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Service Letter
no. SL71-2S/ JGM

VTF, VTBF, and VT28F Engines

Relative Movements between Cooling
Jacket and Scavenge ~ir Box
Addition to SL68-5/<P

Dear Sirs,

Reference is made to our service letter SL68-5/<P concerning the reasons for the
movements mentioned and recommendations for the prevention and repair of such
movements •

Since the introduction of the repair method with steel shims and Loctite tests
have been carried out to achieve (I more uniform effectiveness of the repairs. In
this addition to SL68-5/<P a more close review is given of the investigations arId
the modification of the repe ir method.

Top Bracing
'182"108 ~ I(
Measurements on plan.ts in service with engines of the DE 84VT2BF-180 type,
where the fixed top bracing had been replaced by 0 friction connection corres-
ponding to the drawing No. -2-486120 enclosed, showed that with fixed top
bracings great forces can be transmitted from the hull of the vessel to the en-
gine which can contribute to movemer:ts in the joint between cooling jacket/'
scavenge air box. The tightening prescribed of the friction faces, see the
instruction No. 1805812, is so adapted that the vibrations are prevented while
larger deformations in the hull of the vessel will involve displacement. The
friction connecrion is now recommended as standard supply for new engines.
We shall be pleased to assist with further information about a p05sible modifi-
cation of fixed top bracings on plants in service.

o.pa"mentl with IPlIClal le/_

Technical ",vice: Spare part,: 'urch ... : Forwarding:
Telex: 31151 bw..rv dk. Te . . : 311111 bwpa" dk Tel.,lI: llt88 bwpuro dk Telex. 18023 I 19042 bw'orw dk
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Engine "iignment

A comparison between measurements of wear in the joint taken with the vessel
afloot and then with the vessel blocked up in drydock gives different values.
The measurements of the wear should be carried out w; th 1005e top stiffenings
and during the engine's normal service condition, i.e. with the vessel afloat.

Wear

Owing to untrue wear of the contact faces and wear edges on the scavenge box
top plate there hove been difficulties with the measuring accurancy. The following
modification of the repair method can compensate this. The pri nci pie of this method
is that the steel shims are placed in 0 2-component adhesive moss which hardens
under the contact pressure of the own weight of the parts. Not until the joint has
finished hardening are the contact faces put under pre-tightening from the staybolts.

Modified Repair Method

1. Control of the crankshaft alignment.

2. Control of supporting and side chocks.

3. Control of holding-down bolts.
4. Dismounting of "fit bolts in fixed top bracings.
5. Dismounting of push rods for exhaust valves.
6. lifting of the fuel pumps.
7. Control of the camshaft alignment. Loosening of the couplings against chain box.
8. Control of horizontal fit studs between the cool ing jackets.
~. Dismounting of pipe Iines for starting air on cyl inder covers.

10. Replacement of possible worn horizontal fit studs between cooling jackets.
First the staybolts are slackened in pairs in I ine with the joint in question.
11. Dismounting of 011 upper staybolt nuts. Note down the tightening.
12. Draining of cooling water from the cooling jockets.
13. Disconnection of the cool ing water inlets to the cool ing jackets.
14. Disconnection of cooling water outlets from the exhaust valve housings.
15. Disconnection of pipes for cylinder lubrication and drive for the cylinder
lubricators.
16. Disconnection of drain pipes from cylinder cover.
17. Disconnection of pipes for in and outlets to and from camshaft lubrication.
eURMEISTER" WAIN 3

1 B. Disconnection of the main fuel oil pipes to the pumps.

19. Cleaning of the scavenge box top plate.
20. Measurement of the joints between cooling jacket/scavenge air box and
scavenge air box/~-frame for wear as described in SL68-5/CP.
21. Dismounting of the lowest horizontal fit stud where necessary for dismounting
of cylindrico I guide pins in the cooling jacket feet.
22. Dismounting of cylindrical guide pins in the cooling jacket feet.
23. Dismounting of screws in the horizontal joint on the chain box or the horizontal
fit studs against the chain box.
24. Manufacture of steel shims as described in SL68-5/0.
25. Control of the contact faces for the upper staybolt nuts on the cooling jackets.
The cooling jackets are planed by plane grinding and the staybolt nuts after
fitting on a threaded mandrel.
26. Lifting of cooling jackets by means of 6 to 8 20-50 tons hydraulic jacks for
each engine half. The lifting height should be 2-3 mm.
27. Fine cleaning of contact faces between cooling .jackets and scavenge air box.
The hardening ability of the recin depends upon the faces being free from grease.
The cleaning liquid should be injected by means of compressed air and a special
nozzle injector.
28. Fitting of Steel Shims
o. degrease the shims and suspend opposite the feet concerned.
b. weight OIJt Araldit type D and hardener HY 956 and mix; proportion by
weight 100:20.
c. Spray in the recin by'means of compressed air from foot No. 1 successively
down to the chain box, first in the manoeuvre side and then the exhaust
side.
d. at the some time the shims are thoroughly coated with recin and fitted
in the some order immediately after the spraying mentioned point c.
Experiences have shown the importance of avoiding contact between wear
edges and shims. This must be checked both after the manufacture of shims
and during the fitting.
e. lowering of coolin~ jackets; approximately 2 hours ore available from the
adhesive mass has been mixed until it sets.
29. Drilling, reaming, and mour.ting of new cylindrical guide pins In thE' cooling
jacket feet.
30. Fitting of stop blocks where the eyes in cooli"g jacket feet are cracked.
31. Tightening of the staybolts as described in SL68-5/CP after finish-hardening
of the adhesive mass (Approximately 24 hours).
BURMIl'ST . . . . WAIN 4

32. Control of the camshaft alignment. A. possible alignment is carried out ofter
dismounti ng of the fuel pump housi ngs.
33. Finish-mounting of the engine.
34. Control of the crankshaft 01 ignment •
35. Control of the repair at 100% lood.

Stiffeners for Cooling Jacket Feet

On two engines of the type DE 84VT28F-180 we have in February, 1971, fitted

a new type of stiffener between the cool i ng jacket feet. On the drawings Nos.
457491-2 and 460359-8 enclosed the design is shown for aftmost and intermediate
cooling jackets, respectively, in the manoeuvre side. For milling of the cooling
jacket feet and drilling of holes in the scavenge air box top plate special tools
are used. At tightening of the bolts the contact pressure is i ;,creased between the
cool i ng jacket feet and the scavenge ai r box. The calculated rate between the
friction force, which is to keep the feet in place, and the displacement force
from the gos forces will increase by 40%.

Yours faithfully,
BURMEISTER & WAIN
for
ENG INEERING COMPANY LIMITED

Ene losures
 Drawing No. IBD5812E

8URMI!ISTI!R ell WAIN

Instruction for observation of

top bracing with friction
shims fo~_-KB4EF and -84VT?BF-IBO

1) Bolts for top bracing to be tightened hydraulically

to about 5440 kg in eacb bolt, i.e. 150 at., with a bydrau-
lic jack having a piston area of 36.3 cm2~

2) Examine whether there are relative movemeuta be-

tween top bracing and casing side, both by inspection and
by placing a clock gauge. Deviations ascertained should
not exceed +- 0.02 mm corresponding to elastic deforma-
tions. Besides, movements can be measured with for 1n~
stance a TASTOGRAF with a higb gearing ratio clamped
against the top bracing and with contact point against
casing side.
This investigation should be carried out at tore
end, centr~,~nd after end of the engine.

3) If relative movements are ascertained, increase

tightening to 7600 (40~ increase, 210 at. oil pressure),
and it should be ascertained at the same time at what
hydraulic pressure all top bracing bolts can be loosened.
If vibrations have still not disappeared, tightening
force sbould be increased by a further 40~ to 9800 kg
(278 at.), and loosening pressure should again be notc1.

For a control of the settings of the ship in rela-

tion to the top bracing, mount a device making it possib-
le to measure setting with a slide gauge. For instance.
a piece of iron can be welded to the casing side, and
on the top bracing can be welded another block of either
square or round cross section. Together they are to form
a welldefined measuring distance (e.g. by marking-off
with centre marks). The distance between the measuring
pOints can conveniently be between 40 and 80 mm.
Three measuring spots should be arranged.
Measurings of possible settings should be made re-
gularly. For instance, it can be ~ecommended in tankers
to measure before and after loading and unloading, and
when the ship is working in a rough sea.
For cargo ships measuring can be so arranged that
the frequency of measuring is on line with that in the
tankers.
It is emphasized that the draught must be recorded
at each measuring.
In case of exceptional deviations special meaauri}~
must be arranged.

17/6-70

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