engine will
Then the regulating handle is to be run on fue1.
moved to the start slot and the start
procedure is to continue as explained Regulating up and down is carried out
for start in AHEAD direction. by turning the regulating handwheel.
The engine is stopped by actuating
BRIDGE CONTROL the stop valve, which actuates the
stop cylinder.
The position of the selector switch
"Bridge Control'V'Control Room Con- Reversing is carried out by operating
trol" is changed manually, after the AHEAD/ASTERN valve, which rever-
which control is carried out only by ses the rollers for the fuel pumps
means of the telegraph handle on the and the starting air distributor.
bridge. The rollers can only be reversed if a
stop signal has been given, and
The necessary functions such as pre- reversing of the starting air distri-
set speed-setting, changing to fuel butor is only possible if it is not
at start level r/min, slow-turning actuated.
and cancelling of limitation in the
governor at repeated start are built
in electronically in the bridge con- SAFETY SYSTEM
trol system.
The procedure outside the manoeuvring The system is separately supplied
console takes place as described with air, and is controlled by the
under "Manual control from control safety system (with separate power
room". supply) in the manoeuvring console.
In case of shut-down, the safety
system leads an air signal to air
EMERGENCY CONTROL FROM EMERGENCY cylinders on each fuel pump forcing
CONSOLE ON ENGINE these to "0" index, after which the
engine stops.
In case of breakdown of the normal The safety system is connected during
pneumatic manoeuvring system, the all modes of engine control.
governor or its electronics, the
engine can be operated from the emer-
gency console on the engine.
Change-over from NORMAL to EMERGENCY

is carried out by turning the impact
handwheel anticlockwise. Now the
governor is disconnected from the
fuel pumps, and the regulating hand-
wheel on the emergency console is
connected instead. Furthermore, valve
Normal/Emergency has to be changed to
EMERGENCY. Before changing-over this
valve, it has to be checked that the
AHEAD/ASTERN valve is in the appro-
priate position.
Start is carried out by moving the
regulating handwheel to START posi-
tion, and pressing down the start
200
907.03-41
STARTING AIR COCFONENTS

Main Starting Valve The revolution number should be kept
as low as possible, however, so that
Plate 9070Z the engine still runs smoothly.
The main starting valve is interposed During all inspections of the engine
in the starting air main pipe. the main starting valve must be in
the "BLOCKED" position.
The main starting valve consists of a
large ball valve as well as a smaller The only exception is when the start-
ball valve which is fitted as a by ing valves are tested for tightness,
pass for the large valve. Both valves in which case the main starting valve
are operated by means of pneumatic must be in "WORKING" position and the
actuators. shut-off valve for the starting air
distributor must be closed, - see
Furthermore, a non-return valve is Volume I, "OPERATION", Section 704
incorporated which prevents blow-back "Operations after arrival in port".
in the event of excessive pressure in
the starting air line. To avoid alarm, set the bridge tele-
graph and reply telegraph at STOP
The two ball valves and their actua- position.
tors are, together with the non-re-
turn valve, built together to form a Starting Air Distributor
unit.
Plate 90703
Function
The starting air distributor is fit-
The ball valve actuators are control- ted near the chain casing. The
led by means of pneumatic valves. At distributor consists of housing,
normal start, both ball valves will chain wheel, shaft, distributor disc,
open. If the engine has been stopped closing disc and reversing disc.
for 30 minutes or more, it is advis-
able to slow-turn the engine, which Short and long recesses forming two
is done by activating a switch on the concentric circles are milled into
manoeuvring console, which, by means the contact face of the distributor
of a solenoid valve, prevents the disc. Through the short recesses,
large ball valve from opening. starting air is supplied to each
starting air valve in turn. Through
The main starting valve is equipped the long recesses, the starting val-
with a blocking device consisting of ves that are not supplied with start-
a plate which, by means of a hand- ing air are vented. The outer short
wheel, can be made to block the actu- recesses allow starting air to be
ators. supplied in AHEAD direction and the
inner short recesses allow starting
On receipt of telegraph order "Fi- air to be supplied in ASTERN direc-
nished with engine", the blocking tion. Through bores, the long reces-
device is to be moved to "BLOCKED" ses communicate with the central bore
position. in the distributor housing and lead
from there to the atmosphere.
Setting of "Slow-turning"
The reversing disc is designed with
During "Slow-turning", the engine two sets of bores opposite the men-
revolutions can be set by means of tioned two sets of concentric reces-
the "slow-turning" adjusting screw. ses in the distributor disc. By means
201
907.04-41
of an air cylinder connected to the flow back through bores in the di-
reversing disc via an arm, one of stributor disc to the central bore E
these sets of bores can be cut off in the distributor housing and from
while the other set of bores is there through bore F to the atmos-
brought to communicate with the out- phere.
let holes in the distributor hous-
ing. Each outlet hole leads to a When the crankshaft starts turning,
starting valve and the position of the distributor disc also turns,
the reversing disc determines whether thereby moving the short recess from
air for AHEAD or ASTERN running is one bore into a position opposite the
supplied to the starting air valves. next bore. Thereby the starting valve
Furthermore, the reversing arm acts which is connected with this bore is
as a cam for two 3-way valves, con- supplied with control air and the
trolling the end positions of the starting valve opens. Simultaneously,
reversing movement. the long recess in the distributor
disc is positioned opposite the bore
The shaft rotates in a bushing fitted from the starting valve activated
in a centrally placed bore in the directly before, and the control air
distributor housing. The shaft is of that starting valve is vented and
driven by the camshaft through a the valve closes. At the end of the
chain wheel. The distributor disc and starting period, space D is vented
the closing disc are mounted on the through pneumatic valve C, which
other end of the shaft. During run- again presses closing disc B against
ning, the distributor disc is kept the distributor disc, thus preventing
free of the reversing disc by means the starting valves from being vented
of oil pressure, as the bearing clo- through valve C. It is thereby achie-
sest to the reversing disc has been ved that the already open starting
designed with a larger diameter than valves remain open during their nor-
the bearing at the other end. mal opening period.
Function Starting Valve
When control air is admitted to the Plate 90704
starting air distributor, a control
air pressure builds up in space A, The starting valve (spring-loaded) is
causing closing disc B to be pressed fitted on the cylinder cover. It is
against the distributor disc, which controlled by control air from the
is thereby pressed against the rever- starting air distributor 90703.
sing disc. With a small time delay,
the air passes through a pneumatic Function
valve C to space D. Closing disc B is
pressed away from the distributor When the main starting valve is open,
disc, and the control air passes chamber P of the starting valve is
through bores in the distributor disc pressurized through the starting air
out into the short recesses and from pipe.
there through bores in the reversing
disc and in the distributor housing The starting valve is kept closed by
to the starting valve, thus activat- the spring. When chamber U above the
ing the starting valve. The long pistons of the starting valve is
recess in the distributor disc com- pressurized with control air from the
municates with the remaining starting starting air distributor, the start-
valves through the bores in the ing valve opens, and starting air
reversing disc and the distributor now flows from the starting air pipe
housing, and any air in these will to the cylinder.
202
907.03-41
After starting, chamber U is vented

through the vent pipe of the starting
air distributor, and the starting
valve will close. Venting of the
starting air in chamber P and the
starting air pipe takes place slowly
through small holes in the starting
air pipe.
203
L-MC/MCE
r r
I '— ; ' ''. ~ '""i
MAIN STARTING VALVE P L A T E 907Q2-20
L-MC/MCE
206
ADJUSTING SCREW FOR

"SLOW TURNING"
205
A T E 90703-33 STARTING AIR DISTRIBUTOR
L60MC/MCE
t 178
206
STARTING VALVE P L A T E 90704-18
L60MC/MCE
207
Notes
208
907-2 SETTING OF STARTING 907-2
Edition 12 AIR DISTRIBUTOR
SAFETY PRECAUTIONS
f ] Stopped engine
\ I Block the starting mechanism
i I Shut off starting air supply
1 | Engage turning gear
| | Shut off cooling water
[^ | Shut off lubrication oil
| | Lock turbochorger rotors
={£ 24, 36
r~
0
5
80-300 Mm
DATA:
0-1 Tightening-up torque. 100 Nm

907-Z SETTING OF STARTING 907-2
AIR DISTRIBUTOR Edition 12
When the starting air distributor has
been dismounted or the chain ex-
changed, the setting and checking of
the starting air distributor is done
in the following way:
1. Turn the engine to bring the
piston of cylinder 1 to TDC.
2. Remove the plug screw and gasket
from the side of the distributor
housing, and insert the check pin
K in its place.
Turn the shaft together with the
distributor disc until the check
pin K enters the slot in the disc.
3. If fine adjustment is needed,
loosen and remove the nuts which
fasten the main wheel to the hub.
Fit new nuts, but do not tighten.
4. Tighten-up the chain wheel by
means of the nuts. When tightening
the nuts, apply a spanner to the
nut on the shaft end, to keep the
shaft steady.
Note:
Never use the check pin K for this
purpose.
5. Remove the check pin K from the
distributor housing and mount the
gasket and plug screw.
Self-locking nuts may only be used
once.
210
907-4 OVERHAUL OF
Edition 31 STARTING AIR VALVE
Data 1 (1)
SAFETY PRECAUTIONS
I j Stopped engine
|~" | Block the storting mechanism
[ ] Shut off starting air supply
\^ \ Engage turning gear
|^ | Shut off cooling water
[^ ] Shut off lubrication oil
46
DATA:
D-1 Weight of starting air

valve 36 kg
2T
STARTING AIR VALVE Edition 31
1. Remove the top cover fixing

© screws.
2. Screw off the valve spindle nuts.
Remove the washer fitted under the
nuts and take out the valve
spindle.
Take out the bushings, discs, and
pistons, and remove the valve
spring.
Remove and discard the 0-rings.
212
907-4 OVERHAUL OF
Edition 31 STARTING AIR VALVE
Page 2 (?)
3. Grind the valve housing seating

with the grinding ring after ap-
plying grinding paste.
Carborundum No. 200.
Grind the seatings of the spindle

and housing to match, using the
face wrench to rotate the valve
spindle.
4. Thoroughly clean all parts before

reassembling the valve.
Lubricate all internal parts

(sliding surfaces) with, for in-
stance, Molybdenum Disulphide,
MoS2.
A s s e m b l y
5. First insert the valve spring,

then a bushing.
ICC
Ie
STARTING AIR VALVE Edition 31
6. Mount the other pistons and bush-

ings on the valve assembling tool.
7. Insert pistons and bushings in the

valve housing while fitted on the
assembling tool. Subsequently, re-
move the assembling tool.
8. Insert the spindle, fit the washer

and nut, and tighten the nut.
Always fit a new 0-ring.
Finally, mount and tighten up the
cover.
214
908.01-28
EXHAUST VALVE
PLATE 90801
GENERAL
Each cylinder is equipped with an ex- from seeping upwards and polluting
haust valve, which is mounted in a the lubricating oil in the hydraulic
central bore in the cylinder cover. system of the valve gear.
The valve housing is attached by
means of four studs and nuts to form The exhaust valve is closed by a
a gas-tight seal against a seat in pneumatically operated piston. The
the cylinder cover. The nuts are air pressure applied to close the
tightened by means of hydraulic valve is provided through a non-re-
tools. turn valve. A safety valve is mounted
on the side of the air cylinder hous-
The valve housing has an exchangeable ing at the bottom end and connected
bottom piece provided with a sur- through a duct to the drain pipe.
face-welded Stellite wearing face on
the conical seat for the valve spind- The exhaust valve is opened by the
le. The valve housing and the bottom valve spindle being pressed down by
piece are water-cooled. The bore for the -piston in the hydraulic cylinder
the valve spindle is provided with an fitted on top of the exhaust valve.
exchangeable spindle guide with a The hydraulic piston is operated
wearing bush, which is also exchange- through a piping which communicates
able. The valve housing is equipped with a corresponding hydraulic cylin-
with cleaning covers through which der on the roller guide housing above
the cooling water space can be check- the camshaft. The piston in the lat-
ed and cleaned. ter cylinder is, via a roller guide,
actuated by the exhaust cam on the
Like the bottom piece, the valve camshaft. The system is kept filled
spindle has a welded-on Stellite with oil from the camshaft lubricat-
wearing face on its seat. The lower ing system, and the upward movement
cylindrical part of the valve spindle of the roller guide is transmitted
is fitted with a guard with vanes through the hydraulic cylinder on the
which cause the valve spindle to turn roller guide housing to the hydraulic
while the engine is running. At the cylinder on the exhaust valve.
top of the spindle an air piston is
locked to the spindle by a two-piece The hydraulic cylinder is mounted on
conical ring. the air cylinder on top of the
exhaust valve housing by means of
To indicate that the exhaust valve is studs and nuts. The hydraulic cylin-
working properly while the engine is der has a piston with two piston
running, a "lifting/rotation check rings. At the top end, an air bleed
rod" is mounted on top of the hydrau- valve is fitted to the side of the
lic cylinder on the exhaust valve. hydraulic cylinder. Any oil that may
escape through this bleed valve is
The scavenge air pressure in the led through a duct and is drained off
space between the air cylinder sea- through a bore together with any
ling rings and the sealing ring leaking oil from the piston.
around the spindle bush - connected
to the scavenge air space through a
bore in the valve housing and a pip-
ing - prevents gas, from a possible
leakage around the valve spindle,
215
908.02-28
HYDRAULIC VALVE ACTUATING GEAR
The exhaust valve is actuated by a From there the oil - together with
cam on the camshaft. A roller guide any oil from the safety valve - is
located in the roller guide housing drained off through a bore in the
located above the camshaft transfers cylinder to the camshaft housing.
the movement to the piston of a
hydraulic oil cylinder, which, The valve actuating gear is equipped
through a high-pressure pipe, is con- with a locking device which can
nected with the hydraulic cylinder on retain the roller guide in its top
the exhaust valve. position and put the exhaust valve
out of action.
The roller guide is pressed downwards Note that the locking device must
by the action of a helical spring only be actuated or released when the
fixed between the roller guide and engine is stopped.
the hydraulic cylinder in such a way
that the roller of the roller guide
will follow the cam on the camshaft.
The piston rests on a thrust piece in
the neck of the roller guide and is
locked to the roller guide by a
bayonet lock. The roller guide is
prevented from turning by means of a
bushing. The hydraulic cylinder is
attached to the camshaft housing by
four studs, two of which are long
enough to permit the spring of the
roller guide to be gradually relieved
during dismantling of the components.
The pressure oil is supplied from the

camshaft lubricating system through a
non-return valve in the top of the
hydraulic cylinder. Opposite the non-
return valve there is a safety valve.
When the piston is in its lowermost

position it uncovers the bore in the
cylinder wall. This bore is connected
to an adjustable throttle valve
through which the oil is drained off
to the camshaft housing.
At the beginning of the compression

stroke, some of the oil is pressed
back through the throttle valve, and
by adjusting this valve it is possi-
ble to undertake fine adjustment of
the opening and closing of the ex-
haust valve.
Oil leaking from the hydraulic cylin-

der on the exhaust valve is drained
through a pipe connection to the top
of the hydraulic cylinder on the cam-
shaft housing.
216
EXHAUST VALVE PLATE 90801-52
L60MC/MCE
419
217
P L A T E 90805-44 V A L V E GEAR
L60MC/MCE
292
>517
218
V A L V E GEAR - DETAILS PLATE 90806-14
L60MC/MCE
034 -{
219
908-1 OVERHAUL AND 908-1
Edition 29 ADAPTATION OF
Data 1 (1) HIGH-PRESSURE PIPE L60MC/MCE
SAFETY PRECAUTIONS
\^^\ Stopped engine

[^^l Block the storting mechanism
CÔ Shut off starting a'tr supply
\^^\ Engage turning gear
j j Shut off cooling water
j | Shut off fuel oil
[ j Lock turbocharger rorors
DATA:

pipe 37 kg
D-2 Distance from end of high-

pressure pipe to lower
edge of pressure flange....16 mm
D-3 Tightening torque 70 .Nm

ADAPTATION OF Edition 29
L60MC/MCE HIGH-PRESSURE PIPE Page 1 (2)
1. In connection with replacement of
hydraulic high-pressure pipe, ex-
haust valve or hydraulic actuator,
the high-pressure pipe sealing
surfaces are to be checked and re-
conditioned, if required.
2. Check the contact surfaces of the
pressure pipe for marks, and if
necessary, grind the pipe ends by
means of the grinding mandrel.
Start grinding with a coarse grin-
ding paste, for example Carborun-
dum No. 200, and finish with a
fine grinding paste, for example
3. After reconditioning the contact
surfaces of the pipe, measure the
distance from the lower edge of
the thrust bushing to the contact
surface of the pipe. At both ends
this measurement is to correspond
with the value stated in Data.
Check the thrust pads in the ex-
haust valve and the actuator for
marks on the sealing surface.
Discard the 0-rings on the thrust
pads.
If considered necessary, replace
the thrust pads.
Lift the thrust pad free by, for
example, using a screwdriver in
the groove of the thrust pad.
221
Edition 29 ADAPTATION OF
Page 2 (2) HIGH-PRESSURE PIPE L60MC/MCE
4. Mounting of hydraulic high-pres-

sure pipe.
Place the high-pressure pipe with
the sealing surfaces of the pipe
resting on the thrust pads of the
exhaust valve/actuator, paying re-
gard to the 0-rings on the thrust
pads.
After fitting the pipe correctly
relative to the exhaust valve and
actuator, tighten up the screws of
the pressure flanges in crosswise
order, see Data.
5. Check the system for tightness,
see 908-3.
222
Edition 56 EXHAUST VALVE WITH
Data 1 (2) PNEUMATIC PISTON L60MC/MCE
SAFETY PRECAUTIONS
[ | Stopped engine
[ | Block the starting mechanism
| | Shut off starting air supply
I | Engage turning gear
f | Shut off cooling water
[ J Shut off lubrication oil
\ | Lock turbocharger rotors
10, 13, 17, 19, 24, 30
5, 6, 8, 10 -©-
36/41, 46/5Q
2 xJv\12 2 x M20
50
20-100
DATA:
D-1 Exhaust valve complete.. 690 kg

D-2 Oil cylinder 101 kg
D-3 Air cylinder 30 kg
0-4 Spindle 72 kg
D-5 Bottom piece 97 kg
D-6 Oil cylinder,
inside dia. max 85.2 mm
D-7 Piston rings,
min. thickness 3.2 mm
D-8 Exhaust valve housing....330 kg
D-9 Piston in air cylinder... 9 kg
0-10 Piston in oil cylinder... 3 kg
D-11 Tightening torque 30 Nm
D-12 50 Nm
D-13 Opening pressure of
safety valve 17.5 bar
D-14 Offset angle 6.0°
223
EXHAUST VALVE WITH Edition 56
L60MC/MCE PNEUMATIC PISTON Data 2 (2)
Checking of valve spindle and valve
housing seat:
Spindle
Grind-
ing,
max.
G1 DT D2 B1
2.0 279 333 9
s-; Valve housing seat
Grind-
ing,
max.
51 DT D2 R
2.0 282 336 60
The wear limit of the spindle is

checked by measuring at each of the
points A, B, C, D and E, indicated
by means of notches in the template.
These measurements should be taken
at four diametrically opposite
points on the circumference of the
spindle. The measurements taken by
means of the template are the diffe-
rential values between the normal
and the defective profile of the
valve spindle, and the burn-away
must in no place exceed the value
indicated on the template. The
spindle can be used again if the
measurement "82" does not exceed
that indicated in the table. When
grinding the seat, this measurement
must not be exceeded if it is desi-
red to weld on a new layer of stel-
lite. The seat on the valve housing
is checked in similar way; the maxi-
mum permissible grinding "Si" is
stated in the table.
224
Page 1 (6) PNEUMATIC PISTON L60MC/MCE
1. Place the exhaust valve on the

platform on a couple of planks.
Remove the eight nuts and the

safety strap from the oil cylin-
der.
2. Lift away and place the oil cylin-

der on a couple of wooden planks.
Inspect the thrust piece of the
hydraulic high-pressure pipe for
marks. Replace the trust piece, if
necessary.
3. Remove the sight glass over the

built-in vent valve. Unscrew the
vent valve and check its function-
ing. Replace the valve if it does
not function satisfactorily. When
mounting the vent valve, lubricate
the thread with a liquid sealing
compound, for example "Loctite
No. 71".
4. Check the functioning of the ex-

haust valve rotation indicator.
5. Place the oil cylinder in a hori-

zontal position.
Remove the flange and take out the
piston.
Take off and check the piston
rings, see Data D-7. If necessary,
replace the rings.
Inspect the bore of the oil cylin-

der for scoring and check the
measurements, see Data D-6. If the
diameter of the bore exceeds the
measurements stated in Data, send
the oil cylinder to a B&W autho-
rized workshop for repair.
After carefully cleaning and

checking all the parts visually,
assemble the parts.
225
PNEUMATIC PISTON Page 2 (6)
6. Remove the four screws from the

flange on top of the air piston
and dismount the flange.
7. Loosen the air piston from the

conical locking ring by means of a
tin hammer, and remove the conical
locking ring.
8. Pass lifting straps through the

four bores of the valve housing
and lift the valve housing clear
of the valve spindle. Take care
when the internal 0-ring in the
air piston and the internal rings
for the sealing arrangement at the
bottom of the air cylinder pass
the groove for the conical ring at
the top of the spindle.
9. Poise the valve housing above a

couple of planks, leaving a di-
stance of approx. 10 mm between
the bottom piece and the planks.
Remove the lock screws which re-
tain the bottom piece and allow
the bottom piece to fall the 10 mm
on to the planks. If the bottom
piece has become stuck, use a tin
hammer.
Remove the 0-rings from the bottom

piece and clean all the cooling
bores.
Inspect the seating of the bottom
piece carefully for damage and
check with the template, see Data.
D-5
226
Edition.56 EXHAUST VALVE WITH
10. Mount two eye screws in the bot-

tom piece and place the bottom
piece on the circular table of
the grinding apparatus, and make
sure, by means of a dial indica-
tor, that it is correctly center-
ed. The vertical setting of the
grinding head is 30°. The "offset
angle" on the horizontal scale is
0°. Regarding the use of the
grinding apparatus, see separate
instructions. After grinding,
inspect the seating of the bottom
piece again with the template.
11. Clean the valve spindle. Inspect

the valve cone and seating sur-
face by means of the template,
see Data. Place the spindle in
the grinding apparatus and tight-
en it whereby it will automati-
cally be centered. The vertical
setting of the grinding head is
30°, the same as for the bottom
piece. The offset angle on the
horizontal scale is ach'ieved by
displacement of the grinding
head, see Data D-14. Regarding
the use of the grinding appara-
tus, see separate instruction.
After grinding, inspect the valve
spindle seating again with the
template.
12. Mount two eye screws in the air
cylinder and dismount the air
cylinder.
Dismount the air piston from the
air cylinder, and check the tef-
lon guide ring and teflon sealing
ring for wear.
If it is necessary to change the
rings, cut them and remove them.
Be careful not to damage the edge
of the ring grooves in the pi-
ston.
Before mounting the new teflon
rings and the new 0-ring, place
them in hot water. When mounting
the teflon rings be careful not
to damage the running surface.
227
L60MC/MCE PNEUMATIC PISTON Page 4 (6)
13. Clean the air cylinder and check

the running surface for wear or
possible scores.
Remove the four screws in the

bottom of the air cylinder and
dismount and check the flanges and
the sealing rings of the sealing
air arrangement.
Fit new sealing rings when mount-
ing the flanges in the bottom of
the air cylinder. Tighten the four
screws.
14. Inspect the bushing in the spindle
guide for wear. If it proves ne-
cessary to replace the bushing,
pull it clear by means of two dis-
mantling screws.
15. After overhauling and remounting
of the valve spindle and valve
"seat in/on the valve housing,
guide the air cylinder with the
sealing air arrangement down over
the valve spindle, lake great care
when the internal rings (well-
coated with ordinary lube oil)
pass the groove for the conical
locking ring.
228
16. Fit the conical guide ring for

the air piston on the air cy-
linder. Lower the air piston over
the valve spindle down into the
D-
air cylinder. Take great care
when the internal sealing ring in
the air piston passes the groove
for the conical locking ring.
17. Mount the conical locking ring
and lift the air piston up around
the locking ring.
Mount the flange on top of the
air piston and, by means of the
four screws, tighten the air
piston, and the flange together.
See Data D-11.
18. Mount the oil cylinder on top of

the air cylinder.
Mount the safety strap and tight-
en the nuts.
229
L60MC/MCE PNEUMATIC PISTON Page 6 (6)
19. Before mounting the exhaust valve
on the cylinder cover, fit new
0-rings on the bottom piece and
coat them with ordinary lube oil.
20. After assembling the valve, it is
recommended to test the valve in
the following way:
L i f t up the valve with the engine
room crane (which makes the valve
open). Connect compressed air to
the pneumatic piston.
T h e valve should now close.
By disconnecting the compressed
air supply and activating the re-
lease handle on the safety valve,
the exhaust valve should open.
After having done this a couple
of times, leave the valve closed
and shut-off the compressed air.
The valve should remain closed
for at least one hour.
21. Before mounting the valve on the
engine, connect compressed air to
the pneumatic piston to keep the
exhaust valve closed during the
mounting. See 901-2.3.
Note:

than normal.
230
908-3 CHECKING, ADJUSTM. 4 908-3
Edition 46 OVERHAULING OF HYDR.
Data 1 (D EXH. VALVE ACTUATOR L60MC/MCE
SAFETY PRECAUTIONS
[ | Stopped engine
| j Block the starting mechanism
[ | Shut off starting air supply
j j Engage turning gear
I | Shut off cooling wafer
| | shut off lubrication oil
[ | Lock turbocharger rotors
10, 13, 17, 19, 24, 30
DATA:
D-1 Weight of hydraulic
actuator 90 kg
D-2 Piston rings,

min. thickness 3.2 mm
0-3 Oil cylinder,
inside dia. max 85.2 mm
D-4 Non-return valve,

opening pressure 0.5 bar
0-5 Safety valve,
opening pressure 300 bar
0-6 Hydraulic actuator,
Tightening torque 500 Nm
or tightening angle .... 25°
0-7 Max. drain oil quantity
from exhaust valve 40 1/h

pipe 37 kg
231
908-3 CHECKING, flDJUSTM. i 908-3
OVERHAULING OF HYDR. Edition 46
L60MC/MCE EXH. VALVE ACTUATOR Page 1 (6)
A. Non-return valve
Spindle to be screwed free from
valve and locked by nut. See
page 7. For operation, see
Procedure 908-5.
B. Throttle screw for adjusting
purposes.
1. Adjustment:
Adjustment of the opening and
closing of the exhaust valve is
carried out by adjusting the leak-
age amount of the oil system.
Tightening the throttle screw re-
duces the leakage amount and
loosening the screw will increase
the amount. If the total leakage
amount coming from the regulating
screw and from the hydraulic sy-
stem exceeds a certain guantity,
the valve will "knock" when clos-
ing. Increased pressure impact can
also appear in the hydraulic sy-
stem when the valve is opening.
If the leakage is small (closed
regulating screw in connection
with a sealed hydraulic system),
the valve will open earlier and
close later than intended. To a
small degree, this will increase
the fuel oil consumption and the
thermal load on the valve seats,
at the same time causing deterio-
ration of the "dead slow perfor-
mance".
It is therefore of importance to
avoid extreme operational condi-
tions for the valve.
The throttle screw is adjusted by
opening it until the valve begins
to "knock", and then tightening
(closing) the screw about 30°. The
adjustment can be made with 75%
load and over. If the valve does
not "knock" with a fully-open
throttle screw (open about 1/2 ro-
tation), this indicates that the
hydraulic system is completely
sealed and the screw should be
turned to about 150° open.
232
908-3 CHECKING, ADJUSTM. &
Page 2 (6) EXH. VALVE ACTUATOR
1. (continued)
A suitable pre-adjustment of the
throttle screw is about 45° open,
which, with the normally-occurring
leakage from the piston ring seal-
ings and the vent valve, gives the
correct opening and closing points
for the exhaust valve.
The leakage amount can, of course,
be altered on replacement of the
individual components, so a re-
adjustment with the throttle screw
should be made in such cases. If
the leakage amount is too large so
that the valve "knocks" when the
throttle screw is fully screwed
down, the system must be inspected
for excess leakages. Leakages of
this kind can appear with worn or
broken piston rings, leaky vent
valves, safety valves or non-
return valves, and loose pressure
pipe connections.
233
908-3 CHECKING, AD3USTM. & 908-3
2. Leakages in the exhaust valve can

be measured - during running of
the engine - by collecting the oil
from the drain pipe leading from
the valve to the hydraulic actua-
tor.
For a normal system, the oil quan-
tity will be smaller than the num-
ber of litres per hour stated in
D-7.
C. Drain from exhaust valve.
3. If the pipe connections are tight

and the leak oil amount from the
exhaust valve is correct, any ab-
normally large leakages must ori-
ginate from the hydraulic actuator
from which leak oil quantities
D-6 cannot be directly registered.
The hydraulic actuator is then to

be dismantled for checking of the
parts.
234
908-3 CHECKING, ADJUSTM. 4 908-3
Page 4 (6) EXH. VALVE ACTUATOR L60MC/MCE
4. Disassembling of the hydraulic

actuator
Stop the engine and shut off the
oil supply. Turn the camshaft so
that the roller rests on the cir-
cular part of the cam.
Dismount the inlet pipe and the
drain pipe from the exhaust valve.
Dismount the screws of the pres-

sure flange of the high-pressure
pipe and lift away the high-pres-
sure pipe.
5. Release the mountings for the

indicator drive from the actuator
housing.
Fit eye screws in the lifting
holes of the actuator housing and
hook on a tackle.
Dismount the locking pin on the
spindle of the lifting device.
Unscrew the nuts on the two short
studs, then loosen the nuts on the
long studs successively until the
roller guide spring is relieved.
Dismount the nuts and lift the
housing carefully up, leaving the
piston on the top of the roller
guide.
235
908-3 CHECKING, AD3USTM. 4 908-3
6. Release the piston from the bayo-

net lock of the roller guide by
dismantling the locking plate,
turning the piston 90°, and then
lifting the piston clear.
7. Take off the piston rings and

check these for wear. If the
thickness of the rings has reached
the minimum (see 0-2), scrap the
rings and mount new ones.
8. Check the bore of the oil cylinder

for possible scores and measure it
for wear.
If the bore is seized or worn down
to the measurement stated in D-3,
send the oil cylinder to a BiW
authorized workshop for recondi-
tioning.
D-5
236
908-3 CHECKING, AD3USTM. 4
Page 6 (6) EXH. VALVE ACTUATOR
9. Check the throttle screw, the

non-return valve and the safety
valve.
10. The opening pressure of the non-
return valve is as stated in D-4.
During normal operation, the
non-return valve spindle must be
screwed clear of the non-return
valve and be secured in this po-
sition with the lock nut.
This is done by adjusting the
spindle in such a way that the
distance from the end of the
spindle to the valve housing is
27 mm after tightening the lock
nut. This corresponds to the up-
per edge of nut and thread on
spindle being flush with each
other.
The spindle is only to be used
when lifting the exhaust valve
roller guide, see 908-5.
To avoid confusion between the
adjusting screw (throttle screw)
and the non-return valve, the
latter is provided with a cap
nut.
The opening pressure of the safe-
ty valve is as stated in D-5.
After cleaning the parts careful-
ly, mount these in the reverse
order, exercising care when plac-
ing the actuator housing over the
o
piston to prevent the piston
rings from breaking. Then fasten
the actuator housing with the
tightening torque, or according
to gauge, as stated in Data.
Recondition the high-pressure
pipe, if necessary, see 908-1 .
A. Non-return valve.
B. Throttle screw.
D. Safety valve.
237
Edition 33 ROLLER GUIDES
SAFETY PRECAUTIONS
[XT Stopped engine

l^^l Block the starting mechanism
[^^ Shut off starting air supply
1X^] Engage turning gear

j j Shut off cooling water
r.J<J Shut off fuel oil
L'<3 Shut off lubrication oil
280- 760 Nm
750-2000 Nm
DATA:
D-1 Weight of roller guide,

complete 45 kg
D-2 Weight of oil pan 51 kg
D-3 Max. clearance

roller/bushing/shaft pin..0.5 mm
D-4 Discard spacer rings when
wedge-shaped oil grooves
are worn away.
D-5 Tightening angle for nuts,
fuel injection pump .... 35°
Alternatively 785 Nm
0-6 Tightening angle for nuts,
actuator housing 25°
Alternatively 500 N|m
D-7 Weight of shaft pin 8 kg
D-8 Weight of roller with
bearing bushing 14 kg
238
ROLLER GUIDES Edition 33
Inspection of roller guide
(mounted on engine)
1. The roller guides can be partially

checked while mounted on the en-
D-6 gine, using the following proce-
dure:
Lift the roller guide. (Regarding

fuel pump and exhaust valve, see
909-5 and 908-5, respectively).
Remove the cover on the roller
guide housing. Turn the cam discs
in such a way as to provide the
best possible space conditions
between the roller guide and the
cam disc.
Check the movability of the roller
by turning this by hand to ascer-
tain if the roller moves freely
and without unnecessary resistance
or "hard" points.
Also inspect the surface of "the
roller for possible damage marks,
seizures, or crackles, ensuring
that no traces of bearing metal
exist in the roller guide hous-
ing.
Check the clearance in the slide
bearing by lifting the roller re-
lative to the roller guide and
measuring the difference in dis-
tance between the cam disc and the
roller in the upper and lower
position of the roller.
A more suitable and reliable

method is to check the roller
guide and the bearing clearance
when the roller guide is dismoun-
ted. This method can thus be used
when the fuel pump/hydraulic ac-
tuator are in the dismounted con-
dition, see the Checking and Main-
tenance Programme 900-1.
239
This procedure applies only to the

exhaust valve roller guides.
Dismantling
2. Remove the hydraulic actuator

above the pertaining roller guide
and take out the spring of the
roller guide.
See 908-3 and 909-3.5.
The lifting tool for the roller

guide is mounted in the roller 90'
guide as follows:
Lift the lock ring of the tool up

on the shaft of the tool. Place
the tool in such a manner that its
foot rests on the thrust piece in
the bayonet joint of the roller
guide. Turn the tool 90° so as to
allow the foot to engage properly
in the bayonet joint. Lower the
lock ring, thereby securing the
foot in the locked position.
Lift the roller guide out of the
roller guide housing, using the
crane.
3. After lifting out the roller
guide, check the surface of the
roller, as mentioned above. The
most expedient time of measuring
the clearance in the slide bearing
is when the roller guide is placed
in a vertical position with the
roller hanging freely. Place a
dial gauge against the roller,
then lift the roller as much as
the clearance permits. This makes
it possible to read the clearance
directly.
It is recommended only to dis-
mantle the roller guide if, during
the checking, irregularities when
turning the roller, damage on the
roller, or larger clearance than
indicated on the data sheet, have
been observed. Before dismantling,
measure any ovalness of the roller
guide. In such cases, continue the
procedure as follows:
D-3
240
INSPECTION OF 908-4
ROLLER GUIDES Edition 33
Page 3 (4)
4. Dismount the lock screws for the

shaft pin. By means of the driv-
ing-out mandrel, remove the shaft
pin from the roller guide.
5. Take out the roller with bearing

bush and spacer rings from the
roller guide.
6. Inspect the surfaces of the roller

facing the spacer rings and the
sliding surface of the shaft pin
for marks and seizures. Inspect
the spacer rings and replace these
if the wedge-shaped oil grooves
have been worn away.
Replace the slide bearing bushing

and any defective parts.
7. Inspect the thrust piece of the

roller guide for deformations
(replace if necessary). Blow the
lubricating ducts and bores of the
roller guide clean with compressed
air. Inspect the sliding surfaces
of the roller guide for marks and
seizures. Remedy any damage found.
D-8
-D-7
241
8. Place the roller guide on a

couple of planks (with the bores
for the shaft pin vertically).
Mount the roller, bearing bush
and spacer rings in the roller
guide so that all the bores coin-
cide.
By means of the mandrel, press

the shaft pin in place in the
roller guide, taking care that
the locking holes in the shaft
pin coincide with the threaded
holes for stop screws in the
roller guide with attention on
the working scratches (make sure
that the marking scratches coin-
cide) . When the shaft pin is cor-
rectly positioned in the roller
guide, mount the stop screws
(ascertain that the stop screws
enter the locking holes in the
shaft pin). Now secure the stop
screws with "Loctite, type'71".
9. Mount the lifting tool and lubri-

cate the roller guide in the
bearing as well as on the sliding
surfaces. Then lift the roller
guide into place in the roller
guide housing.
10. When mounting the roller guide

check the clearance between the
roller guide and the guide plate
mounted in the liner for the
roller guide.
The camshaft is to be turned such

that the roller guide is lifted
approx. 20 mm. The clearance
guide plate shall be the same at
both ends.
11. Mount and secure the pump piston,

the spring and the actuator hous-
ing and tighten up the nuts ac-
cording to the gauge, see Data.
o
242
908-5 LIFTING OF 908-5
Edition 35 ROLLER GUIDE FOR
Data 1 (1) EXHAUST VALVE L60MC/MCE
SAFETY PRECAUTIONS
J Stopped engine
] Block the starting mechanism
J Shut off starting air supply
_ _ _ _ _ J Engage turning gear
[ J Shut off cooling water
[>^ Shut off fuel oil
1X1 Shut off lubrication oil
| I Lock turbochargcr rotors
DATA:
D-1 Weight of high pressure
pipe 37 kg
243
908-5 LIFTING OF 908-5
ROLLER GUIDE FOR Edition 35
L6QMC/MCE EXHAUST VALVE Page 1 (1)
1. Warning: Do not use the lifting
tool for the roller guide of the
exhaust valve actuator while the
engine is running.
If an exhaust valve or valve actu-
ator is to be brought out of ac-
tion, disconnect it in the follow-
ing manner:
2. Stop the engine.
Lift the fuel pump roller guide,
see Section 909-5.
Relieve the oil pressure in the
high-pressure pipe by loosening
the lock nut on the non-return
valve and screwing the spindle to
the bottom.
Loosen and turn the stop block
90°.
Lift the roller guide by tighten-

ing the spindle nut until the arm
WARNING ° of the lifting tool is lifted to
DO NOT USE THE LIFTING bear against the actuator housing.
DEVICE FOR EXHAUST
PUMP WHEN ENGINE IS
RUNNING Thus the roller guide is locked in
SEE INSTRUCTION BOOK a position free of the exhaust
cam.
3. The engine can now be operated on
the remaining cylinders, see Vol-
ume I, Chapter 704.
When the engine is running with
one exhaust valve out of action,
the fuel pump of the pertaining
cylinder must also be disengaged.
The engagement of the exhaust

valve roller guide must only take
place at engine standstill.
When the roller guide has been
lowered into position, turn the
stop block 90° and tighten it.
Then tighten the lifting tool nut
until the spindle bears against
the underside of the stop block.
For engaging of the fuel pump rol-

ler guide, see Section 909-5.
244
908-6 EMERGENCY RUNNING 908-6
Edition 02 WITH OPEN EXHAUST
Data 1 (1) VALVE L-MC/MCE
SAFETY PRECAUTIONS
I | Stopped engine
| | Block the starting mechanism
| j Shut off storting air supply
L j Engage turning gear
] j Shut off cooling water
[ j Lock turbochorger rotors
22, 36
908-6 EMERGENCY RUNNING 908-6
WITH OPEN EXHAUST Edition 02
L-MC/MCE VALVE Page 1 (1)
1. Stop the oil pump for camshaft

lubrication.
Disconnect the oil inlet pipe and
blank-off the connection from the
main pipe with the plug screw.
2. Turn off the air to the exhaust

valve.
3. Lift the fuel pump and exhaust

valve roller guide (see Sections
908-5 and 909-5).
4. Dismount the rotation indicator

and mount the tool.
The tool will keep the air piston

in the lower position and there-
fore keep the valve open.
Regarding running the engine, see

Volume I, Chapter 704.
5. After overhauling the cylinder

unit, engage the roller guides,
(see Sections 908-5 and 909-5).
246
908-7 CHECKING EXHAUST CAM
908-7
Edition 06 ADJUSTMENT
For checking the position of the ex-
haust cam, the engine is turned in
"Ahead" direction until the roller Towards engine
guide (measured on activator plunger)
has been lifted 10 mm. The crank
throw for the cylinder concerned is
then in a position of A° past its
T.D.C.
For checking the lead angle, the

turning is continued in "Ahead"
direction until the roller guide has
been lifted 14.6 mm corresponding to
a turn of B° of the crankshaft. The
lead angle is then
A + B
180° -
The illustration shows the position

of the exhaust cam for a 6-cyl.
standard engine, when the piston of Lead angle MC = -2°
the cylinder concerned is in T.D.C. - — MCE= -4°
See the adjustment sheet in Vol. I,
OPERATION, Chapter 701.
247
P L A T E 90851-61 EXHAUST VALVE PANEL
L60MC/MCE
248
EXHAUST VALVE - TOOLS PLATE 90861-17
L-MC/MCE
046
PLATE 90862-07 EXHAUST V A L V E - TOOLS
250
909.01-26
FUEL OIL SYSTEM
FUEL PUMP
Each engine cylinder is equipped with seal. Barrel and plunger must always
its own VIT (Variable Injection Tim- go together and cannot be replaced
ing) fuel pump, which is mounted on individually.
the roller guide housing over the
camshaft section corresponding to the The upper part of the pump barrel
cylinder in question. The square base liner forms an oil-tight seal round
of the fuel pump housing is provided the cylindrical part of the suction
with a groove to receive any leaking valve. The barrel is provided with
oil, which is subsequently drained two cut-off holes which are covered
through a connected pipe. Two bores and uncovered during the travel of
are provided in the base for toothed the plunger within the barrel. This
racks. The upper rack serves to function, in conjunction with the
adjust the injection timing, and the turning of the plunger effected by
lower rack controls the quantity of the regulating gear, serves to regu-
fuel oil delivered by the pump. A late the amount of oil injected into
guide screw is mounted on the side of the engine cylinder.
the pump housing to guide the pump
barrel vertically. In addition to the shrunk-in liner,
the barrel has, in the bottom end, a
At the top, the pump housing is detachable sealing bush which is
closed by a top cover, attached by secured by a circular nut.
means of nuts and studs fitted in the
pump housing. The underside of the Two scraper rings are fitted in the
top cover is fitted with a suction sealing bush to prevent any fuel oil
valve which also functions as guide from running down into the roller
for the pump barrel. guide housing. The space between the
scraper rings communicates with the
The pump barrel is also guided in the previously mentioned space between
bore at the top and bottom of the the 0-rings on the outside of the
pump housing. Three low-friction barrel and the drain pipe.
sealing rings are fitted in grooves
in the barrel to seal between barrel The pump plunger is provided with a
and housing. Between the two lower guide block designed to travel in the
0-rings of the barrel, the pump hous- milled keyway in the regulating
ing is provided with a hole connected guide. At the bottom it has a foot
to a drain pipe. which bears against a thrust disc in
the bayonet joint at the roller guide
The pump barrel has a threaded lower neck. A clearance of approx. 0.1 mm
end which - when connected with the between the plunger foot and the
timing guide and operated by the roller guide permits the plunger to
upper toothed rack - makes it possi- turn in the roller guide.
ble to alter the position of the pump
barrel relative to the plunger. In The regulating guide is able to turn
this manner the initial moment of in the bottom of the pump housing. On
fuel oil injection into the cylinder the outside it has a gear rim which
can be adjusted by a servo-air engages with the above-mentioned
cylinder. lower toothed rack at the base of the
pump housing. The gear rim and
The pump barrel has a shrunk-in liner toothed rack are marked with lines
in which the pump plunger is ground enabling the parts to be positioned
accurately to form and oil-tight correctly after disassembly. The
909.02-26
toothed rack is linked together with Two screw plugs are fitted in the
the regulating gear of the engine pump housing opposite the cut-off
through a spring-loaded connection. holes of the barrel. The oil jets
Thus, in the event of a sticking pump which are ejected through the cut-off
plunger, the regulating gear for the holes at the end of the delivery
remaining fuel pumps will not be stroke hit the screw plugs, which can
blocked. be replaced when they are eroded.
The bore in the pump housing for the A locating pin fitted at the top of
lower toothed rack is fitted with a the pump housing ensures correct
piston, and the space behind this positioning of the parts. Further,
piston communicates with the control there is a pipe connection for circu-
air system of the engine. In the lation of warm oil through the pump,
event of actuation of the shut-down enabling it to be preheated before
system of the engine, compressed air start and to be kept warm when the
is supplied to the space behind the engine is stopped.
piston, causing the piston to be
pressed forward, and forcing the fuel The fuel oil is supplied through a
pump regulating gear to 0-rposition, pipe on the side of the pump housing
thus cutting-off the fuel oil supply from the electrically driven primary
to the cylinder concerned. pump. The oil circulates round the
pump barrel which is thus kept evenly
I he timing guide is also able to turn heated. During the suction stroke c'.t-
in the bottom of the pump housing. On spring-loaded suction valve opens and
the outside it has a gear rim to mesh the delivery chamber is filled with
with the above-mentioned upper oil.
toothed rack at the base of the pump
housing. The gear rim and toothed As soon as the plunger has covered
rack are marked with lines enabling the cut-off holes in the pump barrel
the parts to be positioned correctly during its upward movement, injection
after disassembly. The toothed rack commences through the fuel valves.
is linked to a servo-air cylinder The vertical position of the cut-off
which is controlled with the governor holes thus controls the injection
output shaft position as the deter- timing. Injection will last until the
mining parameter. The position of the cut-off holes are uncovered by the
upper toothed rack controls the ver- oblique cut-off edges, following
tical position of the barrel through which the oil is forced through two
the threaded connection. milled grooves at the side of the
plunger and out through the cut-off
Oil is supplied through a flanged holes of the barrel during the rest
connection on the side of the pump of the delivery stroke.
housing. A corresponding flange on
the opposite side of the housing is
fitted with a shock absorber which
neutralizes the shock caused when the
plunger uncovers the cut-off holes at
the end of each delivery stroke.
The shock absorber consists of a

cylinder with a spring-loaded plunger
which is pressed back when the sur-
plus oil from the delivery chamber is
forced out into the inlet space round
the pump barrel.
909.03-26
FUEL PUMP ACTUATING GEAR
A roller guide housing containing the of a flange, a nut, a stop screw and
fuel pump and exhaust valve actuating a shaft with a guide screw and a
gear is bolted on to the manoeuvring pivot placed eccentrically in the end
side of each cylinder block. of the shaft.
In regard to design and functioning, Engaging and disengaging the lifting

the fuel pump roller guide is comple- device must only be done when the
tely different to the exhaust valve engine is at a complete standstill.
roller guide (Section 908).
Operation
The roller guide for each fuel pump
incorporates a shifting roller, con- When a fuel pump is to be put out of
nected to the roller guide by means action, turn the engine until the
of an angular displaceable link. roller guide reaches its top posi-
tion, i.e. with the roller guide
Ihe fuel pump is actuated by a cam on resting on the circular part of the
the camshaft. The movement is trans- cam.
mitted through the roller guide to
the plunger in the barrel of the pump Then manually press the shaft against
housing which - through a high-pres- the roller guide, manually turn the
sure pipe and a distributor block - shaft upwards as much as the guide
is connected with the fuel valves on screw allows, and secure the shaft in
the cylinder cover. this position. The eccentric end of
the shaft causes the roller guide to
Ihe roller guide is forced downwards lift the roller completely clear of
by the action of two helical springs the cam disc.
fixed between the roller guide and
the base plate of the pump housing, Putting a fuel pump into action again
so that the shifting roller of the is done in the reverse order.
roller guide follows the cam on the
camshaft. The plunger rests on a Reversing Mechanism
thrust piece in the neck of the rol-
ler guide and is locked to the roller Reversing is achieved by shifting the
guide by a bayonet lock. The roller roller in the fuel pump drive mecha-
guide itself is prevented from turn- nism at each cylinder. A reversing
ing by means of a guide block mounted arm is mounted on the shaft-pin for
in the liner of the housing. The pump the link, and a pivot is mounted at
housing is attached to the camshaft the top end of the reversing arm. The
housing by four studs. The thread on pivot travels in a reversing guide
two of these is long enough to permit connected to an air cylinder. The
the gradual easing of the roller link connecting the roller guide and
guide springs when dismantling the roller is self-locking in either the
components. AHEAD or ASTERN position without the
aid of external forces. Each cylinder
The fuel pump is provided with a is reversed individually and the re-
manual lifting device which can lift versing mechanism is activated by
the roller guide roller free of the compressed air. If one cylinder
fuel cam. The lifting device is should fail reversing, the corre-
mounted on the side of the roller sponding fuel pump is automatically
guide housing. set to the zero position.
The lifting/locking device consists
253
909.04-26
SAFETY SYSTEM FOR FUEL OIL

HIGH-PRESSURE PIPES
Plate 90914 the cylinder concerned. Where a scan-

ning system is installed, this will
The fuel oil high-pressure system of give warning for falling exhaust tem-
each cylinder is equipped with a perature and alarm on E.
safety system which will stop the oil
supply from the fuel injection pump
of the cylinder concerned in the
event of a pipe fracture or a major
leakage in the high-pressure system.
All high-pressure pipes in the system

are provided with flexible, steel-
wire armoured hoses. The space
between the pipe and the protective
hose communicates, through drilled
passages in the flanges, with a dia-
phragm valve B fitted to the distri-
buting piece. The diaphragm valve
incorporates a spring-loaded non-
return valve F, which will open at a
pressure of 1 bar. There is also a
small drain duct through which oil
from small leakages can be drained to
the drain funnel without actuating
the diaphragm valve.
In case of pipe fractures or major

leakages in the system, the afore-
mentioned drilled passage will not be
large enough to allow the increased
oil quantity to pass, and an oil
pressure will build up in the space
between the high-pressure pipes and
the protective hoses. However, the
pressure cannot exceed 1 bar, at
which value non-return valve F will
open and allow the oil to flow to
drain funnel.
Due to the action of the oil pres-

sure, the diaphragm valve will cause
valve D, which is interposed between
the air line C and the bore for the
toothed rack in the fuel pump hous-
ing, to change over. As the valve
changes over, compressed air is led
to the bore thereby actuating the
loose piston G located there. This,
in turn, actuates the regulating rack
which is forced to its extreme posi-
tion, the fuel pump is moved to 0°
index, and combustion will cease in
254
909.05-26
FUEL VALVE
Plate 90910 The functioning of the fuel valve is

as follows:
The fuel valve consists of a valve
head 028, union nut 185, valve body Position 1:
053, and nozzle 041. Fitted within
the valve body are the thrust spindle The electrical fuel oil primary pump
100 with thrust spring 173, thrust circulates preheated oil through the
foot 112, and valve unit 148 with a fuel pump and fuel valve. In the fuel
combined slide/valve. valve the oil passes through the
central bore of the valve head and
When the fuel valve is fitted in the the bore through the thrust spindle
cylinder cover, the valve parts are and continues to the thrust piece
tightened together by the pressure (C), leaving through the circulation
from the nuts being transmitted bore of the latter. Thence the oil is
through valve head, thrust spindle, passed through the interior of the
valve unit and nozzle to the valve valve body to an outlet pipe on the
body, which is pressed into the side of the valve head.
tapered bore in the cylinder cover.
The union nut keeps valve head and The space round the tapered valve
valve body together during dismant- seat of the slide is also filled with
ling of the fuel valve. oil, but the primary pump pressure is
insufficient to overcome the force of
Plate 90911 the slide spring and lift the slide.
The valve unit 90910/148 consists of Position II:

a spindle guide (A), thrust piece
(C), spindle (B), spring (E), and When, at the beginning of the
slide (D). delivery stroke, the pressure has
The valve unit is assembled with a risen to about 10 bar, the force of
press fit and cannot be taken apart. the slide spring will be overcome and
the slide pressed back against the
The spindle (B) is pressed against shoulder of the thrust piece (C).
the tapered valve seat of the spindle
guide (A) by the action of the thrust Position III:
spring 90910/173 on the thrust
spindle 90910/100, the spring pres- When the slide is pressed upwards the
sure being transmitted through the circulation bore of the thrust piece
slotted thrust foot 90910/112. The is closed, and the oil passes the
thrust spring determines the opening seat of the slide and enters the
pressure of the valve, which is not space round the valve spindle seat
adjustable. (B) in the spindle guide (A). When
the pressure has risen to the preset
The slide (0) is pressed by the opening value of the fuel valve, the
spring (E) against the tapered valve spindle is lifted and oil is forced
seat inside the spindle (B). In this through the nozzle into the engine
position the head of the slide un- cylinder.
covers a small bore arranged for cir-
culation purposes in the thrust piece
(C).
255
909.06-26
At the termination of the delivery

stroke, first the valve spindle and
then the slide will be pressed
against their respective seats, the
injection of fuel stops, and oil is
again circulated through the valve
(position I).
If for some reason the valve spindle
should be sticking in the spindle
guide, the slide will in its closed
position prevent the primary pump
from pressing oil through the nozzle,
and thus obviate the risk of the
engine cylinder being filled with
oil.
256
FUEL P U M P P L A T E 90901-66
L60MC/MCE
IJF ^ «-. f>) "i *-. t*> if)

10 CD Oi p> (B O *-
^ t v , u> Fs. CJlCDQOC)

S*LO to rv CQCJi(\iO
"i"i o^ *>) t^tvjrv,^!
257
P L A T E 90902-30 FUEL PUMP GEAR
L60MC/MCE
258
FUEL PUMP - DETAILS PLATE 90904-10
L60MC/MCE
259
P L A T E 90910-31 FUEL VALVE
L60MC/MCE
260
FUEL V A L V E PLATE 90911-03
261
PLATE 90913-22 HIGH-PRESSURE PIPES
L60MC/MCE
262
S A F E T Y A N D A L A R M SYSTEM P L A T E 90914-13
L60MC/MCE
A : LEAK OIL FROM HP PIPES

B: DIAPHRAGM
C:COMPRESSED-AIR PIPE
D :5-WAY/2-POSITION VALVE
E: PRESSURE SWITCH
E: NON-RETURN VALVE
G: PISTON FOR 0-POSITIONING
IFUELPUMPI
263
Notes
264
909-1 CHECKING AND 909-1
Edition 37 AD3USTMENT OF
Data 1 (1) FUEL PUMP LEAD L60MC/MCE
SAFETY PRECAUTIONS
|^Î Stopped engine

LP'Ci Block the starting mechanism
JXvl Shut off starting air supply
j^C Engage turning gear
[^ | Shut off cooling water
IX! Shut off fuel oil
[^ ^_j Shut off lubrication oil
[ I Lock turbocharger rotors
19, 24
80-300 Nm
DATA:
1 index moved on pmgx rack on

the fuel pump corresponds to
1 mm change of pump lead "a"
and a correction of pmax of
approx ...................... 3-4 bar
Index range of pmgx rack ...... 0-9
D-1 Weight of top cover ...... 20 kg

D-2 Tightening torque ....... 300 Nm
Conversion to test sheet measurements

(Adjustment from testbed)
pump lead "a" = K + Y - X1

Fuel cam lead "c" = X2 - X1
K = 209.15 mm
265
909-1.1 CHECKING OF 909-1.1
FUEL PUMP LEAD Edition 37
1. Lead "a" of the fuel pump (= the
effective lead) is defined as the
number of mm which the top edge of
the fuel pump plunger is lifted
above the upper edge of the cut-
off hole when the main piston of
the cylinder concerned is in TDC.
Lead "c" of the fuel cam is de-

fined as the number of mm the
plunger is lifted from its bottom
position when the main piston is
in TDC.
The measuring tool is so designed

that the mark "0" is read on the
scale when the distance "K" is ob-
tained between the ends of the
legs and the measuring pin. The
constant "K" is equal to the
distance from the top of the
barrel to the bottom of the
threaded hole in the plunger when
this is just closing the cut-off
hole in the barrel.
Lead "a" of the fuel pump is read

directly, with + or - sign, on the
scale of the measuring pin, see
point 3.
The lead of the fuel cam disc "c"

is s. combination of two readings,
namely "a" (see point 3) and "b"
(see point 5). Both readings are
with + or - sign. See example in
point 6.
The reversing mechanism must be in

the position in which it is de-
sired to measure the leads, i.e.
"AHEAD" or "ASTERN".
266
909-1 .1 CHECKING OF 909-1.1
Edition 37 FUEL PUMP LEAD
2. Measuring of fuel pump lead:

Shut off the fuel oil inlet.
Unscrew the return oil connection
and drain the oil from the fuel
pump.
Loosen the union nuts and lift
these up on the high-pressure
pipe. Unscrew the coupling nuts on
the high-pressure pipe.
Dismount the high-pressure pipe
and the two plugs where the
measuring tool is to be mounted.
Turn the engine until the engine
piston of the cylinder concerned
is in TDC.
Place the measuring tool on top of
the top cover.
Push down the measuring pin until
it rests against the bottom of the
hole in the top of the pump plun-
ger, while the legs of the tool
rest against the pump barrel.
3. The measuring result, which is the
lead "a" of the fuel pump, is read
with + or - sign directly on the
scale of the measuring pin.
Note down the result.
Also note index of pmax-rack.
Adjustment of the maximum combus-
tion pressure max pf of a single
cylinder can be effected by moving
(relatively) the cut-off -holes of
the pump plunger in relation to
the top of the pump plunger. This
can be done by, respectively,
increasing or decreasing the index
at the Pmax rack.
If max pf is to be increased, cor-
responding to an increase of the
lead "a", increase the index on
tne
Pmax rack, relative to the in-
crease required (advancing the
injection moment).
If max pf is to be decreased, cor-
responding to a reduction of the
lead "a", decrease the index on
the
Pmax rack, relative to the
increase required (retarding
injection moment). For adjustment,
see 909-1.2.
If no further adjustment is possi-
ble according to the above proce-
dures, the cam disc has to be ad-
justed.
267
909-1.1 CHECKING OF 909-1.1
Lead "c" of the fuel cam is first
to be measured, calculated, and
compared with the testbed sheet.
4. The lead of the fuel cam is mea-
sured as follows - after proceed-
ing according to points 1 - 3 :
Dismount the cover of the fuel cam
inspection hole in the roller
guide housing.
Turn the engine, while noting the

position of the cam through the
inspection hole.
Stop turning when the roller is on
the lowest part of the cam where
the roller guide, and thus the
pump plunger, is in the lowest
position.
This position can also be found by
pressing the measuring pin of the
measuring tool lightly down
against the top of the pump
plunger while turning the engine.
On reaching the lowest position of
the measuring pin, i.e. when the
measuring pin moves no further
downwards, stop turning the
engine. The pump plunger and the
roller guide are then in the posi-
tion mentioned above.
268
909-1.1 CHECKING OF 909-1.1
5. Make sure that the measuring pin

is pushed right down against the
bottom of the hole in the top of
the pump plunger.
Read the measuring result "b" with

+ or - sign direct on the scale of
the measuring pin. The lead c of
the fuel cam is thus = a - b.
The index of the pmax toothed rack

must always be read simultaneously
with the pump lead a.
6. EXAMPLE:
Reading "a" = + 12,

with main piston in TDC.
Reading "b" = - 5,
with plunger in lowest position.
a = + 12, b = - 5,
c = a - b = + 1 2 - (-5) = 17
When turning the cam, place the

measuring tool or a dial gauge on
the pump.
Turn the cam disc until the de-
sired change of the lead is read
directly on the tool or on the
dial gauge.
To increase lead and Pmax:

- turn the cam disc "AHEAD"
To reduce lead and pmax:

- turn the cam disc "ASTERN".
After carrying out adjustment, the

measurements "a" and "c" and the
Pmax index are again taken, and
the new results noted down and
filed for purposes of comparison
with future measurements and ad-
justment.
269
CHECKING OF 909-1.1
Page 5 (5)
7. Alternative measuring methods:
The fuel pump lead and the fuel

cam lead can also be measured in
the following manner:
Fuel pump lead:
Check that the reversing mechanism
is in "AHEAD" position.
Turn the engine "AHEAD" until the
piston of the cylinder concerned
is in TDC. Using a depth gauge or
similar, measure the distance Y
from the upper side of the fuel
pump top cover through the hole to
the top of the pump barrel.
Measure the distance X1 from the
upper side of the fuel pump top
cover through the centre hole to
the bottom of the lifting hole in
the top of the plunger.
The distance K, which is a con-
stant (= distance from top of pump
barrel to top of pump plunger when
this is in line with upper edge of
cut-off hole + depth of hole in
pump plunger).
Thus: fuel pump lead = K + Y - X1
X1: Piston in TDC.
Finally, read the index of the

Pmax toothed rack.
Fuel cam lead:
Turn the engine until the roller

guide, and thus the pump plunger,
is in the lowest position. Using a
depth gauge or similar, measure
the distance X2 from the upper
side of the fuel pump top cover
through the centre hole to the
bottom of the lifting hole in the
pump plunger.
Accordingly, the lead of the fuel

cam is equal to the difference be-
tween the measurement X2 and the
preceding measurement X1.
Thus: fuel cam lead = X2 - X1
X2: Lowest position of plunger.
270
909-1.2 ADJUSTMENT OF
909-1.2
Page 1 CD L60MC/MCE
1. If a defective servo air-cylinder
has to be replaced, the pump bar-
rel in the pump housing must be
disconnected from the threaded
guide before mounting the spare
servo air-cylinder.
2. The spare servo air-cylinder is to

be adjusted by displacing lever F
so that the camber height "X" is
evenly distributed.
The basic adjustment of the servo
air-cylinder is to be carried out
in accordance with the diagram by
displacing the connecting link E.
In order to distribute any possi-
ble deviation, ' the control air
pressure of 2.75 bar should corre-
spond to index 5 on the p max rack.
3. After this adjustment, assemble

the fuel pump completely, see
909-3.1.
After some readings in service, it
may be necessary to make a final
adjustment of the pmax pressure of
the corresponding cylinder. 01 2 3 4 5 6 7 8 910
4. Adjustment of the pmgx can be car-
ried out on the individual fuel ©
injection pumps by first removing
the pin B and then adjusting link
E.
The link can be adjusted by

approx. 3 index marks.
271
909-1.3 ADJUSTMENT OF 909-1.3
PILOT VALVE Edition 37
1. Spare pilot valves have been pre-

adjusted to Q.5-5.5 bar control
air pressure, corresponding to
0.5-8.0 mm pressing-in of pin "C".
Connect a pressure gauge and a

pipe with working air (pressure 7
bar) to connections "A" and "P",
respectively, on the pilot valve.
Check that the pressure in the

pressure gauge and the pressing-in
of the pin "C" is in accordance
with the curve.
Any necessary adjustment is done
on the adjusting screw "B".
2. Fine adjustment of the pmax pres-
sure in the break point (for all
the cylinders) is to be adjusted
by axial displacement of the brac-
ket with the pilot valve.
Release the screw and nut which
tighten the bracket with the pilot
Pressing-in
valve to the bigger bracket
8 mm through the slotted holes.
Increasing the Pmax pressure is

done by moving the pilot valve
toward the lever.
Decreasing the pmax pressure is
done by moving the pilot valve
away from the lever.
272
909-2 ADJUSTMENT OF
Edition 33 FUEL PUMP CAM
Data 1 (1)
SAFETY PRECAUTIONS
[XI Stopped engine

Q>^] Block the starting mechanism
r^^J Shut off starting air supply
[^^1 Engage turning gear
[ [ Shut off cooling water
| ] Shut off fuel oil
[^<^ Shut off lubrication oil
[ | Lock turbocharger rotors
17, 19, 24
DATA:
D-1 Weight of oil tray 51 kg
Data for adjustment of fuel pump cam,

see 909-1.
273
909-2
ADJUSTMENT OF 909-2
F
"EL PUMP CAM Edition 33
L60MC/MCE
Page 1 (4)
• Lift the fuel pump roller guide,

see 909-5.
Remove the shields enclosing the

camshaft and the oil tray for the
roller guide housing concerned, as
described in 906-5.
2
- Turn the engine until the fuel cam
disc concerned is in a favourable
Position for the work.
3
- Remove the three plugs in the oil
ducts of the cam disc (by means
°r> for instance, a screw-driver).
Remove the two plugs in the oil

ducts of the cam disc, and plug
the oil ducts with spare venting
screws from 901.
Mount three snap-on couplings in

tne oil ducts without tightening
these up. Mount the snap-on coup-
Ilf
ig on the distribution piece and
on
the hydraulic high-pressure
pump.
Mount the special spanner on the

fu
el cam disc.
274
909-2 ADJUSTMENT OF 909-2
4. Apply a light pressure to the hy-

draulic system and, after venting
the system, tighten up the snap-on
couplings.
Note in which positions the marks

on camshaft/cam disc correspond.
Apply pressure to the hydraulic
system and when oil seeps out
along the camshaft under the cam,
disc turn the cam disc the desired
distance, using the fitted span-
ner. Check the turning by means of
the marks on camshaft/cam disc.
(The necessary turning of the cam
disc is calculated according to
the description under 909-1).
After completing the desired turn-

ing of the cam disc, relieve the
hydraulic system of pressure and
dismount the spanner and the hy-
draulic equipment.
After not less than 15 minutes -

the cam must be allowed time to
"settle" - mount the plugs again
in the oil ducts of the cam disc.
Mount the oil tray and shields

enclosing the camshaft.
Lower the fuel pump roller guide,

see 909-5.
After carrying out adjustment of a

fuel cam disc, the fuel pump lead
is to be measured and adjusted, if
required, see 909-1.
275
FUEL PUMP CAM Edition 33
Alternative re-adjustment methods:

5. Re-adjustment of the fuel cam disc
can also be carried out as fol-
lows:
Lift the fuel pump roller guide,
see 909-5.
Remove the cover on the upper part
of the camshaft housing in front
of the fuel cam disc.
Turn the engine until the fuel cam
disc concerned is positioned with
the three oil ducts in front of
the opening in the housing.
Remove the three plastic plugs
from the oil ducts and plug the
oil ducts by means of three spare
venting screws for the cylinder
cover tightening ring (901).
Then turn the engine until the
fuel cam disc concerned is in a
favourable position for the work.
6. Remove the two plastic plugs from
the oil ducts.
Mount two snap-on couplings in the
oil ducts without tightening these
up. Mount the snap-on coupling on
the distributing piece and on the
hydraulic high-pressure pump.
Apply a light pressure to the hy-
draulic system and, after venting
the system, tighten up the snap-on
couplings.
Note in which positions the marks
on camshaft/cam disc correspond.
Mount the special spanner on the
fuel cam disc.
276
7. Apply pressure to the hydraulic

system, and when oil seeps out
along the camshaft under the cam
disc, turn the cam disc the de-
sired distance, using the fitted
spanner. Check the turning by
means of the marks on camshaft/cam
disc. (The necessary turning of
the cam disc is calculated as de-
scribed in 909-1).
After completing the desired turn-

ing of the cam disc, relieve the
hydraulic system of pressure and
dismount the spanner and the hy-
draulic equipment.
After not less than 15 minutes -

the cam must be allowed time to
"settle" - remove the three vent-
ing screws and mount the plugs
again in the oil ducts of the cam
disc.
Mount the cover on the camshaft

housing upper part.
Lower the fuel pump roller guide,

see 909-5.
After carrying out adjustment of a

fuel cam disc, the fuel pump lead
is to be measured and adjusted, if
required, see 909-1.
277
909-3 OVERHAUL OF
Edition 43 FUEL PUMP
Data 1 (1)
SAFETY PRECAUTIONS
|^^ Stopped engine
[^<3 Slock the starting mechanism
[^^ Shuf off starting air supply
|^<3 Engage turning gear
{^ j Shut off cooling water
OO Shut off fuel oil
| j Shut off lubrication oil
[ | Lock furbocharger rotors
13, 19, 24, 27, 30, 36
2, 4, 5, 6, 10
46, 50, 55, 60
280- 760 Nm
750-2000 Nm
2 x M 16
DATA:
D-1 Weight of top cover 20 kg
D-2 Weight of barrel assembly...43 kg
D-3 Tightening torgue,

top cover nuts .300 Nm
D-4 Tightening torque,

suction valve 1450 Nn
D-5 Max. milling/grinding

dia. of seat .26 mm
278
FUEL PUMP BARREL Edition 43
L60MC/MCE ASSEMBLY Page 1 (5)
© 1. Dismantling
Shut off the fuel oil inlet and

outlet.
Remove the drain plug (at the bot-

tom of the pump housing), enabling
the oil which is left in the high-
pressure pipe and the fuel pump to
escape.
Dismount the high-pressure pipe

(fuel pump/distributor block), see
901-2.1.
Remove the two screws in the top

cover. (At this stage, it is prac-
tical to measure the lead of the
fuel pump, see 909-1).
2. Remove the top cover fixing nuts

and mount the dismantling screws
for top cover in the two threaded
holes.
Pull the top cover with suction

valve free by tightening the dis-
mantling screws.
When the top cover is "loose", re-

move the dismantling screws and
mount two eye screws in the
threaded holes instead.
D-3 3. Lift the top cover with suction

valve carefully off.
279
Edition 43 FUEL PUMP BARREL
Page 2 (5) ASSEMBLY L60MC/MCE
4. Release the connecting links for

the timing drive and the regula-
ting drive, and dismount the
unions for the two toothed racks.
Release the nut on the timing

toothed rack and pull it outwards
as far as possible, whereby the
toothed rock is clear of the tim-
ing guide.
Mount the distance tool on the

toothed rack and tighten the nut
against the tool. This ensures
that the toothed rack is clear of
the timing guide all the time.
5. Dismount the guide screw for the

pump barrel from the pump housing.
6. Place the lifting tool for the

barrel/plunger assembly (without
measuring pin) in such a manner
that the upper flange of the tool
rests on the pump housing (guided
by the guide pin) and the lower
flange of the tool rests on the
pump barrel.
Tighten the tool by screwing the
two screws into the pump barrel.
Loosen the stop ring on the
spindle of the tool and press the
spindle down against the pump
plunger. Turn the spindle in this
position until the two guide pins
engage with the two holes in the
plunger top. Tighten the centre
screw of the spindle against the
plunger.
7. Pull the regulating toothed rack

outwards until the ball catch in
the upper flange of the tool en-
gages with the groove in the
spindle, thus turning the foot of
the plunger clear of the bayonet
joint in the roller guide.
Lift the spindle so that the
plunger foot goes clear of the
bayonet joint. Move the stop ring
of the spindle into contact with
the upper flange of the tool, and
lock the stop ring in position by
means of the stop screw.
280
L60MC/MCE ASSEMBLY Page 3 (5)
Carefully lift the barrel/plunger
assembly out of the pump housing.
Dismount the tool.
Press the plunger to the bottom

of the barrel. Send the barrel/
plunger assembly to a B&W autho-
D-2 rized workshop for repair, or
overhaul it on board as described
in 909-3.2.
Place the supplied measuring pin

- which is of the same lenght as
the plunger - on the spindle of
the lifting tool, fastening it by
means of the centre screw of the
spindle. Loosen the stop ring on
the spindle.
Place the tool on the pump hous-

ing, and press the spindle down
until the pointed end of the
measuring pin reaches the thrust
piece of the roller guide.
Then press the stop ring down un-
til it reaches the flange of the
tool and lock it there by tight-
ening the screw of the stop ring
against the spindle.
Now the stop ring is to remain
tightened in this position until
the plunger has been correctly
mounted. No turning must be car-
ried out until the mounting of
the barrel/plunger assembly has
been completed.
10. Dismount the tool from the pump

housing and remove the measuring
pin from the spindle. Then mount
the tool on the barrel/plunger
assembly prepared for mounting in
such a manner that the lifting
strap of the tool is positioned
lengthwise over the barrel, gui-
ded by the guide pin.
Tighten the tool to the barrel by

means of the two screws, and
attach the plunger to the spindle
of the tool by means of the
centre screw of the spindle. The
tool is fixed on the barrel,
enabling the correct position to
be obtained during mounting.
Edition 43 FUEL PUMP BARREL
Page 4 (5) ASSEMBLY L60MC/MCE
Using the spindle of the tool,

pull the plunger as high up in
the barrel as possible, at the
same time turning the spindle
until the ball catch engages with
the locking groove of the
spindle.
Pull the regulating toothed rack

as far out as possible and check
that the distance tool is mounted
correctly on the timing toothed
rack.
Lower the barrel assembly care-

fully down into the pump housing,
adjusting it according to the
guide pin in the pump housing/up-
per flange of the tool. If neces-
sary, turn the regulating guide a
little (using the toothed rack to
make the foot and the regulating
block of the plunger fit properly
in the cutout of the regulating
guide. After lowering the barrel
assembly so far down into the
pump housing that the 0-rings of
the barrel are about to enter the
bore in the pump housing, con-
tinue pressing down the barrel/
plunger assembly until the upper
flange of the tool rests against
the pump housing.
11. After "landing" the barrel assem-

bly, press the plunger down into
contact with the thrust piece of
the roller guide. Check this by
making sure that the stop disc of
the spindle is in full contact
with the flange of the tool, as
when measuring. When the plunger
is in place, press the regulating
rod in, thereby turning the
plunger by means of the regula-
ting guide and causing the
plunger foot to "interlock" with
guide.
Check that the plunger is cor-

rectly engaged by pulling at the
spindle of the tool. When doing
this it must not be possible to
lift the spindle. Remove the cen-
tre screw from the plunger-, un-
screw the cap nuts, and remove
the tool.
282
L60MC/MCE ASSEWLY Page 5 (5)
12. Mount the guide screw for the
pump barrel in the pump housing.
Release the nut from the distance
tool on the timing toothed rack
and remove the tool.
Engage the timing toothed rack
with the timing guide by pressing
the toothed rack in. A pressure
of about 30 kp may be reguired.
Check that the toothed rack is

correctly engaged by pressing-in
the rack. When doing this the
pump barrel shall move downwards.
13. Mount the unions for the two
toothed racks.
Mount the links for the timing

drive and the regulating drive in
place.
14. Mount the top cover (with over-
hauled suction valve, new 0-ring,
and reconditioned seating for the
high-pressure pipe) on the pump
housing.
Mount the nuts for fastening the

top cover, tightening up these
crosswise with the torques indi-
cated in Data.
Measure the lead of the fuel

pump, see 909-1, and adjust, if
necessary.
At the same time, it may prove
necessary to adjust the lead of
the cam disc, see 909-2.
Mount the two screws in the top

cover as well as the high-pres-
sure pipe and the drain screw in
the pump housing. Open the fuel
oil inlet and outlet.
Edition 43 SEALING RINGS
Page 1 ( 5 ) L60MC/MCE
1. Set up the pump barrel/plunger in

a bench vice which is provided
with "soft" jaws.
2. Remove and discard the 0-rings on

the barrel.
3. Pull the plunger so far out of the

barrel that the face spanner can
be applied to the ring nut. Loosen
the ring nut (guiding the face
spanner by means of the guide
block of the plunger, by pressing
the plunger against the spanner).
Unscrew the ring nut and pull the
plunger with ring nut carefully
out of the barrel.
4. Using the extractor, pull the

spacer ring together with the
lower sealing ring and back-up
ring out of the barrel. (Insert
the pins of the tool in the holes
of the bush). Remove the upper
sealing ring and back-up ring from
the barrel.
Remove and discard the 0-rings of

the spacer ring.
Discard the scraper rings.
Carefully clean all the parts (for

example in clean kerosene) and
blow these dry by compressed air.
284
SEALING RINGS Edition 43
5. Set up the plunger in a bench vice
with "soft" jaws.
Fit the two-part collar ring (tool

for mounting of the sealing bush)
on the plunger, placing it into
contact with the plunger foot.
Place the circular nut on the
plunger in contact with the guide
block of the plunger. Slide the
lowermost back-up ring into con-
tact with the circular nut. (The
countersinking of the holes to
face downwards).
Warm a scraper ring by hand (the

ring consists of scraper ring and
0-ring), stretching it a little.
Then place it carefully on the
plunger (be careful not to damage
the scraper ring when passing it
over the sharp edges of the
plunger).
Carefully slide the scraper ring
over the recesses and grooves of
the plunger down into contact with
the circular nut.
(Note: Do not turn the scraper
ring when fitting it, to prevent
the recesses of the plunger from
damaging the ring). The scraper
ring is to be turned as shown on
the drawing.
6. Lubricate the scraper ring with
molybdenum disulphide (MoS2). Fit
the spacer ring with its internal
collar away from the plunger foot,
and slide it down into contact
with the scraper ring, pressing it
in over this ring (by hand).
Thereby the scraper ring is pres-
sed into place in the recess of
the spacer ring.
Fit the other scraper ring in the
upper recess of the spacer ring.
Use the same procedure as for
point 5. Lubricate the scraper
ring with molybdenum disulphide
(MoS2).
285
Page 3 (5) L6GMC/MCE
7. Position the tube (tool for mount-

ing of scraper ring) on the
plunger with the recessed end
facing the scraper ring. Press
down the tube by hand (do not use
blows), thereby the scraper ring
is pressed into place in the re-
cess of the spacer ring. Remove
the tube and check that the
scraper ring is correctly posi-
tioned.
8. Place the topmost back-up ring in

contact with the spacer ring.
Remove the two-part collar ring.

Lower the circular nut and the
back-up ring and check that the
scraper ring is correctly mounted.
Then lift the back-up ring into
contact with the spacer ring.
9. It may prove useful to place the

plunger horizontally in a vice.
Remount the two-part collar ring

on the plunger between the cir-
cular nut and the sealing bush,
then press the latter down into
contact.
Fit new 0-rings on the spacer
ring. Remove the plunger with the
spacer ring and the two-part col-
lar ring from the vice.
286
SEALING RINGS Edition 43
10. Again fit the pump barrel in the

bench vice.
Lubricate the plunger with a thin
acid-free oil.
Lubricate the spacer ring and the
corresponding recess in the bar-
rel with molybdenum disulphide
(MoS2).
11. Slide the plunger complete into

the barrel with care and press
the spacer ring into place in the
recess of the barrel by pressing
the plunger forcibly to the bot-
tom.
12. After making sure that the spacer

ring is in place, pull the
plunger so far out that the two
part collar ring can be removed.
287
Page 5 (5)
13. Wind jointing tape round the

thread of the circular nut and
screw the nut into the barrel.
Apply the face spanner and tight-
en up the nut (while tightening
up, press the plunger in, thus
using the guide block of the
plunger as a guide for the face
spanner).
After removing the face spanner,

lock the circular nut with a cen-
tre punch at the periphery of the
thread.
Mount new 0-rings on the pump

barrel.
288
909-3.3 OVERHAUL OF 909-3.3
SUCTION VALVE Edition 43
L60MC/MCE AND TOP COVER Page 1 (2)
1 . Dismount the top cover from the

fuel pump housing, remove and dis-
card the 0-ring.
2. Release the lock washer for the

suction valve.
Dismount the suction valve from

the top cover.
Remove and discard the lock

washer.
3. By means of a brass mandrel and a

hammer, release the spring guide
from the valve thrust piece.
Disassemble the other parts of the

suction valve and clean the parts
thoroughly in clean diesel oil.
Remove and discard the sealing

ring from the thrust piece.
Inspect the seat of the valve

slide and the seat on the thrust
piece for damage. If the seats are
damaged, a new suction valve must
be fitted. (Send the damaged ones
to an authorized repair shop for
reconditioning).
4. Mount the new sealing ring by

means of the tool, as shown on the
sketch.
289
909-3.3 OVERHAUL OF 909-3.3
Edition 43 SUCTION VALVE
Page 2 (2) AND TOP COVER L60MC/MCE
5. Fit a new lock washer and mount a

new suction valve on the top
cover.
Tighten the suction valve with a

torque spanner, see the Data
sheet.
Fit the two screws which secure

the lock washer, and lock the suc-
tion valve in position by turning
up an edge of the lock washer over
one of the flats of the valve.
Fit a new 0-ring on the top cover.
Before the overhaul, dismount the

suction valve and fill the oil duct
in the top cover with vaseline or
heavy grease.
During the work the miller is guided

by,the guide screwed into the high-
pressure pipe thread.
After completing the milling, blow

out the vaseline/grease from the oil
duct by means of compressed air.
Clean the top cover with diesel oil/
gas oil, and blow dry with compressed
air.
290
FOR 0-POSITION Edition 43
L60MC/MCE OF INDEX RACK Page 1 (1)
1. Remove the flange.

By means of a screw, remove the
piston from the pump housing.
Remove and discard the sealing and

wear rings from the piston.
2. Place the piston in the fitting

cone. Pull the 0-ring over the
cone, into the groove. As the
sealing ring is very tight and
vulnerable, it is to be pressed
into position by means of the
split bushing.
Fit the two wear rings.
3. When mounting the piston in the

fuel pump housing, it is necessary
to use the guide ring to compress
the wear rings and sealing ring,
in order not to damage them.
291
Edition 06 FUEL PUMP
Page 1 ( 2 ) SHOCK ABSORBER L-MC/MCE
Checking
The functioning of the shock absorber

should be checked at regular inter-
vals. This is done by simply removing
the plug in the end cover of the
shock absorber and checking, during
operation, that air is "pulsated"
through the threaded hole (these air
pulses occur when the piston in the
shock absorber is working and the air
above the piston is compressed and
forced out through the threaded
hole). At the same time, check the
"tightness" of the piston, which can
be judged by the amount of oil coming
out of the drain pipe of the shock
absorber housing. The amount of lea-
kage oil must be checked from time to
time to ascertain deteriorations in
the piston sealing.
If the shock absorber is found to be
working unsatisfactorily, it should
be disassembled for inspection. Under
normal circumstances, inspection is
only necessary at the intervals
stated in the maintenance programme.
Disassembling
Remove the nuts and lock washers from

the end cover (NOTE: the end cover is
spring-loaded), and take off the
cover together with the spring guide
and gasket. Now take out the
springs. Take out the piston. If the
piston does not come out easily,
screw a long screw into the bottom of
the piston and, by this means, pull
the piston out.
Overhauling
Take out the sealing ring which is

mounted in the piston bore in the
shock absorber housing, and then take
the wear ring off the piston. Clean
and polish the piston and piston
bore in the housing so that the parts
can operate freely. Mount a new wear
ring on the piston and a new sealing
ring in the housing. If, after over-
hauling there is still a too large
drain oil amount, the entire shock
absorber must be replaced and the
removed shock absorber sent for
repair.
292
FUEL PUMP Edition 06
L-MC/MCE SHOCK ABSORBER Page 2 (2)
Assembling
Carefully place the piston in the
bore of the shock absorber housing
without deforming the sealing ring or
the wear ring (check that the piston/
bore fit is in order), position the
springs and then mount the cover to-
gether with the spring guide and a
new gasket.
Now mount the lock washers and nuts,
lighten the nuts and secure.
293
909-5 LIFTING GEAR FOR
Edition ?1 FUEL PUW> ROLLER GUIDE
Data 1 (1)
SAFETY PRECAUTIONS
[^^J Stopped engine

| 1 Block the starting mechanism
J [ Shut off starting air supply
|^\j Engage Purmng gear
L _'~| Shut off cooling water
|_^| Shut off lubrication oil
8 30
'
I QOOOOjDC)OOj 3Q
294
909-5 LIFTING GEAR FOR 909-5
FUEL PUMP ROLLER GUIDE Edition 21
1. Warning: Do not use the lifting

trol For the fuel pump roller
guide while the engine is running.
If a fuel pump is to be put out of
action, disconnect it in the
following manner:
2. Stop the engine and engage the

turning gear.
Remove the inspection cover on the

upper part of the camshaft housing
in front of the fuel cam for the
pertaining roller guide.
Turn the engine until the roller

is in the highest position on the
cam (on the circumferential part
of the cam).
3. Loosen the stop screw on top of

the flange and the nut on the
lifting tool.
Press the shaft against the roller

guide. When the shaft is pressed
in, the guide screw is positioned
in line with the vertical groove
of the flange.
295
909-5 LIFTING GEAR FOR 909-5
Edition 21 FUEL PUMP ROLLER GUIDE
4. Turn the shaft by means of a rat-

chet and a spanner until the guide
screw is in top of the groove,
which indicates that the roller
guide is in the lifted position.
Lock the shaft in this position by

means of the lock screw and the
nut on the lifting tool.
The roller guide is now clear of

the fuel cam, and the engine can
operate on the remaining cylin-
ders, see Volume 1, Section 704.
5. Engagement of the fuel pump roller

guide must only take place when
the engine is at a standstill.
Turn the engine until the pertain-

ing fuel cam's circumferential
part is positioned upwards, and
lower the roller guide in the
reverse order to lifting.
NB! Remember to loosen the lock
When the roller guide has been

lowered into the position where
the guide screw is in the lower-
most position, tighten the lifting
tool nut against the flange where-
by the lifting tool will be drawn
away from the roller guide. The
guide screw will now be positioned
at the end of the horizontal
groove of the flange.
Tighten the lock screw.
296
909-6 OVERHAUL OF
Data 1 (1)
SAFETY PRECAUTIONS
[ _ | Stopped engine
[ _ j Block the starting mechanism
[ _ j Shut off starting air supply
I J Engage turning gear
I Shut off cooling water
| ] Shut off fuel oil
[ _ _J Shut off lubrication oil
j _ | Lock turbocharger rotors
30, 32
DATA:
D-1 Opening pressure 300 ± 20 bar

D-2 Max. diameter 19 mm
D-3 Weight of fuel valve 8 kg
297
The fuel valves must be given the ut-

most attention and care, as the
greater part of irregularities that
may occur during the running of the
engine can be attributed to defects
of these valves. If the engine gives
normal performance in accordance with
diagrams and exhaust temperatures, it
is only necessary to inspect the fuel
valves after the service period
stated in maintenance program 900-1.
The valves should then be taken out
for inspection.
When fuel valves are overhauled, all

parts should be handled very care-
fully and be kept completely clean.
Use only clean, non-fluffy rags for

wiping purposes, and compressed air
for further removal of liquid or
solid impurities. Whenever fuel
valves are overhauled, all sealing
rings should be discarded and re-
placed by new, faultless sealing
rings before reassembly.
1. Disassembly of fuel valve
Remove the 0-rings
The fuel valve is disassembled by

screwing off the union nut with a
tommy bar while retaining the
valve in, for instance, a bench
vice provided with "soft" jaws.
Pull the valve head clear of the

valve housing.
Take out the thrust spindle, re-

move the thrust foot, valve unit
and fuel nozzle from the valve
housing.
298
2. Overhaul of fuel valve
After being carefully cleaned, the

parts should be examined and, if
necessary, the seating surfaces be
ground by means of the grinding
mandrels supplied and a fine-grain
abrasive (such as Carborundum No.
500). This grinding must only be
carried out manually. After the
grinding, the parts are to be
washed in clean diesel oil and
blown clean by means of compressed
air to remove remains of the grin-
ding compound.
In the event of more serious da-

mage to the seating surface for
the high-pressure pipe in the
valve head, the milling tool can
be used. Normally the milling tool
is turned by hand, but it may be
fitted in the chuck of a column-
type drilling machine provided
that the number of revolutions is
kept at a minimum (not exceeding
approx. 100 r/min). An ample sup-
ply of cutting emulsion must be
used.
299
OVERHAUL OF 909-6
Page 3 (5)
3. The central bore of the fuel

nozzle as well as the spray holes
proper are to be cleaned of carbon
deposits by means of the special
drills supplied. The spray holes
are then tested with the test pin.
If the test pin is able to enter
just one of the holes, the fuel
nozzle must be discarded. This
also applies to nozzles with oval
holes (can be ascertained with a
magnifying glass).
4. Assembly and testing of fuel valve
Mount the nozzle in the valve

housing, making sure that it en-
gages correctly with the guide
pin. This can be ascertained by
attempting to turn the nozzle
after fitting.
Mount the valve unit and thrust

foot.
Insert the thrust spindle, making

sure that the end provided with
the sping guide and a circlip
faces the valve unit.
Place the union nut on the valve

housing and set up the housing in
a bench vice.
Make sure that the guide pin be-

tween valve housing and valve head
is intact, and press the valve
head down into the valve housing.
See that the guide pin between
valve housing and valve head en-
gages correctly so as to prevent
relative turning of the parts.
The valve is assembled by means of

the union nut. However, proper
tightening together will not be
obtained until the valve is cor-
rectly mounted in the cylinder
cover or pressure testing rig.
300
5. After reassembly, set up the fuel

valve in the pressure-testing rig.
To provide the same conditions for
the valve as when mounted in the
cylinder cover, the spring hous-
ings must be inserted between the
flange of the valve head and the
fixing nuts. Tighten up the nuts
in accordance with the data sheet.
See 901-2.1.
Connect the pressure-testing pump
to the valve by means of the pres-
sure hose.
Regarding operation of the pres-
sure-testing pump, see separate
instructions.
The functioning of the fuel valve

is tested in the pressure-testing
rig in accordance with the follow-
ing:
Checking of valve spindle
tightness.
Checking of opening pressure.
Checking of jet direction.
Atomization test.
Tightness test of "0" ring.
Checking the tightness of the
valve spindle against the seating
in the spindle guide.
Apply oil pressure to the valve.
At approx. 15 bar the slide opens,
thereby blocking the drilled hole
in the thrust piece, as shown in
Fig. 6. Now increase the pressure
to approx. 50 bar below the open-
ing pressure, i.e. up to approx.
250 bar on the pressure gauge.
Wipe off the fuel nozzle and check
if the spindle seals tight against
its seating. If oil flows out of
the fuel nozzle holes, the valve
unit is not in order, see Fig. 7.
When relieved, the pressure is to
decrease relatively slowly until
the slide is blocking at approx.
12 bar, and thereby uncovering the
drilled hole in the thrust piece,
Fig. 6.
If the above-mentioned conditions
are not fulfilled, the valve unit
is defective and is to be replac-
ed; after replacement, the testing
is to be repeated. A defective
valve unit should be sent to B&W
Diesel or a workshop authorized by
B&W Diesel for inspection or re-
pair.
301
8. Checking of opening pressure

Increase the pressure from the
pressure-testing pump until the
valve opens and oil is forced out
of the fuel nozzle; then read the
opening pressure. The opening
pressure for the fuel valve is to
be 300 ± 20 bar. If this pressure
is not obtained, the spring, Fig.
5, pos. a, is to be replaced.
Checking of jet direction
Increase the pressure from the
pressure-testing pump to more than
the opening pressure. Now check
that the jets pass through the
holes in the spray control screen,
Fig. 8. If this is not the case,
check the guide pins, Fig. 5,
pos. b and c. If these are in
order, replace the fuel nozzle.
Atomization test
The test is carried out by raising
the pressure, for short periods,
to a value considerably higher
than the opening pressure of the
valve. This makes it possible to
check the atomization of the
valve.
Tightness test of "0" ring, Fig.
5, item d
Raise the pressure slowly again
until oil flows out at "e"; while
doing this, make sure that the
pressure does not exceed 15 bar to
prevent activation of the slide.
Then close the hole with a plug
screw and increase the pressure to
100 bar, keeping the pressure at
this value while checking the
0-ring for tightness. (A defective
0-ring will cause oil to seep out
around the union nut). Remove the
plug screw in "e" again.
After pressure-testing, empty the
valve of fuel oil and then fill it
up with rust-inhibiting "Dinitrol
39" oil, which is poured back into
the container after about 10 mi-
nutes. Provide the valve with pla-
stic caps in the inlet and outlet
ducts and on the fuel nozzle.
302
909-7 OVERHAUL OF FUEL OIL 909-7
Edition 39 HIGH-PRESSURE PIPE/
Data 1 (1) DISTRIBUTOR BLOCK L60MC/MCE
SAFETY PRECAUTIONS
DyC] Stopped engine

I I Block the starting mechanism ^ ,^
j | Engage turning gear

C-V] Shut off fuel oil

[ j Shut off lubrication oil
[ j Lock turbocharger rotors
9, 22, 30
10
DATA:
D-1 Distance from pipe end to

thrust bushing lower edge.. 11 mm
(distributor block/
fuel valve)
D-2 Distance from pipe end to

thrust bushing lower edge.. 14 mm
(fuel pump/distributor
block)
D-3 Max. diameter of seating .. 19 mm
D-4 Max. diameter of seating .. 26 mm
303
HIGH-PRESSURE PIPE/ Edition 39
L60MC/MCE DISTRIBUTOR BLOCK Page 1 (4)
1. Whenever the fuel oil high-pres-

sure system is dismantled, it is
necessary, before remounting the
high-pressure pipes, to carefully
inspect the tapered contact sur-
faces of the pipe ends, together
with their seats in fuel valves,
distributor block and fuel pump.
Furthermore, the position of the
thrust bushing on the pipe end
must be checked and if the dis-
tance is incorrect, compared to
the measurement stated in Data,
it should be adjusted by screwing
the thrust bushing up or down the
pressure pipe.
304
Page 2 (4) DISTRIBUTOR BLOCK L60MC/MCE
2. If the pipe end is to be recondi-

tioned, the high-pressure pipe
must first be dismantled: Lift up
the union nut with flexible pro-
tective hose, together with the
coupling nut, on the high-pressure
pipe and screw off the thrust
bushing. Take off the coupling nut
and when the thrust bushings at
both ends of the pipe have been
dismounted, the flexible protec-
tive hose with union nuts can be
pulled off the high-pressure pipe.
3. Tools for reconditioning of high-

pressure pipes consist for each
pipe dimension of:
Guide, miller, union, stop ring

and, furthermore, for each plant,
a common morse taper.
305
HIGH-PRESSURE PIPE/ Edition 39
L60MC/MCE DISTRIBUTOR BLOCK Page 3 (4)
4. Reconditioning of the pipe ends is
carried out by milling according
to one of the following
procedures:
Shape-up the threaded pipe ends by
means of the nut die.
Mount the guide on the pipe end,

place the miller in the guide and
screw on the union nut lightly.
Turn the miller by means of, for
instance, a tap wrench while
tightening the union nut lightly
to provide a suitable pressure
miller/pipe end. During the mil-
ling, add drilling oil emulsion
liberally.
The milling can also be undertaken

by using a stationary boring
machine (pillar drilling machine).
Place the,stop ring on the neck of
the miller and fasten it about 3
mm above the union nut which has
been tightened slightly. Use the
supplied taper as connection be-
tween the spindle of the drilling
machine and the miller. Loosen the
union nut and screw it up against
the stop ring. Start the drilling
machine at lowest speed (max. 100
r/min). By screwing the union nut
down little by little, the feed of
the miller can be controlled dur-
ing milling. Also with this proce-
dure it is very important that
drilling oil emulsion is added
liberally during milling.
NB. A portable drilling machine
must not be used to drive the
miller.
306
Page 4 (4) DISTRIBUTOR BLOCK L60MC/MCE
5. To recondition the distributor

block, this must first be dis-
mantled. Mill the seats in the
distributor block in the same way
as described for the high-pressure
pipes, the miller being controlled
by the supplied guides which are
screwed into the distributor block
thread.
If the diameters of the tapered

seats exceed the given data, the
distributor block must be scrap-
ped.
After completed milling, the high-

pressure pipe as well as the di-
stributor block shall be carefully
cleaned and the various bores
blown through with compressed air.
Mounting of the distributor block

on the cylinder cover must be car-
ried out carefully, and the guide
pins must be intact.
When assembling the high-pressure

pipe, the thrust bushings shall be
screwed so high up on the thread
of the pressure pipe that the dis-
tance between the pipe end and the
bottom edge of the thrust bushing
is as stated in Data.
Replace the 0-rings.
Before mounting a high-pressure

pipe, check centre distances be-
tween pipe ends and seats. Adapt
the pipe, if required, as it is of
great importance for the mounting,
and a condition for obtaining
tight joints, that the pipes fit
the seats accurately.
For reconditioning of seats in

fuel pump and fuel valve, see sec-
tions 909-3 and 909-6. For mount-
ing of high-pressure pipes, see
section 901-2.1.
307
909-8 OVERHAUL OF PNEUMATIC 909-8
Edition 20 REVERSING MECHANISM
SAFETY PRECAUTIONS
tx\l Stopped engine
[P\i Block the storting mechanism
[P\] Shut off starting air supply

\2^1 Engage turning gear
L J Shut off cooling water
IX] Shut off fuel oil
[__ J Shut off lubrication oil
=s(£ 13, 19, 24, 27, 30, 36

0
5, 7, 10, 14
750 -2000 Nm
2 x M \6
DATA:
D-1 Weight of pump housing 168 kg

D-2 Weight of barrel assembly.. 43 kg
D-3 Fuel pump roller guide .... 65 kg
D-4 Weight of base plate 18 kg
D-5 Tightening torque,

fuel pump housing 785 Nm
308
REVERSING MECHANISM Edition 20
L60MC/MCE
Page 1 (2)
1. Remove the top cover and the fuel
pump barrel from the fuel pump
housing for the pertaining cylin-
der. See 909-3.1 .
2. Unscrew the nuts and remove the

fuel pump housing. Then loosen the
nuts on the two threaded studs
successively until the roller
guide springs are relieved. Remove
the nuts and the base plate and
take out the springs of the roller
guide.
3. The lifting tool for the roller

guide is mounted in the roller
guide as follows:
Lift the lock ring of the tool up

on the shaft of the tool. Place
the tool in such a manner that its
foot rests on the thrust piece in
guide. Turn the tool 90° so as to
allow the foot to engage properly
in the bayonet joint. Lower the
lock ring, thereby securing the
foot in locked position.
Lift the roller guide out of the

roller guide housing, using the
crane.
Edition 20 REVERSING MECHANISM
4. After lifting out the roller

guide, check the surface of the
roller in the reversing link. For
further inspection and disas-
sembling of the roller and guide,
see 908-4.
5. By means of the telegraph, check

that the reversing mechanism is
working smoothly.
6. When mounting the roller guide

with the reversing link, check the
clearance between the roller guide
and the guide plate mounted in the
liner for the roller guide.
Also the clearance between the

guide way and -the reversing arm
has to be checked in the "Ahead"
and "Astern" positions.
The camshaft is to be turned such

that the roller guide is lifted
approx. 20 mm. The clearance
guide plate shall be the same at
both ends.
310
F U E L V A L V E AND FUEL PUMP P A N E L PLATE 90931-62
L60MC/MCE
o;o
057 045
033
2d5
311
P L A T E 90961-16 FUEL V A L V E - T O O L S
L60MC/MCE
L50MC/MCE
033
063
026
312
910.01-20
AIR SYSTEM OF ENGINE
The engine is supplied with scavenge Running with Auxiliary Blowers

air from one or more turbocharqers.
The turbine wheel of the turbocharqer During starting of the engine, or
is driven by the engine exhaust gas, when the engine revolutions are too
and the turbine wheel drives the tur- low for the turbocharger to supply
bocharqer compressor, which is moun- enough air for the operation of the
ted on the same shaft. The compressor engine, the auxiliary blowers start
sucks air from the engine room, to run automatically. When the auxi-
through the air filters. The air is liary blowers are operating, they
pressed by the compressor through the suck air from the engine room through
charging air pipe to the charging air the turbocharger's air filter and
cooler where the air is cooled down. compressor side (which causes the
The charging air cooler housing is turbocharger to maintain a reasonable
provided with a water separator, number of revolutions during starting
which prevents condensed water from and at low load), through the charg-
being carried with the air flow into ing air pipe and the charging air
the scavenge air receiver (plate cooler to the valve housing in the
91001). scavenge air receiver where the non-
return valves are now closed (owing
Air is pressed into the scavenge air to partial vacuum), then through the
receiver through a valve housing suction pipes to the suction side of
mounted in the bottom of that part of the blowers. The blowers send the air
the air cooler housing which is built through the non-return valves in the
integral with the scavenge air recei- bottom of the scavenge air receiver.
ver. The valve housing is provided
with a number of non-return valves
(flap valves), which open by pressure EXHAUST GAS RECEIVER
from the turbocharger.
Plate 91003
Two auxiliary blowers . are mounted
underneath the scavenge air recei- From the exhaust valves, the exhaust
ver. These blowers suck air from the gas is led to the exhaust gas recei-
air cooler housing via a common suc- ver where the pulsatory pressure from
tion pipe and press the air into the the individual exhaust valves is
scavenge receiver through two non- equalized and passed to the turbo-
return valves (flap valves). From the charger(s) as a constant pressure.
scavenge air receiver, the air flows
to the individual cylinder through The exhaust gas receiver consists of
the scavenge air ports when the one or two units, with a compensator
piston is in bottom position. When fitted in between. The units are able
the exhaust valves open, the exhaust to move relative to each other and
gas is pressed into a common exhaust are fastened to the seating by flexi-
gas receiver (plate 91003), from ble supports.
where the gas drives the turbine Compensators are also inserted betwe-
wheel of the turbocharger with an en the receiver and the exhaust val-
even and steady pressure. ves, and between the receiver and the
turbocharger(s).
For quick mounting and dismounting of
the joints between the receiver and
the exhaust valves, clamping rings
313
910.02-20
are used to hold the parts together.

The exhaust gas receiver and the
exhaust pipe are insulated.
CHARGING AIR COOLER
Plate 91005 LK Type
This charging air cooler is of the
block type. It is mounted in a hous-
ing which is welded up of steel
plates, and the cooler housing is
provided with cleaning covers.
Cleaning of the cooler elements is
carried out through these covers
without removing the cooler elements.
The coolers are designed with an air
reversing chamber, incorporating a
water separator. The water separator
(plate 91001) is built up of a number
of lamellas which separate condensed
water from the scavenge air during
the passage of the air flow.
The separated water is collected in
the bottom of the cooler housing from
where it is removed by an automatic
water discharger.
314
910.03-20
EL. PANELS FOR AUXILIARY BLOWER
Plate 91021, 91022 and 91023 relay d3, which causes M2 to

start after the set period.
Explanation of designations used:
2. When the engine is running and
K-), l<2 Relay contacts. Closed by the scavenge air pressure is
"Finished with Engine" and rising, pressure switch P opens
"Shut-down", otherwise open. and starts the delayed breaking
action of relay d2, causing the
P Pressure switch for control blowers to stop after the set
circuit. Breaks at upper period.
switch point 0.5 bar, dif. p
pressure switch 0.11 bar. 3. When the engine is running and
the scavenge air pressure is
B Pressure switch for alarm. falling, pressure switch P closes
Breaks at 0.29 bar falling and initiates the same starting
pressure and makes at 0.4 bar sequence as under 1.
rising pressure.
4. If the main engine is stopped by
Feelers for pressure switches automatic "Shut-down", relay con-
placed on scavenge air tact "l<2" closes, causing the
receiver. blowers to stop. When "Shut-down"
is reset, relay contact "l<2"
G Mode selector switch. The OFF opens, giving the same starting
and ON modes are independent procedure as under 1.
of A and P. The switch is
located on the manoeuvring OFF and ON Modes
console.
1. When the ON mode of switch G is
hi, h2 Indicator lamps for running selected, blower M1 starts in-
blower; located on manoeuvr- stantly, and blower M2 after the
ing console. set period of relay d3. To be
used when pressure switch "B" or
h3 Warning lamp located on "P" is damaged.
manoeuvring console. Gives
warning if bridge control is 2. When the OFF mode of switch G is
selected and G is in OFF or selected, the delayed breaking
ON position. relay d2 is de-energized, causing
the blowers to stop after the set
h4, h6 Indicator lamps for running period.
or stopped blower. Located on
motor guard. 3. If the control panel is damaged,
the blowers can be controlled
Control Panel manually by the Manual/Auto
switch on the electric panel.
Automatic Mode
Motor Guard
1. When the signal "Finished with
Engine" is changed to "Stand-by Automatic Mode
Engine", relay contacts "K-|, l<2"
open. This sends a start signal When the switch Automatic/Manual
to motor guard aux. blower I, A2 is in the automatic mode, the
causing blower M1 to start and blower is controlled from the
initiating the delayed action of control unit through relay d1.
910.04-20
Manual Mode Test Facility

In the manual mode, the control Turning switch A2 to manual mode,
unit is disconnected, causing the with selector switch G in the
blower to start instantly, 'manoeuvring console in OFF position,
through relay c1. will cause the blower to start.
Indicators Turning the switch back to automatic
mode will stop the blower.
1. The built-in indicator lamp h6
lights when the electric panel is
switched on and the blower is
stopped.
2. The built-in indicator lamp h4

and the remote indicator lamps hi
or h2 light when the blower is
running.
Safety Devices
1
. The thermal relay in main switch
A1 de-energizes relay c1 if the
blower consumes too much power
for too long. Main switch A1 can
be manually reset. Main switch
A1 also has a short-circuit
relay.
2. The optional heating element R1

is energized when the blower is
stopped, preventing condensation
of water in the motor.
3. Main switch A1 is manually acti-
vated if the motor malfunctions.
Alarm Circuit
An alarm is given under the following
circumstances:
1. Thermal relay in main switch A1
is tripped.
2. Pressure switch B opens at
scavenge pressure 0.29 bar
(falling pressure), and relay c1
is not activated.
3. At order "STOP" the alarm is cut
off.
316
TURBOCHARGER SYSTEM P L A T E 91000-09
L60MC/MCE
<
317
P L A T E 91000-10 T U R B O C H A R G E R SYSTEM
L-Mr/MHF
"318"
SCAVENGE AIR SYSTEM P L A T E 91001-18
L60MC/MCE
4! 2
436
PLATE 91003-49 EXHAUST PIPES AND RECEIVER
L60MC/MCE
283
320
AIR COOLER PLATE 91005-42
-211
306
044
475
164
306
321
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PRESSURE SWITCH IN PRESSURE SWITCH in
ALARM CIRCUIT. FOR CONTROL.
UPPER SWITCH POINT UPPER SWITCH
0.40 BAR.Ap 0.11 BAR. POINT 0.50 BAR
Ap 0.11 BAR.
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T tn1»rnal wiring Heat resistance type t1,5mm2 )
MOlHC
P L A T E 91023-03 M O T O R G U A R D FOR A U X . B L O W E R S
L--GB/GBE 11 i? III I 1 1 L—GB/GBE

L--MC/MCE
\\ it $ in s = it i i ;
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324
910-5 AIR COOLER 910-5
Edition 22 (Mounted on aft end
Data 1 (1) of engine) L60MC/MCE
SAFETY PRECAUTIONS
| | Stopped engine
| [ Block the starting mechanism
[ I Engage turning gear
I | Shut off fuel oil
| ] Shut off lubrication oil
I j Lock turbocharger rotors
13, 15, 17, 19
500kg
DATA:
D-1 End cover 334 kg

D-2 Cooler element LKM36D2 1292 kg
D-3 Waterflow
reversing chamber 235 kg
325
910-5.1 CLEANING OF 910-5.1
AIR COOLER Edition 22
Cleaning of air side;

The air side of the cooler is cleaned
by injecting a chemical fluid through
the spray pipe arrangement fitted to
the air chamber above the cooler
element.
It is recommended to use one of the
following cleaning fluids, or a simi-
lar product.
1) Product: ACC 9, produced by
Drew Chemical Corp., New York, USA
2) Product: SOB, produced by
Vecom Int., Maassluis, Holland
Cleaning should be carried out in the
following sequence:
1 . Do not start cleaning until the
engine has been at a standstill
for about 30 minutes. Do not dis-
connect the compressed air supply
to the exhaust valve.
2. Follow the detailed cleaning
instructions displayed at the
cleaning pipe on the engine. To
ensure satisfactory spraying of
the cleaning fluid, the circulat-
ing pump pressure must be at least
0.7 bar.
3. Continue the cleaning process for
at least 30 minutes. The time
required depends on the frequency
with which cleaning is carried out
and on the chemical product used.
4. After cleaning, flush the cooler

with clean water until the water
appearing in the sight glasses is
clean and pure.
5. Inspection is carried out either

by removing the cover on top of
the cooler or by dismantling the
charging air pipe.
Cleonmq conditon
II Chemcol cleaning Open A
Open 8 . C . O . E.F CtoseB.C.O.E.F.G.H
Clow A . G . H Qose Ihe nspection covers on the
Start the pump scavenge or receiver
2) Water flushing
Open A.D. G . H
Close B . C . E . F
326
910-5.1 CLEANING OF 910-5.1
Edition 22 AIR COOLER
Cleaning of water side:

outlet valves.
Drain off the cooling water by
removing the plug screws on the
sides of the end cover.
2. Remove the covers from the rear
end of the water chambers of the
cooler. Access to the covers on
the waterflow reversing chamber is
through covers on the cooler hous-
ing.
The anti-corrosion blocks are
bolted to the covers and are re-
moved together with these.
Any dirt collected in the water-
flow reversing chamber is removed
through the inspection opening.
3. Replace the anti-corrosion blocks,
if necessary.
4. Check through the openings whether

the coating on the covers has been
eroded and whether the coolers are
Fouled, or scale has formed on the
cooler tubes.
5. If dirt is found, the end cover of

the cooler is to be dismantled.
Clean the inside of the tubes by
means of the supplied cleaning
brush, mounted on a drilling
machine.
Any dirt found in the waterflow
reversing chamber is removed
through the inspection opening on
the side.
6. In case of leakages between cooler

tubes and tube plate, the tubes
are to be rolled with the tube
expander.
For this purpose the cooler ele-
ment has to be removed (see
"Replacement of Air Cooler Ele-
ment", Dismantling).
Note:
As regards cast cooler components:

The inside coating is to be re-
paired with the original coating,
or a similar product.
327
REPLACEMENT OF 910-5.2
AIR COOLER ELEMENT Edition 22
Page 1 (2)
The cooler element is not normally

to be dismantled for inspection pur-
poses.
It is only if the cooler element has
suffered damage that it has to be
dismantled for replacement.
Dismantling;
outlet valves.
Drain off the cooling water at the
plug screws on the end cover.
2. Dismount the inlet and outlet
cooling water pipes.
Remove the screws from the end
cover and remove the cover from
the cooler housing. Discard the
gasket.
3. Mount two rails, each with a guide
rail on top, on the gallery.
4. Mount the pair of wheels for the
outermost tube plate, and tighten
the thrust screws to make the
wheels support the cooler element.
5. Remove the four screws which

fasten the cooler element to the
cooler housing.
328
910-5.2 REPLACEMENT OF SMVI 910-5.2
Edition 22 AIR COOLER ELEMENT
6. Press the cooler element free,
using dismantling screws.
7. Pull the cooler element halfway
out of the cooler housing, check-
ing during this procedure that
the outermost pair of wheels is
being guided between the two
guide rails.
8. When the cooler element has been
pulled halfway out, mount the
supports on which the innermost
pair of wheels can run.
Mounting:
9. Mounting is carried out in the
reverse order to dismantling.
Hang-up a new gasket on the four
screws which fasten the cooler
element to the cooler housing,
and tighten the end cover as well
as the water inlet and outlet
pipes.
329
Edition 13 NON-RETURN VALVE
SAFETY PRECAUTIONS
LP\I Stopped engine

[^^ Block the starting mechanism
l^^l Shut off starting air supply
| | Engage turning gear
I I Shut off cooling water
[ ] Lock turbocharger rotors
19
DATA:
D-1 Weight of non-return valve

assembly 11 kg
330
NON-RETURN VALVE Edition 13
Access to the non-return valves in

the scavenge air receiver takes place
- after the engine has been stopped -
through the inspection openings of
the receiver.
NOTE: Access to the scavenge air

receiver must not take place
until the air in the receiver
is clean.
Replacement of non-return valve as-

sembly:
Remove the two outermost screws and

the middle screw (which fasten the
valve assembly to the housing). Lift
the complete valve assembly out and
mount a new assembly instead.
Overhaul of non-return valve assem-

bly:
Knock out the spring pin which se-

cures the axle of the valve flap and
press out the axle. Now the valve
flap is free and can be replaced. For
further dismantling, remove the two
screws which hold the parts together
as an assembly.
When mounting, again secure the axle

of the valve flap by means of the
spring pin.
331
Edition 13 AUXILIARY BLOWER

SAFETY PRECAUTIONS
[ J Stopped engine
[^ J Engage turning gear
L I Shut off cooling water
f 1 Shut off lubrication oil
DATA:
* D-1 Weight of electric motor

+ blower complete
+ end cover up to 950 kg
* Depending on electric motor type

and number of cylinders of engine
(size and capacity of auxiliary
blower).
332
AUXILIARY BLOWER Edition 13
1. When cleaning and inspecting the
auxiliary blower, disengage the
cable connections to the blower
motor. Wire ropes with shackle as
well as two tackles suspended from
mountings on the gallery bracket
are to be hooked onto the blower
flange, before removing the screws
in the flange.
2. The end cover complete with blower

can now be pulled free of the suc-
tion pipe by means of the two
tackles. While pulling out the end
cover with the blower assembly,
make sure that the blower housing
disengages from the air pipe with-
out deforming it.
Then inspect and clean the blower
wheel as well as the blower hous-
ing.
Exercise care when mounting the

electric motor with blower wheel,
as the blower wheel is to "catch"
the guide in the blower housing
(A).
333
TURBOCHARGER S Y S T E M - TOOLS P L A T E 91061-23
337
TURBOCHARGER SYSTEM - TOOLS P L A T E 91061-27
L60MC/MCE
• 278 ^2o'0 014

Notes
336
SAFETY EQUIPMENT
SAFETY VALVES - RELIEF VALVES
Each cylinder cover is provided with

a spring-loaded safety valve which is
set to open at a pressure somewhat
higher than the maximum firing pres-
sure in the cylinder.
On the exhaust side of the engine a

number of spring-loaded relief valves
are fitted, which will open in the
event of an excessive pressure aris-
ing in the crankcase, for instance as
a result of ignition of oil vapour.
The scavenge air receiver is fitted

with a safety valve which is set to
open should the pressure in the sca-
venge air receiver exceed a value
somewhat higher than the normal sca-
venge air pressure of the engine.
Each starting valve inlet pipe is

provided with a safety cap. The safe-
ty cap consists of a bursting disc
enclosed by a mantle in order to pro-
tect any bystanders, in the event of
a burst due to excessive pressure in
the starting air line.
Furthermore, the mantle is provided
with a check plate, which shows if
the bursting disc has been damaged.
337
P L A T E 91101-15 SAFETY V A L V E
L60MC/MCE
338
RELIEF V A L V E P L A T E 91102-05
L60MC/MCE
0/6
339
PLATE 91103-05 SAFETY VALVE
L60MC/MCE
340
ARRANGEMENT OF SAFETY CAP PLATE 91104-21
I-L—f 1 r_
l
r "— -
ib '
050
125
017-
029-
Notes
911-1 SAFETY VALVE SETTING
Edition 22
Data 1 (1)
SAFETY PRECAUTIONS
| | Stopped engine
[ [ Block the starting mechanism
[ I Shut off starting air supply
| ] Engage turning gear
I j Shut off lubrication oil
j j Lock turbocharger rotors
\ \ 071
27, 32
3m
DATA:
D-1 Opening pressure. 160 bar
343
911-1 SAFETY VALVE SETTING 911-1
Edition 22
To set safety valve opening pressure.

1. Set up the safety valve in the
testing device.
2. Connect the testing device to the

hydraulic pump.
3. Loosen the lock nut on the safety
valve.
4. Set the adjusting union nut so

that the valve just closes.
5. Bleed valve and hose until oil,

without air bubbles, flows out
from the openings of the safety
valve.
6. Screw up the adjusting union nut

of the safety valve until a cor-
rect pressure is indicated (see
(Data).
7. Tighten the lock nut.
8. Test the opening pressure.
9. Dismount the valve, empty out oil,

and replace the valve in position.
344
911-2 RELIEF VALVE 911-2
Edition 20 FUNCTIONAL TEST
SAFETY PRECAUTIONS
JJX^ Stopped engine

[^J Block the storting mechanism
d^J Shut off starting air supply
[_._] Engage turning gear
L_j Shut off cooling water
[__J Shut off lubrication oil
I I Lock turbocharger rotors
24, 30
911-2 RELIEF VALVE 911-2
FUNCTIONAL TEST Edition 20
1. The functioning of the relief

valves on the crankcase doors is
tested by means of the tool sup-
plied.
2. The tool is screwed into the valve

plate nut.
3. Turning the nut of the tool will

open the valve.
912.01-24
ASSEMBLY OF LARGE PARTS
BEDPLATE, FRAME BOX, ETC.

The bedplate consists of two welded, The engine bedplate is positioned on
longitudinal girders and a number of supporting chocks and secured to the
cross girders which support the main engine seating in the ship by means
bearings. The main bearings are of long holding-down bolts, which are
eguipped with steel shells, lined equipped with distance tubes of cast
with white metal. F.ach main bearing iron. The bedplate is not bevelled,
has two main bearing caps which are but the supporting chocks and the top
secured by studs and nuts, designed plate of the engine seating are made
for tightening by means of hydraulic with a bevel of 1:100 with a view to
tools. The aft end of the bedplate the adaptation of the supporting
incorporates the thrust bearing as chocks.
well as the chain drive.
Plate 91215 shows the design of hold-
A frame box of the same height as the ing-down bolts with a spherical nut
crosshead guides is bolted on to the fitted at the bottom end. If the
top of the bedplate. Like the bed- bevel between the lower nut and the
plate, the frame box consists of one top plate of the seating is greater
section with the chain drive located than 1:100, holding-down bolts with
at the aft end. Together, the bed- spherical washers, and nuts with
plate and the frame box constitute spherical contact face, are to be
the crankcase of the engine. used on the lower end of the bolt.
The contact faces of the top plate
On both sides of the engine, the for nuts or spherical washers must be
frame box is fitted with hinged plane.
steel-plate doors for access to the
crossheads and to the main and crank- The engine is secured in the thwart-
pin bearings. ships direction by side chocks fitted
in way of each main bearing. The
The bedplate, the engine frame, and side-chock liners are bevelled 1:100
the cylinder blocks, which rest on and are fitted from the aft end at
top of the frame box, are tightened both sides.
together to form one unit by means of
through-going stay bolts. The engine is secured in the fore-
and-aft direction by one end chock
For each cylinder the crankcase is with two end-chock bolts at the aft
equipped with a slotted oil outlet end of each of the two longitudinal
pipe in which the oil outlet pipe girders of the bedplate. The end-
fitted to the crosshead is able to chock liners have a 1:100 bevel and
travel. From the slotted pipe the are fitted from above.
cooling oil is, through an outlet
pipe, led to the oil tray of the bed-
plate.
F.guipment for checking the oil tempe-
rature and for alarm in the event of
failing oil supply is installed in
conjunction with the outlet pipe.
P L A T E 91201-24 A R R A N G E M E N T OF STAY BOLTS
L6QMC/MCE
026
063
075
099
074
06J?
348
FRAME
P L A T E 91205-52
L60MC/MCE
076
028
232
-244
-2SS
-268 349
P L A T E 91210-45 BEDPLATE
L60MC/MCE
HOLDING-DOWN BOLTS AND END-CHOCK BOLTS PLATE 91215-13
L60MC/MCE
351
S 912-30
S 912-50
TOP BRACING OF MAIN ENGINE

(Shipyard work, to be carried out
against special order only)
By means of top bracing the main en- by a further 40% and the loosening
gine, it will in most cases be possi- pressure checked once again.
ble to obtain such a high natural
frequency figure of the system "en- To check the setting of the ship
gine - ship's side - ship's bottom" (alteration of hull form) in relation
that annoying vibrations of the engi- to the top bracing, mount a device
ne top or ship's hull will be elimi- which enables a possible setting to
nated. be measured by means of a dial gauge,
as shown on drawing No. 782561-5. Two
lop bracing is usually mounted on the pieces of square bar iron can, for
uppermost platform brackets on the instance, be welded to the top brac-
starboard side (rear side) of the ing and the fastening-on point on the
engine, and is executed as shipyard casing so that, after marking with
work in accordance with our principle e.g. a centre punch, they together
drawing. form a well-defined measuring dis-
tance.
The top bracing, including the fric- A suitable distance between the
tion shims, should be checked at the measuring points would be 200 mm.
same intervals as apply to the hold-
ing-down bolts in order to ensure Checking for possible settings of the
that the tightening force is correct. ship's hull should be made 3-4 times
a year. In the case of tankers,
Bolts for the top bracing shall be further measurements should be taken
tightened hydraulically, as stated on after loading and unloading, and also
the tensioning table. If one or more when the ship has had a rough trip.
of the top bracing links are omitted,
the tightening force on the adjacent The draught of the ship should be
links shall be increased by 50?». noted at each measuring. If exceptio-
nal deviations are ascertained,
Checking is to be carried out visual- special precautions are to be taken.
ly as well as by using a dial gauge
(see drawing No. 782561-5) to ascer-
tain whether relative movements occur
between the top bracing and the fast-
ening-on positions (casing or longi-
tudinal girder).
Any movement can also be measured by
means of, for instance, an ASKANIA
vibrograph with a high gear ratio,
fastened to the top bracing with the
contact point touching the casing.
If a movement of more than * 0.02 mm
is ascertained, the tightening force
shall be increased by 40S. At the
same time the hydraulic pressure
reguired for loosening all the top
bracings should be checked. If vibra-
tions have still not disappeared, the
tightening force should be increased
352
B&W Diesel A/S 3-H20 L60MC
Engineering L60MCE
No:
840131 TOPBRACING ARRANGEMENT 782441-7.4
TURBOCHARGER PLACED ON THE AFT END
Cosing
Look ing Jorwgrd
Special casing-cgnsgle, on reque?!.

(OL extremely j>flrraw.fingine,-ja;Qm&
Epg'ne-bracket.is Qmjtt.ed.
Engine-brocket omitted,
when deck is in gglleryievel
• 1 X = Min 350
1066mm between cylindi Links, bolts and consoles to be delivered by the shipyard
See also suppi drawings
Section A - B - C - D
353
Engineering L60MCE
No:
840126 TOPBRACING ARRANGEMENT 782609-7.0
TURBOCHARGER PLACED ON THE EXHAUST SIDE
T/C A B C
NA 57 4720 3900 900
NA 48 4420 3810 690
VTR 564 4620 3900 800
VTR 454 4320 3810 590
Engineering L60MCE
No:
840202 TOPBRACING OUTLINE 732602-4 .3
2 bMtm to nOou tm»aylK ban aur«i

'•OTng and BBuntma at B» M-hJtaf •*
355
TiqMeninq force \ Piston area on) 0 I pressur D
Engine-type
Standard j hydraulic jack Standard + 40% +2x40 %
L-MC/MCE kN mm2 bar
90 132 3770 350 500 625

80 104 - 275 375 500
70 104 - 275 375 500
60 75 - 200 275 350
50 57 - 150 200 275
35 38 - 100 150 200
Type
Size L-MC/MCE -Engines B&W Diesel
Dlnlo No A Description Idem No
3 84 617 4 Top bracing tension data 78 27 21 0

Final User Description Final User Iflpnt No
356
80.07.10 KLH KLH f»r */f —
B & W ENGINEER'S^ •
NFO NO
S Measuring proposal for vibrations *- St\* ' v ' * ' -^'N V
1 1.8A..608 3 of topbracing in relation to hull 78 25 61 5

357
Notes
358
912-1 RE-TIGHTENING OF 912-1
Edition 24 HOLDING-DOWN BOLTS,
Data 1 (1) AND END-CHOCK BOLTS L60MC/MCE
SAFETY PRECAUTIONS
I j Stopped engine
[ I Shut off starting air supply
| j Engage turning gear
| ] Shut off cooling water
[ ] Shut off lubrication oil
| ] Lock turbocharger rotors
DATA:
D-1 Normal tightening pressure
(working pressure) for
holding-down bolts and
end-chock bolts, and
initial tightening pres-
sure for holding-down
bolts 900 bar
D-2 Increased tightening
pressure (only for ini-
tial tightening of end-
chock bolts 990 bar
359
HOLDING-DOWN BOLTS, Edition 24
L60MC/MCE AND END-CHOCK BOLTS Page 1 (3)
Hydraulic tightening of holding-down

bolts and end-chock bolts is carried
out as detailed in section 913-1. The
normal tightening pressure is indi-
cated on the data-sheet and stamped
on the tightening tool.
For the initial tightening, the pump
pressure is to be raised to the value
indicated on the data-sheet. Then
screw up the nut firmly and relieve
the hydraulic tool completely of
pressure. After about two minute's,
raise the pressure again until the
nut can be loosened. Now adjust the
pressure to the normal tightening
pressure indicated, tighten the nut
firmly, and relieve the system of
pressure.
For the initial tightening of end-

chock bolts, the following procedure
can, alternatively, be followed:
Tighten the bolts to the increased
pressures stated on the data-sheet
and leave the bolts so tightened till
after the sea trials, following which
they are to be re-tightened to the
normal value indicated on the data-
sheet as well as on the hydraulic
tightening tool.
Checking the bolt tightening
The holding-down bolts and end-chock

bolts must be checked for correct
tightness at the intervals indicated
in section 900-1.
Before checking the bolt tightening,

the fitting of the supporting chocks
should be checked as far as condi-
tions of access permit.
When checking the bolts for tight-

ness, the pressure on the hydraulic
tool is to be raised slowly while it
is constantly attempted to loosen the
nut with the tommy bar. The oil pres-
sure indicated by the pressure gauge
when the nut comes loose ('loosening
pressure') is noted down in he check-
ing table, see drawing Nos. 782225-0
and 782226-2, following which the
bolts are tightened to the normal
tightening pressure.
The condition of the bolted joints,

and thus the general condition of the
360
Edition 24 HOLDING-DOWN BOLTS,
Page 2 (3) AND END-CHOCK BOLTS L60MC/MCE
foundation, can be effectively

checked by comparing the tables from
successive bolt checkings.
If, in the interval between the
checkings, the 'loosening pressure1
falls below 80 per cent of the tight-
ening pressure, the correct fitting
of the relative chocks shall always
be checked with loose bolts. If the
chocks are in position and correctly
fitted, the bolts should be taken out
for inspection of threads and contact
faces.
Supporting chocks
The supporting chocks shall be so
adapted that a 5/100 mm feeler gauge
cannot enter at more than 5 per cent
of the entire circumference. Whether
the chocks are in position can, when
the respective bolts have been
loosened, be checked by means of
gentle taps with a hook iron placed
against the chocks. When a loose
chock has been moved into position,
the fitting of the adjacent chocks
shall be checked with a feeler gauge.
If several chocks positioned next to
each other have worked loose, crank-
shaft deflection readings must be
taken after the chocks have been re-
fitted.
Side-chocks and side-chock liners
After fitting, the liners are to be
knocked 3 to 4 mm further inwards.
The liners located in way of each
main bearing at either side of the
engine must be fitted and knocked in-
to position simultaneously. The first
time the ship is sailing in a fully-
loaded condition after the engine has
been operating for 1 ,000 hours, it
should be checked at all side chocks
whether the liners can be knocked
further home. The liners should be
checked for correct fitting with a
feeler gauge each time the loosening
361
912-1 I -K\V/l RE-TIGHTENING OF 912-1
jjljgjf HOLDING-DOWN BOLTS, Edition 24
L60MC/MCE AND,END-CHOCK BOLTS Page 3 (3)
pressure of the holding-down bolts is

checked, and thus at the same time
intervals. The feeler gauge is ap-
plied at the 7 points indicated on
drawing No. 782226-2, and the mea-
surements found are entered in the
proper table. They are used for the
purpose of judging whether refitting
or, possibly, replacement of the
liners is necessary.
The liners are secured in their cor-
rect position by means of grub
screws.
362
engine bolt
Portside /ylinder Starboard side bolt ngine
rame
rame
no no jressun? % dev. emarks no. ressure %dev. emarks no. no.
782225-0
1 1
2 2
1 3 3 1
I 4
1 1
2 2
0
L 3 3 2
4 _ L
o 4
1 1
2 2
3 3 3 3
4 _ -3 4
1 O 1
2 2
£ 3 3 4
4 4
4
i engine:
1 1
2 2 £
5 3 3 5 1>
1J
L, 4 o 1
a
1 1 Z LLJ •JT
2 2
6 3 3 6
4 i.
1 1
2
7 2
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1 1 £ "c
2 2
8 3 3 8 £
4 4
1 1 C
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2 2
9 3 3 9 £
4 4
1 1
2 2
10 3 3 10
4. 4
1 1
2 2
11 3 3
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B&W TEGN. d
KONTR d
Control of hydraulicallv lightens;d BLAD No.
TEGN Na
/,
Diesel GOOK d nitot x/ holding down bolts L-M :(E)enclines. 782225-0
PORTSIDE STARBORDSIDE
3OCK POINT POINT 3*XX
CYLINDER
N2 A B c d e f g N2
A B C d e f g N°
1 1
1
2 2
3 2 3
4 3 4
5 5
6 6
7 7
8 8
9 9
10 10
11 11
12 12
13 13
U 14
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PORTSIDE STARBORDSIDE
PKFS
CM BOLI SURF DE V I - POINT POINT su D E V I - BOLT CH
N2 N?
(hp/c n' AT ION IKP' ^ tATION
m >/
;
bar Vo a D C d e a b C d e b Qf N? N°
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1 1
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2 2
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i^ ~ N /^
*
N92 \ C O N T A C T FACE N° 1 I f N°2
,- U^ll A FT
U 0,0 „ U
CD CD m m
NAME OF S H I P : Y A R D NUMBER: MAIN ENGINE:
PLACE FOR CONTROL: N HARBOUR: ENGINE BUILDER".
DATE FOR CONTROL: AT SEA: NAN€ .
TEGN. a M.AO M«.

B&W KONTd. d.
)NTROL OF SIDECHOCKS AND OF END TKM.H*.
Diesel GOOK. d. 83/10 ^ /^CHOCKS WITH BOLTS, L-MC(E) ENGINES>. 782226-2
I/
Edition 19 STAY-BOLTS
SAFETY PRECAUTIONS
L __[ Stopped engine

912
|_ ^ [ Block the starting mechanism
[ [ Engage turning gear
[ ] Shut off cooling water
[ [ Shut off fuel oil
|_ 1 Shut off lubrication oil
| [ Lock turbocharger rotors
DATA:
D-1 Hydraulic tightening

pressure 900 bar
D-2 Min. clearance 0.4 mm

365
STAY-BOLTS Edition 19
1. Before re-tightening the stay-

bolts, remove the protective caps.
2. Clean the contact faces and mount

the hydraulic tool.
Start the re-tightening with one

of the pairs of stay-bolts posi-
tioned nearest to the centre of
the engine. Proceed by re-tighten-
ing the stay-bolts in pairs at
alternate sides of the centre,
towards the ends of the engine.
3. Connect the high-pressure pump by

means of the high-pressure hoses,
tightening the two stay-bolts
placed opposite each other in the
thwartships direction in one ope-
ration.
366
Edition 19 STAY-BOLTS
4. Maintain the hydraulic pressure at

the value indicated in 0-1 , and
retighten the stay-bolt nuts with
a tommy bar. Before relieving the
system of pressure, check with a
feeler gauge that the nuts bear
against the contact face.
5. After completing the re-tightening

procedure, mount the protective
caps.
6. The stay-bolts are mounted in such

a way that, when the uppermost
stay-bolt nut is loosened, there
is a clearance, as stated in D-2,
between the contact face of the
lowermost nut and the bedplate.
7. In cases where stay bolts have

been completely released, or new
ones are tightened for the first
time, the tightening procedure
must be carried out twice, to the
hydraulic tightening pressure in-
dicated in Data D-1.
367
PLATE 91261-24 LARGE P A R T S - TOOLS
L60MC/MCE
368
913-1 APPLICATION OF 913-1
Edition 10 HYDRAULIC TOOLS
Page 1 (2) L-MC/HCE
A. Snap-on coupling
B. Tool attachment thread
C. Bleed screw
D. Piston
E. Cylinder
F. Sealing rings
G. Spacer ring
H. Tommy bar
I. Nut
3. Stud or bolt
S. Clearance
U. Milled recess for feeler gauge
Studs or bolts provided with thread
for attaching hydraulic tools and
with circular nuts must be loosened
and tightened up only by means of the
hydraulic tools supplied.
The hydraulic tools consist of a jack
with internal thread to suit the tool
attachment thread on the stud or
bolt, and a spacer ring which is to
be placed under the jack and around
the nut that is to be loosened or
tightened. The jack is connected to a
high-pressure pump, which' is set to
deliver hydraulic oil at the pressure
indicated on the jack and on the data
sheet in the relevant section of this
instruction book. The stud or bolt
concerned is thereby lengthened rela-
tive to the oil pressure applied and
the piston area, and the nut can be
loosened or tightened, as required,
with the aid of a tommy bar.
The jacks must never be overloaded or
exposed to blows or impacts. They are
marked with a "Max. lift", which must
not be exceeded.
369
913-1 APPLICATION OF 913-1
HYDRAULIC IDOLS Edition 10
L-MC/HCE Page 2 (2)
The hydraulic jacks are so designed
that the pressure is relieved at the
bottom of the pressure chamber in the
event that the "Max. lift" limit is
exceeded, and the oil will be pressed
out into the space between the stud
and the spacer ring.
When the pressure is relieved in this
way, the lowermost sealing ring will
in most cases be damaged. Therefore
inspect and, if necessary, replace
this sealing ring.
The oil used must be pure hydraulic
oil or turbine oil (with a viscosity
of about SAE 20). Oils such as, for
instance, lubricating oil (system
oil) or cylinder lubricating oil must
NOT be used, as these oils are nor-
mally alkaline and can thus damage
the back-up rings.
The following instructions must be
closely followed to prevent accidents
or damage, and after use the jacks
should be cleaned and kept in the
wooden boxes supplied.
NOTE: WHEN USING HYDRAULIC TOOLS, EYE
PROTECTORS AND GLOVES MUST BE
USED.
MAINTENANCE
Disassembling the piston and cylinder
is best carried out by taking out one
of the bleed screws and pressing the
parts from each other by means of
compressed air. After disassembling,
check that there are no damage marks
on the sliding surfaces of the
parts. If metal particles are pre-
sent, they will damage the packings.
Keep the sliding surfaces and threads
coated with acid-free grease or
molybdenum disulphide. The hydraulic
nuts do not require any maintenance
other than replacement of defective
sealing rings. These consist of an
0-ring and a back-up ring, which are
positioned in ring grooves in the
piston and cylinder.
370
913-1.1 APPLICATION OF
Edition 10 HYDRAULIC TOOLS -
Page 1 (2) LOOSENING OF NUT
1. Carefully clean the tool attach-

ment thread, the nut and the sur-
rounding parts.
Grease the tool attachment thread
with molybdenum disulphide or with
graphite and oil.
Place the spacer ring around the
nut in such a position that the
tommy bar can be applied through
the slot when the nut is to be
loosened.
2. Screw the jack on to the tool at-
tachment thread and adjust the
clearance between the piston and
the cylinder to provide for con-
traction of the bolt/stud. The
clearance is to have relation to
the "Max. lift" of the jack in ac-
cordance with the table shown.
Make sure that the cylinder bears
firmly against the spacer ring and
that these parts are guided cor-
rectly together.
Connect the snap-on coupling of
the high-pressure pump to the
jack, loosen the bleed screw, and
fill up the system until oil,
without bubbles, flows out of the
bleed screw, which is then tight-
ened again.
371
913-1.1 APPLICATION OF 913-1.1
HYDRAULIC TOOLS - Edition 10
L-MC/HCE LOOSENING OF NUT Page 2 (2)
3. Increase the oil pressure to the
prescribed value. If the nut does
not come loose, the pressure nay
be raised by approx. 50 bar, how-
ever, never more than 10" in excess
of the stated tightening pressure.
k. Unscrew the nut with the tommy
bar, making sure that the nut is
not screwed up against the jack.
5. Relieve the system of pressure,
disconnect the high-pressure pump,
and remove the hydraulic tools.
372
Edition 10 HYDRAULIC TOOLS -
Page 1 (2) TIGHTENING OF NUT L-MC/HCE
1. Thoroughly clean the nut, the main
thread, the tool attachment
thread, the Penn securing, if
fitted, the contact faces, and
surrounding parts.
Make sure that the nut fits easily
on the thread, and lubricate the
main and tool attachment threads
and the thread in the nut with
molybdenum disulphide or with gra-
phite and oil.
Fit the nut on the thread and
tighten it with the tommy bar.
Check with a feeler gauge that the
contact face of the nut bears on
the entire circumference.
Place the spacer ring around the
nut in such a position that the
tommy bar can be applied through
the slot for the purpose of tight-
ening the nut.
2. Press the piston and the cylinder
of the jack firmly together.
Screw the hydraulic jack on to the
tool attachment thread. Make sure
that the cylinder of the jack
bears firmly against the spacer
ring and that the parts are guided
correctly together.
Connect the snap-on coupling of
the high-pressure pump to the
jack, loosen the bleed screw, and
fill up the system until oil,
without bubbles, flows out of the
bleed screw, which is then tight-
ened again.
HYDRAULIC TOOLS - Edition 10
L-MC/MCE TIGHTENING OF NUT Page 2 (2)
3. Increase the oil pressure to the
prescribed value, and tighten the
nut by means of the tommy bar ap-
plied through the slot of the
spacer ring.
4. While maintaining the pressure,
check with a feeler gauge intro-
duced through the recess at the
bottom of the spacer ring that the
nut bears against the contact
face.
disconnect the pump, and remove
the hydraulic jack.
6. When new studs, bolts or nuts are
tightened for the first time, the
jack is not to be removed, but
loosen the nut as described under
"Loosening", points 3-4-5, and
then tighten the nut again accor-
ding to the procedure under
"Tightening", points 3-4-5.
913-1.3 HYDRAULIC TOOLS -
Edition 10 SUBSEQUENT CHECKING
Page 1 (1) OF BOLT TIGHTENING
1. Mark off the position of the nut

in relation to its contact face.
2. Tit the hydraulic tools as de-
scribed under loosening, points
1-2.
3. Increase the oil pressure slowly
towards the prescribed value while
trying continuously with the tommy
bar to loosen the nut. Note down
the oil pressure indicated by the
pressure gauge when the nut comes
loose.
4. Pump until reaching the correct
tightening pressure, and re-
tighten the nut, if required.
disconnect the high-pressure pump,
and remove the hydraulic tools.
6. Note down the angular displace-
ment, if any, of the nut, or mea-
sure and note down the distance
"x" between the mark on the con-
tact face and that on the nut.
HYDRAULIC TOOLS - 913-1.4
MAINTENANCE Edition 10
Page 1 (1)
1. The hydraulic jacks require no
maintenance except replacement of
defective sealing rings, each of
which consists of an 0-ring and a
back-up ring fitted in ring
grooves in the piston and cyl-
inder.
The piston and cylinder are easily
separated by taking out the bleed
screw and pressing the parts apart
with the help of compressed air.
Make sure that there are no marks

or scratches on the sliding sur-
faces of the parts. The presence
of metal particles will damage the
sealing rings.
2. The sealing rings are to be fitted
with the 0-rings nearest to the
pressure chamber and with the
back-up rings away from the pres-
sure chamber.
After fitting the sealing rings,
the piston and cylinder are
pressed together by means of the
tool supplied. See that the rings
do not get stuck between the
piston and cylinder.
376
913-2 HYDRAULIC NUT 913-2
Edition 02
Page 1 (4) L-MC/MCE
1. GENERAL
The hydraulic nut is a unit con-

sisting of:
a) cylinder
b) piston
c) outer nut.
The cylinder is provided with ac-
cess holes which can be fitted
with high-pressure supply tubes
and bleed screws. The piston and
cylinder are designed with ring
grooves for 0-rings with back-up
rings.
The oil used in the hydraulic sy-
stem shall be a pure hydraulic oil
or turbine oil. Lubricating oil or
cylinder oil must NOT be used, as
these oils are normally alkaline
and can thus damage the back-up
rings.
When replacing defective oil seal-
ing rings, note that the back-up
ring shall face away from the
pressure space and that the arched
surface shall face the oil sealing
ring. After mounting, check that
the back-up ring is undamaged.
Edition 02
L-MC/MCE Page 2 (4)
MOUNTING OF NUT
Carefully clean the thread and con-

tact surfaces and remove burrs. Then
coat with lubricant having a grit
size of approx. 0.5 ^jm, for instance
MoS2 (Molybdenum disulphide) or a
non-synthetic graphite mixed with
oil.
2. Screw the nut onto the stud and

tighten lightly with spanner or
tommy bar, so that the piston and
cylinder are pressed together.
3. Connect the high-pressure pump to

the access hole of the nut. Loosen
the bleed screw and fill up with
oil until the oil, without air
bubbles, flows out of the bleed
screw, and then close the screw.
Now raise the oil pressure to the

specified value, with maximum de-
viation +2%.
4. Turn the outer nut against the

cylinder and check, by means of a
0.05 mm feeler gauge, that it lies
true against the contact surface.
Relieve the pressure, which com-
pletes the tightening of the nut.
If several nuts shall be mounted
or dismounted, connect all of them
together with the same pump so
that a uniform and simultaneous
tightening (or dismounting) is ob-
tained.
913-2 HYDRAULIC NUT
Edition 02
Page 3 (4)
5. DISMOUNTING OF NUT
Connect the high-pressure pump to

the access hole of the nut. Loosen
the bleed screw and fill up with
oil until the oil flows out of the
screw without air bubbles and then
close the screw.
Raise the oil pressure to the spe-
cified value, and then turn the
outer nut back and relieve the
pressure. If the nut cannot be
loosened at the specified pres-
sure, increase the pressure slowly
while continuing the attempts to
turn the outer nut loose. However,
the specified pressure must not be
exceeded by more than 1QS. If the
outer nut is still not loose, test
with a 0.05 mm feeler gauge
whether the nut is free of the
support. If the union nut is free
but cannot be loosened, reduce the
pressure until the feeler gauge
can just be inserted under the
union nut, and then try to loosen
it by means of a pin spanner and
hammer. If the union is not free
of the support, it must be pre-
sumed that it had been tightened
with the wrong pump pressure, so
the pump pressure must again be
increased until the union nut can
be loosened. Afterwards examine
the nut for deformities and check
the pressure gauge of the pump.
Edition 02
L-MC/MCE Page 4 (A)
6. DISMOUNTING OF NUTS WITH DEFECTIVE

SEALING RINGS
In the case of defective sealing

rings in the hydraulic tightening
unit, loosening can be effected in
the following way:
Mount a lubricating nipple, suit-

able for the tube on a high-pres-
sure lubricating gun, instead of
the snap-on coupling part. Loosen
the bleed screw and fill the sy-
stem with high-pressure grease in-
stead of lubricating oil until the
grease starts to come out of the
bleed screw, and then close this
screw. Fit the snap-on coupling
part in place of the grease nipple
and loosen the nut in the usual
way, using the hydraulic high-
pressure pump.
913-5 TIGHTENING WITH
Edition 02 TORQUE SPANNER
Page 1 (1)
Before screwing the nuts on, the
threads and the contact faces should
be greased with a mixture of graphite
and oil or molybdenum disulphide with
a friction coefficient jj = 0.1 - 0.12
(e.g. MOLYK01E paste type G).
The nuts should fit easily on the

thread, and it should be checked that
they bear on the entire contact face.
In the case of new nuts and studs,

the nuts are to be tightened and
loosened two or three times in order
that the thread may assume its defi-
nite shape; thus obviating the risk
of loose nuts.
Nuts secured with a split pin are to

be tightened to the stated torque and
then to the next split-pin hole.
The torque spanner must not be used

for torques higher than those stamped
on it, and it must not be damaged by
hammering on it or the like.
Rahsol torque spanner
The handle of the torque spanner is

provided with a scale indicating the
torques at which the spanner can be
set.
For setting the spanner at the re-

quired torque, there is a ball on a
small arm at the end of the handle.
By pulling the ball with the arm out-

wards, a small crank handle is
formed. A spring-loaded slide in the
handle is provided with a mark which,
when turning the crank handle, can be
set at the required torque on the
scale. The functioning of the torque
spanner is as follows:
The above-mentioned spring acts on a
pawl system in the handle, and when
using the spanner, this pawl system
will be released when the pre-set
torque has been reached, at which mo-
ment a small jerk is felt in the
spanner and a small click is heard.
381
913-6 TIGHTENING 913-6
Edition 02 ACCORDING TO
Page 1 (1) TIGHTENING GAUGE L-MC/MCE
Before effecting the tightening,

clean the threads and contact faces
and coat with molybdenum disulphide
or graphite and oil.
Screw up the nut (screw) lightly with
a short skeleton spanner.
Place the tightening gauge round the
nut, and mark off with chalk on the
nut at the slot "A" on the tightening
gauge, and make another chalk mark on
the contact face at the slot "B".
Then tighten the nut until the two
chalk marks coincide.
When tightening new studs or bolts
for the first time, loosen again and
repeat the procedure to allow the
parts to settle.
382
913-7 LOCKING OF 913-7
Edition 01 SCREWS AND NUTS
Page 1 (1) L-MC/MCE
All screwed and bolted connections
inside the engine, as well as all
movable joints are secured against
untimely loosening by means of dif-
ferent types of locking devices.
When reassembling the engine after
overhauls, it is vital that all such
screws and nuts are again locked cor-
rectly.
1. Lock washers, tab washers, locking
plates, etc., must always be re-
placed.
The tab-like projections, etc., on
the washers are to be bent back
over one of the flats of the screw
or nut concerned.
2. Used spring washers must be repla-
ced.
3. Self-locking nuts may only be used
5 times. Therefore, give the nut a
centre punch mark each time it is
loosened.
4. Penn locking devices: Tighten the
main nut and subsequently tighten
the lock screw.
5. Locking wire: Always fit new wire
after tightening-up the screws.
3R3
913-10 EMERGENCY PROCEDURE
Edition 08 FOR DISMOUNTING
Data 1 (1) THE HYDRAULIC RING
SAFETY PRECAUTIONS
feCj Stopped engine

l Block the storting mechonisn
I Shut off starting air supply
Engage turning gear
j Shut off cooling water
Shut off fuel oil
| j Shut off lubrication oil
[ J Lock turbochorger rotors
19, 22
5, 6
384
913-10 EMERGENCY PROCEDURE 913-10
FOR DISMOUNTING Edition 08
L60MC/MCE THE HYDRAULIC RING Page 1 (5)
1. The union nut on a leaking hydrau-

lic unit in a hydraulic ring can
be loosened in the following way:
2. Dismount the bleed screws (a+b) on

both sides of the defective unit.
3. Mount a lubricator nipple in one

of the bleed holes (b).
385
913-10 EMERGENCY PROCEDURE
Page 2 (5) THE HYDRAULIC RING
4. Connect a high-pressure grease gun

to the lubricator nipple and force
in grease until grease comes out
of the other hole (a).
5. Block the hole (a) by means of a
shut-off nipple consisting of a
copper pin, a steel pin, a union
nut and a screw which is to be
tightened until the copper pin has
been compressed.
386
FOR DISMOUNTING Edition 08
6. Dismount the bleed screw (c).
7. Force grease through the lubrica-

ting nipple (b) until grease comes
out at the bleed hole (c).
8. Dismount the lubricator nipple

(b), and re-mount the bleed screws
in b and c.
9. Opposite the leaking hydraulic

unit, mount the quick coupling
instead of the bleed screw.
387
Page 4 (5) THE HYDRAULIC RING L60MC/MCE
10. Mount the bleed screw where the

quick coupling has been taken
from.
Connect the hydraulic high pres-
sure pump to the quick coupling.
After bleeding the system, in-
crease the pressure to the value
stated in Data 901-1, + 10SS.
First loosen the leaking union
nut, fallowed by loosening all
the remaining union nuts (all at
least 1 .1/2 turns).
11. Dismount the pistons (at the

ducts which are full of grease),
shut-off nipple and bleed screws.
Replace defective 0-rings and
back-up rings.
12. Drill out the copper pin.
388
FOR.DISHDUNTING Edition 08
13. Clean out all holes and ducts
very carefully for swarf etc.
14. Re-mount the various pistons and
bleed screws.
15. In case the nuts will not come
loose in the way described, it is
possible to use the special span-
ner shown. The spanner is placed
round the outer nut and fastened
by means of the screws.
However, the spanner must never
be used for tightening the nuts.
389
P L A T E 91351-13 A C C E S S O R I E S FOR HYDRAULIC TOOLS
L-MC/MCE
Port .No.
1m 3m 6m
070
1m
3m
034
6m
058
390
LIFTING TOOL;;, f i r . P L A T E 91356-19
L-MC/MCE Thread Max . I oad B & W Standard No.

M12 340 kg EN69R12
M16 700 kg EN69R16
M20 1,200 kg EN69R20
M24 1,800 kq EN69R24
M30 3,600 kg EN69R30
Thread Max . 1 oad B & W Standard No.

M16 EN69T16150
Thread Max . 1 oad B & W Standard No.

M12 630 kq EN518E12
Ml 6 1,000 kg EN518E16
M20 1,600 kg EN518E20
M24 2,500 kg EN518E24
M30 4,000 kg EN518E30
Length Max . 1 oad Item no.

6 m 5,800 kg 018
Length Item no.

1060x250 mm 043
Max. load Item no.

500 kg 079
2,000 kg 080
Max. load Item no.

3,000 kg 102
391
P L A T E 91361-18 SPANNERS
L60MC/MCE
Combination spanner
Size B & W Standard No.
10 EN554K 10
11 EN554K 11
12 EN554K 12
13 EN554K 13
14 EN554K 14
17 EN554K 17
19 EN554K 19
22 EN554K 22
24 EN554K 24
27 EN554K 27
30 EN554K 30
32 EN554K 32
36 EN554K 36
Double open-ended spanner

Size B&W Standard No.
6 - 7 EN552F 67
8 - 10 EN552F 810
12 - 14 EN552F 1214
13 - 17 EN552F 1317
19 - 22 EN552F 1922
24 - 30 EN552F 2430
27 - 32 EN552F 2732
36 - 41 EN552F 3641
46 - 50 EN552F 4650
55 - 60 EN552F 5560
Single-ended spanner
65 EN551F 65
75 EN551F 75
85 EN551F 85
392
SPANNERS P L A T E 91362-20
L60MC/MCE
Ring impact spanner
30 EN554L 30
32 EN554L 32
36 EN554L 36
41 EN554L 41
46 EN554L 46
50 EN554L 50
55 EN554L 55
60 EN554L 60
65 EN554L 65
75 EN554L 75
Open-ended impact spanner

30 EN553E30
32 EN553E32
36 EN553E36
41 EN553E41
46 EN553E46
50 EN553E50
55 EN553E55
85 EN553E85
393
P L A T E 91363-20 SPANNERS
L60MC/MCE
B & W Standard No. B&W Standard No.

Designation Small set . ...Large set ..,,
E N5o3Hl EN563H2
"V n
[
ml
Complete
Ratchet
Slide T - handle
EN506B 12,5
EN506A 12,5
EN506B 20,0
EN506A 20,0
EN506P 12,5 E N506P 20, 0
)'
)
r~ Universal joint
Extension EN506F 12,5125 E N506F 20, 0200
Extension EN506F 12,5250 E N506F 20, 0400
)
)
1 Socket
„
EN506L 10
EN506L 13
E N506L 24
E N506L 27
E N506L 30
EN506L 17
E N506L 32
1
) EN506L 19
., EN506L 22 E N506L 36
)
)
i —< Socket for internal hexagon
E N506L 41
EN506G 14
EN506G 5
?i EN506G
E^J506G
EN506G
6
7
8
EN506G 17
EN506G 19
.. EN506G 10
EN506G 12
Box EN563G 1 E N563G 2
Sock et wrench set for internal hexagon B & W Standard No.

Size Complete EN549G 1
7 mm EN549A 7
12 mm EN549A 12
14 mm EN549A 14
-I 17 mm
19 mm
Sock et wrench set for internal hexagon

EN549A
EN549A
17
19
B & W Standard No.

Size Complete ^_ EN549E 1
1 .5 mm EN549A 1,5
2 mm EN549A 2
2.5 mm EN549A 2,5
3 mm fl EN549A 3
^< 4 mm E N549A 4
5 mm EN549A 5
6 mm EN549A 6
8 mm EN549A 8
10 mm EN549A 10
394
SPANNERS, ETC. P L A T E 91364-26
L60MC/MCE
•077
ww 5 059
-060
084
096
•706
-776
-737
14 3
-155
395
P L A T E 91366-11 INSTRUMENTS
L60MC/MCE
073
396

B&W & 7editionl-Mcmce Engines

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INSTRUCTIONS FOR

The purpose of this book is to provide general information about the

Example: Instructions for L-MC/MCE Type Engines,

This book is subject to copyright protection. The book must not,

M.A.N.-B&W DIESEL A/S

901 CYLINDER COVER

-1 Replacement of cylinder cover a 902-2

-2 Replacement of values on cyl. cover 909-6

-3 Iverhaul of cylinder coyer 0

902 PISTON WITH ROD

-1 inspection of piston and rings * X C 903-1

-2 Replacement of piston complete with 902-1 0 901-1

-3 Checking of piston and piston rings 0

-5 Overhaul of piston rod stuffing box 0 i

903 CYLINDER LINER flND

-1 Inspection of cylinder condition * X C 902-1

-2 ;ylinder liner 0 902-2

-3 ieplacement of cylinder liner/ 905-2 D

-4 Checking and adjustment of cylinder * 0

904 CROSSHEAD WITH CONNECTING ROD

-1 Check oil drain from crosshead * X C

-5 Checking and alignment of

-7 Dismantling/mounting of connecting 904-4

905 CRANKSHAFT, THRUST BEARING

-1 Checking deflection of crankshaft * X C

-3 Inspection of main bearings 905-2 c

-5 Replacement of thrust bearing 905-4 c

-6 Jalancing arrangement fore and

-7 Checking and overhauling of Axial

906 MECHANICAL CONTROL GEAR

-1 Checking of chain drive, guide- * X C

-2 Chain drive (main and 1" chains)

-3 Inspection of running surfaces on C

-7 Check adjustment (timing) of X

-8 Adjustment of camshaft because of 906-

907 STARTING AIR SYSTEM

-1 .ubrication of all moving parts 0

-2 Setting of starting air X C

-3 inspection and overhaul of main X C

-4 Iverhaul of starting air valve 0 901-2

-5 Governor, exchange of oil ** 0

-6 "unctional check of over-speed #•*

908 EXHAUST VALVE

-1 Overhaul and adaptation of high- C

-2 Overhaul of chamber type exhaust 0 0 901-2

-3 Checking, adjustment and over- 0

-4 Inspection of roller guides X C 908-5

-5 Lifting of roller guide for *

-6 Emergency running with open

-7 Checking exhaust cam adjustment

909 FUEL OIL SYSTEM

-1 Checking and adjustment of * C

-2 Adjustment of fuel pump cam 909-1 0

-3 Jverhaul of fuel pump 0

-4 [nspection of fuel pump shock C

-5 .ifting gear for fuel pump X C

-6 Overhaul of fuel valve C 0 901-2

-7 Overhaul of fuel oil high- 0 901-1

-8 Overhaul of pneumatic reversing

Inspection of fuel pump roller

910 TURBOCHARGER SYSTEM

-1 Replacement of filter elements *

-3 Inspection and overhaul of «(»*) C

-3 Functional test of alarm system for -• X C

-8 Checking and adjustment of turning •