Ruston 12rkc Workshop Manual Ab

From the library of Barrington Diesel Club
PREFACE INSTRUCTION A 7 0 I / H / I / I
INSTRUCTION NUMBERING
Each page in th is book boars a composite in stru ctio n number at the right-hand-sida
heading. This number allow s any page to be p recisely id e n tifie d .
The composite in stru ctio n number comprises four numbers, as fo llo w s:-
GROUP NUMBER
In stru ctio n s a rt c la s s ifie d under a s e rie s o f th ree-figu re group numbers, a ll with the
p refix A, extending from *700 upwards. For instance, in stru ctio n s re la tin g to cy lin d e r lin e rs
appear under In stru ctio n *718.
SERIAL. NUMBER
To d istin g u ish between various in stru ctio n s in each three-figu re group, s e ria l numbers
ars a llo tte d and are shown as "stroke* numbers a fte r the group number, th u s:-
In stru ctio n *720/2, or

In stru ctio n *735/1
ISSUE NUMBER
An * issue* number, added as a second *stroke*humber Is added to in d icate whether or

not amendments have been made to o rig in a l te x t or Illu s tr a tio n s . Thus the o rig in a l issuo of a
page o f In stru ctio n A73Q/2 would be numbered *730/2/1. When the page Is f i r s t amended, the num
ber ia changed to *730/2/2.
PAGE NUMBER
In stru ctio n s may co n sist of obra than one page and, th erefo re, a page number Is added
a fte r the issue number. Thus, page I o f In stru ctio n 730/2/1 would ba numbartd 730/2/1/1, page 1
would be 730/2/1/2, and so on.
The group numbers of in stru ctio n s, but not the s e ria l numbers, are arranged in ascending
numerical order from fro n t to back of the book.
An index Is provided follow ing th is in stru ctio n *

SECTION INDEX INSTRUCTION A 7 0 2 / 3 2 I / I / I
SECTION INDEX
To enable any instructions to be found quickly, associated instructions are grouped tog
ether in numbered sections each of which is preceded by a dividing card which also bears the
section number.
The contents of each section are lis te d in the following index.
SECTION 0
GENERAL DESCRIPTION
GENERAL DATA
ENGINE OPERATION
MARKING OF ENGINE COMPONENTS
OPERATING INSTRUCTIONS
GENERAL MAINTENANCE
DISMANTLING PROCEDURE
SECTION I
BEDPLATE AND MAIN BEARINGS

CRANKSHAFT
CRANKSHAFT ALIGNMENT
BARRING EQUIPMENT
VISCOUS VIBRATION DAMPER
SECTION 2
CRANKCASE
EXPLOSION RELIEF VALVE
CRANKCASE BREATHER
CYLINDER LINERS
SECTION 3
AUXILIARY DRIVE - PORT ENGINES USE A720/45

AUXILIARY DRIVE - STARBOARD ENGINES USE A720/W
SPRING DRIVE
CAMSHAFTS AND DRIVE
SECTION *
ENGINE GOVERNOR
OVERSPEED TRIP
SECTION 5
PISTONS AND CONNECTING RODS

SECTION INDEX INSTRUCTION A 7 0 2 / 3 2 I / I / 3
SECTION 12
SECTION 13
PIPE COUPLINGS
SECTION IM-
SECTION 15
RUNNING-IN AND TESTING

ENGINE FAULT FINDING
CRACK DETECTION
PRECAUTIONS AGAINST CRANKCASE EXPLOSION
EMERGENCY OPERATION
ENGINE PRESERVATION
SPECIAL INSTRUCTIONS - ' LOCTITE1

GENERAL INSTRUCTION A 7 0 3 / 2 0 7 / I / I
GENERAL DESCRIPTION
The In-line and V series of Ruston RKC engines consists of four basic types, i. e . , six-
Cylinder in-line and eight, twelve and sixteen cylinder V-formation engines. The la tte r have
th e ir cylinders arranged in two banks arranged at 45° to each other. Turbo-charged and charge-
cooled versions are availab le so th a t- it is possible to obtain an engine of suitable power output
between the range of 1410 and 4200 brake horse power.
The bore and stroke (10 in. x 12.in. - 254 x 304.8 mm.) are common to a ll engines in the
range and rotational speeds are between 720 and 1000 r.p.m. Synchronised speeds, appropriate to
the generation of alternatin g current at 50 and 60 Hz, are catered fo r at speed settings of 720,
750, 900 and 1,000 r.p.m.
The engines operate on the four-stroke cycle . Combustion chambers-are of the "open" type,
i . e . , the injecto r is located in the centre of the cylin d er head. Multi-hole nozzles, combined
with high injection pressures, are used to ensure good d is trib u tio n of the fuel and its maximum
penetration of the a ir charge.
The bedplate is an allo y-iron casting and has we 11-ribbed diaphragms to support the main
bearing housings. Each diaphragm is d r ille d to convey pressure o il to the main bearings. Main
bearings are precision-made steel s h e lls lined with lead bronze which is flashed with lead or
lead-tin; the bearings can be removed fo r inspection, one at a time, without removing the crank
shaft.
The crankshaft is forged from a llo y steel by the continuous grain flow process with
journals 84 in. (209.55 mm.) diameter and crankpin 74 in, (184.15 mm.) diameter.
The alloy-iron crankcase has an integral a ir chest fo r the tran sfe r of induction a ir to
the cylin d e r heads, transverse diaphragms between the cylinders provide water compartments
around the cylin der lin ers and support the camshaft bearings. Detachable doors, with single
central fasteners, are fit te d on each side of the crankcase to provide access to the main and
big-end bearings- Other covers can be removed to give access to the camshaft and.governor
d rives. A ll engines are fitte d with crankcase explosion r e lie f valves.
Cylinder lin ers are of the "wet" type, flanged at th e ir upper end and secured by the
cylinder heads. Synthetic rubber rings are fit te d to the lower ends to act as seals and to
accommodate axial expansion.
Camshafts, one to each bank of cylin ders, are b u ilt up of sections connected by muff
couplings. The couplings also serve as bearings and rotate in bushes housed in the crankcase.
All cams have hardened p ro file s ; the in le t and exhaust valve cams are keyed to the camshaft and
the fuel pump cams, which are of a s p lit removable type, are dowel led for angular location. On
"V" engines, the camshaft section nearest the flywheel end has integral cams for the cylinder
nearest the d rive. This provides extra r ig id it y in the shaft.
The camshaft drive, on "V" engines, is through a tra in of spur gears from a s p lit gear on
the flywheel end of the crankshaft.
On the in-line engines, the camshaft is driven from a crankshaft sprocket, through a
duplex r o lle r chain to an intermediate pinion which transmits the drive through a fin a l spur
gear. The gears employ the "hunting tooth" p rin cip le to ensure even wear. Chain tension is
adjusted by a jockey sprocket.
The lubricating o il and water pumps are driven by spur gears and a spring drive from the
free end of the crankshaft and housed in a detachable casing. A fuel tran sfer pump is also
accommodated.

GENERAL INSTRUCTION A 7 0 3 / 2 0 7 / I . / 2
Pistons, of aluminium a llo y , are machined to a system giving graduated cold clearances
provide correct running clearances at operating temperatures thereby ensuring good heat transTvr
conditions and maximum bearing surfaces. Each p is to n .is fit te d with three compression rings and
one slotted o il control ring. The top compress ion-ring is chroraium-plated on the surface in con
ta ct with the cylinder wall and is housed in a groove, in an au ste n itic iron insert cast into
the piston during manufacture. The remaining compresaion rings are taper-faced, and an o il control
ring is fit te d above the gudgeon pin. Pistons are oil-cooled from the main lubricating system
and the o il is passed from the small-end of the connecting rod through a spring-loaded slipper
into the annulus behind the top compression ring. The drain holes from th is annular space are
arranged to ensure the space is kept h a lf- fu ll of o il.
Gudgeon pins are case-hardened a llo y s te e l, fu lly - flo a tin g and retained in the pistons
by c i rcl i ps.
Connecting rods are manufactured from allo y- ste el drop forgings. The small-end bearing,
pressed into the eye of the rod, is a s t e e l bush lined with lead-bronze and flashed with lead
or lead-tin. The big-end bearing is secured by a cap held in place by four high te n s ile steel
bolts inclined at an angle to the cen tre- lin e of the rod. Big-end bearings are precision-made
steel sh e lls lined with lead-bronze and flashed with lead-tin on the bearing surfaces. The
rod is d r ille d lo n g itu d in ally fo r lu b ricatio n .
Individual cylin d e r heads are bolted to the crankcase and a narrow jo in t washer, in te r
posed between the head and the top of the lin e r, forms a gas-tight sea). Each head ca rrie s two
in le t and two exhaust valves, which are made from heat-resisting s ilic o n chrome steel and have
" S t e l l i t e " faces. The valves seat on renewable w ear-resisting in serts, and each pair of valves
is actuated by a guided bridge-piece and a rocker lever to which the motion is transmitted from
the camshaft by means of roller-tipped cam follow ers and short push rods. Each valve operates
in a renewable valve guide and is closed by two concentric co il springs held between end
plates by s p lit taper c o lle ts . The design is such that the individual rocker brackets have
separate covers, iso la tin g the lubricating system from the fuel system thus avoiding fuel
d ilu tio n problems in service. Low pressure lubricating o il is fed to the valve gear through
ducts in the rocker lever brackets.
The flywheel is s t a t ic a lly balanced. Graduated markings on the periphery f a c ilit a t e

checking of valve and in jectio n pump timing. Barring-slots, around the flywheel rim, are pro
vided for hand-turning the engine and motorised barring gear is fit te d . A gear ring is fitte d
to accommodate e le c t r ic or pneumatic s ta rte r motor arrangements.
The centrifugal hydraulic-servo type governor is-driven through a cushioned drive fro n n
a bevel gear on the camshaft drive gear (the front-side camshaft gear on "V" engines). A hand
control permits fine adjustment of engine speed. Manual, pneumatic or e le c tr ic a l control systems
of speed and load v a ria tio n are availab le according to engine application. Fuel control shafts,
connected to the governor, operate the fuel injection pump racks. Each rack is operated through
levers incorporating a spring safety device which prevents the engine from running away-Bhould a
rack become jammed in its pump housing. The hand control lever for running and stopping is
placed adjacent to the governor.
Overspeeding is prevented by a safety spring mechanism which cuts o ff the fuel supply and
stops the engine.
Individual fuel pumps, of proprietary manufacture, are operated by the fuel cams through
r o lle r tipped follow ers and d e liv e r fuel to a fuel in jecto r fitte d to each cylin d er head. The
quantity of fuel delivered by-each pump is pre-set to maintain an even d is trib u tio n of load
over a ll cylin ders and it is, therefore, possible to replace a pump without re-tuning the
engine.
The usual method of s ta rtin g is by compressed a ir , admitted through a camshaft-driven
d is trib u to r to s tartin g valves in selected cylin ders. An alternate method of startin g is by
e le c tr ic , or pneumatic, s ta fte r motor.

GENERAL INSTRUCTION A 7 0 3 / 2 0 7 / I . / 3
The turbo-blower consists of an exhaust-gas-driven turbine and centrifugal compressor

operating on a common shaft within a casing. The unit is mechanically independent of the engine
but is lubricated and cooled from the main system.
The engine lubricating o il system employs an engine-driven gear-type pump to supply pressure
o il, through coolers or radiators, usually under control of a thermostatic valve, then through
fin e f i l t e r s with renewable felt-elements to a main supply r a il fitte d to the bedplate. High
pressure o il is supplied to main bearings, big-end bearings, smali-end bearings, pistons, cam
shaft bearings, a ll gear drives, turbo-blower, fuel pump gear and valve follow er gear. Low-
pressure o il is used to lu bricate the valve gear and the cams are supplied from an o il bath.
Pistons and cylin d er lin ers are lubricated by o il mist and splash from the crankshaft bearings,
the o il being returned to the sump by the o il control rings on the pistons. A hand priming
pump is also fitte d .
The fuel system is pressurised, from e ith e r an engine-driven or a motor-driven pump and
fuel passes through a cartridge-type felt-element f i l t e r to ensure adequate cleansing and so
protect the injection equipment from damage.
Engines are cooled by c irc u la tin g water through the cylinder water jackets and cylin der
head, by pumps which are normally engine-driven. Various systems can be used for cooling the
circ u la tin g water; those in general use are:-
Rad i at or
Natural draught cooler
Forced draught cooler
Spray cooler.

GENERAL DATA INSTRUCTION A 7 0 3 / 2 3 0 / I / I
GENERAL DATA
Service rating at 900 r.p.m. 3320 b.h.p.

Type RKCM (H)
Humber of cylinders 12
Diameter of cylinders 10 in. (254 mm. )
Piston stroke 12 in. (304.8 mm.)
Compression ra tio 12,5:1
Displacement per cylin der 942.5 cu .in . (15,443 cu.cm .)
Firin g order
Port Engine '8 ' bank I-U-2-6-3-5
'A* bank 3-5-6-4-2-I
Stb'd.Engine ' B' bank I-s_3-6-2-4
'A' bank I -2-4-6-5-3
Fuel injection point B.T.D.C. (nominal) 20°
Overspeed t r ip operates at approx. 990-1035 r.p.m.
Fuel pump plunger diameter 22 mm,
Fuel pump plunger stroke I 8 mm.
Number of holes in nozzle B
Diameter of holes in nozzle 0.457 mm.
Included angle of spray 145°
Blow o ff pressure of nozzle 3,000 p .s .i. (210 kg./sq.cm. )
Exhaust valves, number per cylinder 2
In le t valves, number per cylin d er 2
Piston material Aluminium a llo y
Big-end bolts, number per rod 4
Big-end bearings Steel shell s , , lead-bronze lined with lead-tin overlay
Main bearings Steel shell s, lead-bronze 1ined with lead-tin overlay
Turbo-blowers "Napier” SA-I06B
Lubricating o il pressure 50-60 p . s . i. (3.5-4.2 kg./sq.cm.)
Approved lubricating o ils (see LUBRICATING OIL SPECIF I CAT I ON) Heavy duty o ils to the obsolete
supplement I le ve l, complying
with the requirements of B .S .S .
1905-1965 - Type B - e tc.
Lubricating o il vis c o s ity grade S.A .E . 30
Lubricating o il sump capacity 140 gallons (638 lit r e s ) approx.
APPROXIMATE WEIGHT OF ENGINE COMPONENTS
Cylinder head complete with valve gear 376 1b. (170 kg.)
Piston complete with gudgeon pin and rings 53 1b. ( 24 kg. )
Connecting rod 100 lb. ( 45 k g .)
Cylinder 1iner 143 lb. ( 66 kg .)
Flywheel 2191 lb. (994 kg .)
Turbo-blower 1156 lb. (525 k g .)
Chargecooler (empty) 321 lb. (146 k g .)
PIPEWORK TEST PRESSURES
Low pressure fuel pipes 40 p.a. i. (2.8 kg./sq.cm.)
High pressure fuel pipes 15,000 p . s . i. (1054 kg. /sq.cm.)
Lubricating o il drain pipes 30 p.s. i. (2.11 kg. /sq.cm.)
Lubricating o il low pressure pipes 40 p .s. i. (2.8 kg. /sq.cm.)
Lubricating o il high pressure pipes 180 p, s. i. (12.66 kg./sq.cm.)
Cooling water system pipes 30 p.s. i . (2.11 kg. /sq.cm.)
A ir startin g system pipes 700 p .s . i. (49.21 kg./sq.cm. )
Ai r man ifo ld pipes 16 p. s. i . (1 .125 kg./sq.cm. )
Exhaust pipes 30 p . s . i . (2.1 1 kg. /sq. cm. )

ENGINE OPERATION INSTRUCTION A 7 0 W I / I
ENGINE OPERATION

ENGINE OPERATION INSTRUCTION AÔM-/^/1/2
3- JK
Exhaust Air Inlet Exhaust Air Inlet Exhaust Air Inlet Exhaust
First Stroke- Induction Second Stroke-Compression Third Stroke-Power Fourth Stroke-Exhaust

FO U R - ST R O K E C Y C L E
Exhaust Gas to Exhaust Gas to

Atmosphere Atmosphere
Air A ir
Intake Intake
Turbo-blower Turbo* blower

Chargecooler
Inlet 'talve
V IB5 I5 2 V IB5I53
TURBO -CHARGED ENGINES

TURBO-CHARGED EN G IN ES WITH CHARGE AIR COOLING
ENGINE O P ER A TIO N

ENGINE OPERATION INSTRUCTION A 7 0 * * / ^ / 2 / 3
ENGINE OPERATION
The engine operates on the four-stroke cycle, the sequence being as follow s:-
F ir s t stroke (induction)
As the. piston moves down on the induction stroke, a ir enters the cylin der through the two
a ir in le t valves which are opened by operation of the camshaft and valve gear. The in le t valves
close shortly a fte r the piston has passed bottom dead centre.
Second stroke (Compression)

The risin g piston compresses the a ir in the cylinder u n til, at the end of th is stroke,
the charge of a ir is approximately l/l2 th of its original volume, it s pressure is several hundred
lb .s q .in ., and its temperature is between 1000 and I400°F, (540 and 76Q°C).
Towards the end of th is stroke, fuel o il is injected into the combustion chamber by a timed
fuel injection pump; the fuel is injected at high pressure in the form of a fin e spray. As the
temperature of the compressed a ir is well above the spontaneous ignition temperature of the fuel
o i l , the o il begins to burn almost immediately. This combustion causes rapid lib eratio n of heat
and a rapid increase of pressure.
Third stroke (Power)
The rapid rise in pressure, due to combustion, forces the piston down on the power stroke
thus exerting a turning moment on the crankshaft. Towards the end of th is stroke, the two exhaust
valves are opened.
Fourth stroke (Exhaust)
As the piston rise s on its fourth stroke, the exhaust gases in the cylin der are ejected
through the open exhaust valve ports and are ducted to the turbine of the turbo-blower. The a ir
in le t valves are timed to open before the piston reaches the top of its stroke, permitting the
entry of a ir to scavenge the cylin d er of the residual products of combustion.
As the piston descends on the induction stroke, the exhaust valves close. Thus the cycle
begins again and is repeated fo r as long as the engine runs.
TURBO-CHARGING (Pressure-charging)
By turbo-charging, the weight of the a ir charge induced into the cylin ders is increased to
make possible the e f f ic ie n t burning of a greater weight of fuel and, thereby, increase the power
of the engine.
Some of the energy remaining in the exhaust gases discharged from the cylinders is used
fo r the turbine which drives a centrifugal a ir compressor to d e liv e r a ir at increased pressure
into the in le t manifolds.
Special valve timing is used, with a considerable overlap of the in le t and exhaust periods.
This overlap allows about 30/t of the a ir delivered by the centrifugal a ir compressor to pass
through the cylin d e r during the scavenge period so that waste products are dispersed. In ad
d itio n , the flow of a ir assists in cooling the piston crown, lin e r w alls and combustion chamber.
Exhaust systems
To make the maximum use of the pressure and heat energy of the exhaust gases, the exhaust
manifolds are subdivided to promote gas pressure pulses in the manifold between the cylin der and
the exhaust gas turbine. A fter the in it ia l rise when the exhaust valves are open, the exhaust

ENGINE OPERATION INSTRUCTION A70iV/Mr/2/^
gas pressure f a ll s and remains below the charging a ir pressure. Cylinder scavenging is therefca
unaffected by the preceding pulse of exhaust gas pressure and is completed during a period of
minimum exhaust gas pressure.
If co nsecutively-firin g cylin ders are allowed to exhaust into the same manifold, there
is a tendency fo r the wave of exhaust pressure from one cylin d e r to in terfere with the scavenging
of the cylin d e r that has fire d previously. Therefore, some degree of separation is necessary in
the arrangement of exhaust manifolds and th is is effected by exhausting groups of cylinders with
the most widely-separated exhaust periods into common pipes connected to two - or four-entry
turbine in le t casings that keep the gases from each group segregated rig h t up to the nozzle ring.
CHARGE AIR COOLING
The a ir delivered by the turbo-blower is passed through a water-cooled heat exchanger

to reduce its temperature (see under CHARGECOOLER) before i t is delivered to the engine cylin ders.
The reduction in temperature increases the density of the a ir and thus a greater weight can be
forced into the cylin d ers, a greater weight of fuel can be burned and the engine output increased
proportionately. The lower a ir charge temperature enables exhaust gas temperatures to be maintained
w ithin normal 1imits.
VALVE TIMING DIAGRAM

The diagram shows the valve timing and.the amount of in le t and exhaust valve overlap for
engines of counter clockwise rotation when looking on the flywheel end. Applications c a llin g for
opposite-rotating engines w ill have a timing diagram which is a mrrror image of th is diagram.
The diagrams show nominal valve timing only. When a precise check of timing is required,
see under Checking valve timing in CYLINDER HEADS AND VALVE GEAR.
T. D.C.
C2?
B.D.C.
T U RBO -C H A R G ED AND C H A RG EC O O LED EN G IN ES
VALVE TIM IN G DIAGRAM

MARKING INSTRUCTION A 7 0 5 / 3 / I / I

INSTRUCTION A 7 0 5 / 3 / I / 2
MARKING
-Liner No.
Scribed lines cn
Liner and Crankcase
Engine No.
IN -LIN E ENGINES

MARKING INSTRUCTION A 7 0 5 / 3 / I / 3
MARKING- OF ENGINE COMPONENTS
GENERAL
The cylinders on a ll engines are numbered from the free end of the engine, the cylinder
nearest th is end being numbered I and the others 2,3,4 e tc ., consecutively.
On "V" engines, the banks are designed by the le tte rs 'A ' and 'B '; ’A' bank is that
nearest to the rear side of the engine and *BT bank is nearest the front side. The cylinders in
each bank are numbered consecutively and the cylin der number is preceded by its bank designation
le tte r , i . e . , Al.A2.A3, e tc ., and Sl,B2,83 etc. The le tte rin g and numbering is independent of
the d irection of rotation of the crankshaft.
In addition to the cylin d er lin e rs, the cylinder heads, main bearings, pistons and con
necting rods are a ll numbered as outlined above.
On the engine rating plate, the engine number is preceded by the le tte rs IH, but th is
prefix is not included in the mark when a component is stamped with the engine number. The fact
that many parts are marked with the engine number during manufacture does not indicate that the
assemblies are not interchangeable.
Rear Side
© C 'a' b<" * 3 0
Free End Flywheel End
© O — 3 0
Front Side
The diagram above serves to identify the ends and sides of the engine as they are re
ferred to in th is manual.
BEDPLATE
The engine number is stamped on the front side near the upper edge, on the centre-1ine
of No. I cylin der for "in - lin e " engines or on the centre-line of fil cylin d e r for "V" engines.
The main bearing numbers are stamped on the bedplate upper surface on the front side
adjacent to the bearing housing horns.
CYLINDER LINERS
The cylinder number is stamped on the upper surface of the lin e r flange. The location
of the cylinder lin e r in the crankcase is indicated by scribed lines on the periphery of the
flange and the top face of the crankcase as illu s tra te d .
MAIN BEARING CAPS
The engine and bearing numbers are stamped on the front side of each bearing cap, near
to the top. The caps are not interchangeable and must be retained in th e ir original positions.

MARKING INSTRUCTION A705/3/l/¥
MAIN BEARING SHELLS
The engine and bearing numbers are marked in djacent positions on each shell on the
free end flange on the front side. Each thrust bearing shell is marked on the rim of the free
end flange on the front side.
CRANKSHAFT
The engine number is stamped on the end of the web of the la s t crankpin at the flywheel
end.
CAMSHAFTS
Each camshaft is stamped with the engine number on the free end face of the free end
bearing journal. "V engine camshafts are also stamped with the bank le tte r.
CAMSHAFT SECTIONS
The end of each keyway, on each camshaft end which makes a coupling jo in t, is stamped
progressively with the numbers 1,2,3, e t c ., and, of " V engines, with the bank le tte r.
CAMSHAFT COUPLINGS
Both halves are stamped, at each end, with the number of the respective keyways- On
"V engines, the bank le t te r is included with the numerical marking. ^
Suffix Letter d eno tes'B'Bank Camshaft
CONNECTING RODS
The engine and cylin d er numbers are stamped on the foot of the connecting rod at the front
side. The nut numbers are stamped immediately below each nut, as illu s tra te d .

CONNECTING RODS
The engine and cylinder numbers are stamped on the cap, adjacent to the s im ilar mark
ing on the rod. The caps are not interchangeable and each must be kept with its o rig in al rod.
The big-end bolt numbers are stamped immediately above the bolt heads.
BIG-END BEARING BOLTS
Each bolt is stamped with the bolt number and su ffix le tte rs on the side of the bolt
head facing outwards. The four bolts of each connecting rod are progressively numbered 1,2,3,
and 4, each number being followed by the same su ffix le t te r or le tte rs as stamped on the connec
ting rods and nuts. Thus, the four bolts and nuts in any one rod have the same su ffix le t t e r (s ).
BIG-ENO NUTS
Each nut is stamped, on the side of the curved surface, with the same markings as the
mating bolts as illu s tra te d . The mating nut and bolt must be kept together.
BIG-ENO WASHERS
Each washer is stamped on one surface with its respective bolt and nut marking. It
must be kept with that bolt and nut.
BIG-END BEARING SHELLS
The backs of the bearing shells are etched towards the front side with the connecting rod
su ffix le tte rs and the word ROD or CAP as the case may be. I t is important that the tang in the
bearing shell is fitte d to the front side of the engine.

PISTONS
"V" engines
"A" bank pi stone are stamped with the cylin d e r number and bank designation le t te r on the
crown at the rear side of the engine.
"B" bank pistons are stamped with the cylin d e r number and bank designation le tte r on the
crown a t the front side of the engine.
In-1i ne engi nes
The pistons are stamped with the cylin d e r number on the crown at the front side of the
engine.
CYLINDER HEADS
The cylin der head is marked with the cylin d e r number and, on ” V engines, with the bank
designation le t te r . The marking is on a v e rtic a l face close to the in jectio n pump mounting posi
tion.
FLYWHEEL
"V" engines
The engine number is stamped on the flywheel face remote from the engine in line with
T.D.C. of No. I cylin d er on "B" bank.
In-1ine engines
The engine number is stamped on the flywheel face remote from the engine in line with
T.D.C. of No. I cylin der.

OPERATING INSTRUCTIONS INSTRUCTION A70 7/M- 7/1 / 1
CONTENTS
BEFORE STARTING ................................................................................................... 2
STARTING . 2
RUNNING . 3
STOPPING ......................................................................................................... 3
SIMPLE FAULTS . 3

OPERATING INSTRUCTIONS INSTRUCT ION^ A707/M-7 / 1 / 2
BEFORE STARTING
When preparing to a ta rt the engine a fte r i t has been shut down fo r a period exceeding
twelve hours, adopt the follow ing procedure:-
(1) Check the level of lu bricating o il in the engine sump, fuel o il and cooling water;
top up as necessary.
(2 ) Turn on the fu el. Check that the handle of the f i l t e r is c o rre c tly set (fo r
left-hand, right hand, or dual flow ) and that the f i l t e r is properly vented.
Prime the fuel system by opening the vent at the end of each fuel r a il.
Close the vents when fu e l, free from a ir bubbles, begins to flow. Secure
each vent plug a fte r tightening.
(3) Open the compression r e lie f valves and bar the engine round through two
complete revolutions to ensure that no water has leaked into the engine
cylinders and th at there is no other obstruction. The p o s s ib ility of
serious damage can be e a s ily obviated by th is simple precaution.
N O T E : - I t is c o n s id e r e d good p r a c t i c e to o p e r a te the l u b r i c a t i n g o i l p r i m i n g pump

w h i l s t b a r r i n g r o u n d ,,
OO Check the a ir receiver pressure and bui:td up i f less than 250 p.s. i. (17.6 kg./
sq.cm.). Slow-off any water through the drain cock. Open the valves to the
engine.
(5) Set the hand control lever to the START position.
(6 ) Ensure that the shut-down device is engaged to tr ip in event of overspeed.
(7) Ensure that the barring gear coupling and pinion are removed from the engine
and replaced in the barring in terlock bracket.
N O T E :-A n engine s t a r t - u p is p r o h i b i t e d w h il e the p i n i o n assembly i s in p o s i t i o n

on the e n g i n e . , A. s t a r t w i l l o n l y be i n i t i a t e d when the b a r r i n g i n t e r l o c k
s w it c h is t r i p p e d . , ' The s w it c h , is a u t o m a t i c a l ! y t r i p p e d when the p i n i o n
is r e p la c e d on the b r a c k e t . ,
(8) Operate the engine priming pump and raise the o il pressure to 2 or 3 p.s. i.
(.14 to 21 kg./sq.cm.) minimum.
N O T E :-T h e e n g in e l u b r i c a t i n g o i l system i n c o r p o r a t e s a time c y c l e m o t o r - d r i v e n

p r i m i n g pump to ensure p r i m i n g when engine is on s t a n d -b y f o r a u to m a tic
s ta rt.,
STARTING
(I) Press the a ir s tartin g control valve knob; release i t as soon as the engine fir e s .
I f the engine does not f ir e a fte r two or three revolutions, release the control
valve knob and investigate the cause of non-starting, e .g ., hand control wrongly
positioned, low lu b ricatin g o il pressure, etc.
(2 ) Check the o il pressure when the engine is running.

OPERATING INSTRUCTIONS INSTRUCTION A 7 0 7 / ^ 7 / l / 3
(3) R a is e the engine speed gradually to th e normal value. Hove the hand c o n tro l
le v e r s t e a d ily to the RUN p o s itio n .
00 Shut the valves in the startin g a ir pipe and on the a ir receivers. Open the
drain in the pipeline.
AO T E : - A f t e r stops o f s h o r t d u r a t io n ,
the f u l l p r e - s t a r t i n g p ro ce dure is n o t n e c e s s a r y . ,
For such. s ta r ts , tu rn on the f u e l and p ro ce ed as in ( ! ) to ( 4 ) above.
RUNNING
Before applying load, check that the engine is operating co rre c tly . Proof of correct
fir in g of a cylin d er may be obtained by slackening the compression release valve on the cylin der
head. Puffs of blue smoke indicate m isfirin g and, if a cylinder is not fir in g c o rre c tly, the
engine should be stopped fo r examination and correction of the fa u lt.
Maintain the water and lu bricating o il temperatures within the range quoted belowt-
Fu li toad:-
o o
Water temperature - 180 F (82.2 C)
Oil temperature - I70°F (76.7°C)
STOPPING
(t) Move the hand control to stop.
(2) Turn o ff the fuel supply valve.
(3) Maintain the flow of cooling water, wherever possible, u n til the engine is cool.
See COOL I NO WATER SYSTEM.
N O T E ; - t f there is any danger o f the c o o l i n g w a te r f r e e z i n g when the engine i s to be

o u t o f s e r v i c e f o r any le n g t h o f tim e, d r a in the s y s t e m .. D r a i n the c y l i n d e r
heads a ls o and leave o u t the d r a i n p lu g s u n f i t ready f o r r e f i l l i n g . ,
SIMPLE FAULTS
I f the engine f a il s to s ta r t a fte r the correct procedures have been followed, investigation
should be made to determine the possible cause before the engine is prepared for a furth er startin g
attempt. Some simple causes are:-
(1) Fuel f i l t e r choked. Change over to clean element and clean or renew the fa u lty
element.
(2 ) Air-lock in fuel system. Prime the system.
(3) In su ffic ie n t o il pressure at the governor. Examine the governor to check level
and condition of o i l .
(4 ) Overspeed tr ip in tripped position. Reset.

GENERAL MAINTENANCE INSTRUCTION A708/17/2/I
GENERAL MAINTENANCE
GENERAL
The maintenance schedules included in th is section outline the suggested periods between
inspections. I t may be found in practice that these periods can be extended or reduced, but th is
w ill depend-upon service conditions. A careful record of engine maintenance w ill provide an in va l
uable guide to the determination of service in tervals.
In some cases, individual instructions contain data in which renewal lim its are quoted
and i t w ill be noticed that these lim its are not in conformity with the maximum permissible wear
lim its detailed fo r the p a rtic u la r part. This is because i t is extremely u n lik ely that the part
w ill run to the next overhaul period without being worn beyond the maximum permissible lim it. If ,
as a re s u lt of working to these reduced lim its , i t is found that renewal to a considerable extent
is necessary, the periods between the relevant overhauls should be reviewed.
Operators with a number of engines are advised to stock s u ffic ie n t assemblies of spare
cylin der heads, pistons, connecting rods, fuel pumps and in jecto rs, e t c ., so that an exchange set
is availab le for maintenance purposes. When an overhaul is due, the relevant assemblies can be re
moved for reconditioning and the spare assemblies can be fitte d immediately so that the engine can
be returned to service quickly. The removed assemblies would then be reconditioned in the mainten
ance workshops and returned to store as the spare set in readiness for f it t in g to the next engine
to be overhauled. Many parts are stamped with the engine and lin e numbers during manufacture but
th is does not indicate that these parts are not completely interchangeable.
The times between maintenance periods, as indicated in the schedules, are arranged to
ensure that a heavy overhaul is carried out a fte r 30,000 hours running (subject to review of the
maintenance records) and, a t heavy overhaul, the engine must be dismantled. The parts should then
be transferred to a properly equipped workshop fo r cleaning, examination and, where necessary,
renovation. Suggestions fo r su itab le workshops and/or equipment can be obtained from Ruston
Diesels Ltd.
At the heavy overhaul, the aim must be to restore a ll parts of the engine to f i r s t class
condition, which w ill ensure that the engine w ill perform s a tis fa c to r ily with only routine main
tenance u ntil the next overhaul. Cleanliness is of great importance and a ll parts, p a rtic u la rly
those in the fuel and lu b ricatin g o il systems, must undergo a fin a l examination ju st before re
assembly, to ensure that they are clean.
N O T E :'C o t t o n waste s h o u ld n e v e r be used f o r c l e a n i n g because o f the danger o f le a v in g

dust, threads o f f l u f f . Use o n l y w e II-w a s h e d c o t t o n rags o r w ip e r s .
Recommended torque wrench figures for tightening of certain components are quoted in
th is book. I t must be remembered that torque loadings are affected by damage to the components and
therefore i t is important to check that threads are free-running and that pressure faces are
smooth, f l a t and free from scratches or bruising, before using a torque wrench.
As a general p rin cip le , locking devices should be used once only and th is also applies
to non-metal l i e jo in ts , hose connections etc. Tab washers should be renewed when a ll availab le
corners have been used once.
The recommended periods between examinations are as follow s:-

Every watch, D aily, (00 hours, 125 hours, 250 hours, 500 hours, t,500 hours, 5J000
hours, 10,000 hours (Lig h t Overhaul), 15,000 hours and 3.0,000 hours (Heavy Overhaul).
Additional inspections may be required a fte r f it t in g new components such as cylin d er
heads and reference to the p a rtic u la r instructions is advisable to ascertain the co rrect periodi
c it ie s of such inspections.

GENERAL MAINTENANCE INSTRUCTION A708/I7/I/2
SPECIAL NOTE
Throughout the maintenance schedules, each item is given the Instruction Manual Section
reference and the group numerical reference for rapid id e n tific a tio n and location of the relevant
instruction.
EVERY WATCH
. . . . _
OPERATION SECTION GROUP
►
Check the governor o il level (Woodward and Regulateur-Europa o nly) 4 A730
Drain sediment from fuel tank and check fuel level 7 A747
Rotate fuel f i l t e r handle (Auto-Kiean f i l t e r , when fit te d ) 7 A747

Check the lubricating o il level in the sump tank 8 A750
Rotate the handles of the Auto-Klean lub. o il f i l t e r (when f it t e d ) 8 A7S0
Check the level of the cooling water 9 A755

Check the o il level in turbo-blower sump 10 A760
With the engine running, cheek:-
Engine lubricating o il pressure 0 A703
Fuel system fo r leaks 7 A717
Lubricating o il system fo r leaks 8 A750
Cooling water system fo r leaks 9 A755
Performance of turbo-blowers (see also manufacturer's bankbook) ,0 A760
DAILY
Check the v is c o s ity of a sample of lu b ricatin g o il 8 A750
Open the turbo-blower casing drain pipe cock; close a fte r draining 10 A760
100 HOURS
OPERATION SECTION GROUP1
Check a ll casing and holding down bolts for tightness but do not over
tighten 10 A760
125 HOURS
Lubricate the governor external linkage A730
Lubricate the overspeed t r ip reset lever bearing and check for freedom A732
of movement
Check that the fuel control linkage is free 7 m s
250 HOURS
Check the effectiveness of the o il chamber breather. Clean the a ir 10 A760

f i l t e r element ( i f fit t e d )

GENERAL MAINTENANCE INSTRUCTION A708/17/I/3
500 HOURS
OPERATION SECTION , GROUP
Lubricate the governor external linkage 4 A730

Lubricate the overspeed t r ip reset lever bearing and check for A732
freedom of movement
With the engine running, check:-
Lubricating o il supply to valve gear; also cylin d er head jo in ts 6 A740

for leaks
Clean and examine the startin g a ir f i l t e r 6 A74I
Drain the fuel f i l t e r sump (Auto-Klean f i l t e r ) 7 A747
Draw o ff a sample of lu b ricating o il from the bedplate for chemical 8 A750

analys is
Clean magnetic plugs, when fit te d , in lubricating o il f i l t e r 8 A750
Clean the turbo-blower turbine casing drain pipe 10 A760

Clean and re-oil the turbo-blower a ir f i l t e r (when fit t e d ) 10 A760
Check a l l fixings for leaks

(See manufacturer's handbook also)
Check the chargecooler for a ir and water leaks (when fit t e d ) 10 A760
(,500 HOURS
Check the crankshaft alignment a t the flywheel end web only 1 A7I2
Check the Holset fle x ib le coupling (when fit te d ) 1 A713
Check the o il supply to the camshaft gears and chain 3 A725
Run the engine and check the overspeed tr ip operation A732
Clean the f i l t e r ( i f f it t e d ) in the governor valve (when fit t e d ) 4 A73I
Clean the f i l t e r in the low lubricating o il pressure shut-down valve 4 A734

( i f fit t e d )
Check the valve clearances and examine the valve gear 6 A740
Examine the camshaft chain fo r wear, damage and p ittin g of the r o lle rs 3 A725
Service the fuel in jecto rs. Check the in jecto r tubes 7 A746
Renew the fuel f i l t e r element (Vokes Duplex f i l t e r ) 7 A747

Renew the fuel f i l t e r elements (Auto-Klean Duplex f i l t e r ) 7 A747
(when fit t e d )
Renew the lu b ricating o il f i l t e r elements 8 A750
Renew the o il in the bedplate when the chemical analysis indicates th is 8 A750
is necessary
Check the turbo-blower casing and ensure that the holding-down 10 A760
bolts are co rre ctly tightened
Clean and "grind-in" the a ir s ta rt valves in the cylinder head. Check 6 A74I
the a ir s ta r t tubes

GENERAL MAINTENANCE INSTRUCTION A708/I7/I/H
5 , 0 0 0 HOURS
\
Check the crankshaft alignment 1 A712

Check the springs or rubber blocks in the fle x ib le coupling 1 A7I3
(when fit t e d )
Clean and examine the explosion r e lie f valve ( i f fit t e d ) 2 A7I6
Examine the lu b ricating o il and water pumps drivin g gears; check 3 A720
the backlash and v e r ify the lu b ricatin g o il supply. Examine the
fuel tran sfer pump drive (when f it t e d )
Drain the governor and r e f i l l with new o i l . (Woodward and Regulateurs 4 A731
Europa governors only)
S trip and clean the turbo-blower ( i f f it t e d ) , renew the bearings. 10 A760
F i t new jo in ts
Dismantle, clean and examine the chargecooler ( i f f it t e d ) 10 A760
10,000 HOURS (LIGHT OVERHAUL)
Remove the main bearing caps and examine the mating surfaces of 1 A7I0
the caps and the bedplate. Inspect the top h a lf bearing shells
Examine the crankpin surfaces and determine the bearing clear-, I A712
ances
Examine each cylin d e r lin e r bore and remove the ridge when th is 2 A7I8
has formed
Examine the camshaft gears and the cam follow er r o lle rs . F it 3 A725
new parts as necessary. Examine camshaft chain ro lle rs
Withdraw the pistons and connecting rods. Examine the big-end 5 A736
bearing sh e lls and inspect the big-end bearing bolts. Clean and
examine the pistons and check the gudgeon pin clearances. Renew
chrome-plated piston rings; renew others when ring gap reaches the
maximum permissible, or i f i t w ill be exceeded before the next
overhaul. F i t new over-size rings when the ring-to-groove c le a r
ance has reached the lim it
Decarbonise combustion faces. Dismantle and examine valve gear parts. 6 m o
Reface valves and valve seats. Renew cylin d e r head to lin e r jo in ts ,
push rod tube seals, pipe seals, rocket-bracket tran sfer sleeve
sealing rings, fle x ib le drain hoses and cover jo in ts
Dismantle and clean the a ir s ta r t d is trib u to r 6 m \
Renovate the fuel in jectio n pumps 7 A7U5
Dismantle and examine the fuel tran sfer pump ( i f f it t e d ) 7 A7R7
Dismantle, clean and examine the a ir separator and r e lie f valve 7 A7U7
(when fit t e d )
Examine the pins and bushes in the fuel control mechanism 7 m s
Dismantle the lubricating o il pump. Check the bearing clearances 8 A7S0
and examine the gears for wear. Dismantle and inspect the lu b ricating
o il pressure reducing valve.

GENERAL MAINTENANCE INSTRUCTI ON A708/17/2/5
1 0 , 0 0 0 HOURS (LIGHT OVERHAUL) c o n t i n u e d : -
Dismantle and examine the lubricating o il d iffe re n tia l r e lie f 8 A750

valve ( i f fit te d )
Check and examine a lt parts of the lubricating o il pressure r e lie f 8 A7S0
valve. Ensure that the metering hole is not obstructed
Clean and inspect the lu b ricatin g o il cooler 8 A76Q
Dismantle and clean the thermostatic valve, when fit te d , in the 9 A755
cooling system
Renew cylinder head water connection jo in ts and a ll synthetic 9 A755
rubber/canvas hose connections
Dismantle and examine the water pump(s). Renew the o il and water 9 A755
seal s
Examine the chargecoolers and heat exchangers ( i f fit te d ) 9 A7S5
15,000 HOURS
Renew high-pressure fuel pipes and fuel o il piping jo in ts 7 A747
30,000 HOURS (HEAVY OVERHAUL)
Dismantle the engine completely 0 A709

Examine the main bearing shells and determine the bearing c le a r 1 A71Q
ances. Clean and repaint the bedplate. Inspect the main bearing
bolt lower nuts and s p lit pins before reassembly
Inspect the crankshaft for cracks, check the journals for wear and 1 A7I2
o v a lity . Clean and flush the oilways. Check the crankshaft alig n
ment when the engine is reassembled
Clean, descale and repaint the crankcase 2 A7I6
Remove and clean the cylin der lin e rs , check the bores, repaint the 2 A7IB
ex terio r surfaces and renew the sealing rings
Dismantle the a u x ilia ry drive and check the bearing clearances 3 A720
Dismantle and inspect the o il and water pumps ( i f f it t e d ) 3 A722
Examine camshaft gears, shaft and bushes. Remove camshaft and 3 A725
check journals, couplings and bushes. Check running clearances.
Measure the amount of chain stretch and examine the chain wheels for
wear or damage. Renew any parts which are excessively worn or damaged.
N O T E : 'O v e r h a u l Woodward o r Regu! a te u r s -E u r o p e g o vernors in accordance

w i t h the m a n u f a c tu r e r ' s i n s t r u c t i o n s .
Examine and lubricate the motor-driven speeder gear, when fitte d <
1 A73I
Dismantle the overspeed tr ip . Clean a ll parts and check fo r damage 4 A732

and/or wear. ‘-.Renew parts as necessary.

GENERAL MAINTENANCE INSTRUCTION A708/17/2/6
30,000 HOURS (HEAVY OVERHAUL) continued:-
Renew big-end bearings and big-end bolts, nuts and washers 5 A736
Check the fuel tran sfer pump and drive ( I f f it t e d ) . Clean a ll 7 A717
parts and discard the o il seal. Renew any parts which are damaged
renew a l l synthetic rubber hose connections and jo in ts which have
been distrubed.
Descale the engine water spaces 9 A755

Clean tha a i r and water sides of the chargecooler. Clean the o il 9 A755
and water sides of the lu b ricatin g o il cooler. Clean the fresh 10 A760
and sea water sides o f the heat exchanger. Renew a ll jo in ts and
hoses.

DISMANTLING INSTRUCTION A 7 0 9 / 9 / I / I

DISMANTLING INSTRUCTION A 7 0 9 / 9 / I / 2
The precise order for dismantling w ill depend on the special-to-contract items inclu
ded in the engine build. However, when the engine has to be stripped for f u ll overhaul, the
following sequence should be used as a basis for dismantling:-
(1 ) Instrument panel
(2) Chargecoolers (when f it t e d )
(3) A ir manifolds or a i r bends
CO Turbo-blowers (when f it t e d )
(5) Pressure and temperature switch bulbs or probes
(6) Water o u tlet manifolds
(7) Exhaust pyrometer equipment (when f it t e d )
(8) Exhaust manifolds
(9) Flywheel guard r a ils (when f it t e d )
(10) A ir s ta rtin g pipe to engine (when f it t e d )
(ID E le c tr ic or a i r s ta rtin g motors (when f it t e d )
(12) Fuel supply pipe and f i l t e r ( a ir separator when f it t e d )
(13) Lubricating o il cooler and pipework
(1 0 Heat exchanger pipework to engine
(15) Remote tachometer generator drive (when f it t e d )
(16) Motor-driven speeder gear (when f it t e d )
(17) E le c tr ic a l connections
(18) Driven machine
(19) Lubricating o il f i l t e r s and pipework
(20) Lubricating o il hand priming pump
(21) Lubricating o il valves ( r e l ie f , reducing, d iffe r e n tia l and/or thermostatic, as f it t e d )
(22) Cylinder head covers
(23) Injecto r drain and high pressure pipes (also a ir startin g pipes when fit t e d )
(21) Fuel in jectors
(25) Lubricating o il pipes; rocker gear feed r a il to cylin d e r head
(26) Rocker gear assemblies and push rods
(27) Fuel injection pumps
(28) Push rod guard tubes
(29) Fuel and valve cam followers
(30) Fuel pump feed r a il
(31) Water connections between cylinder head and crankcase
(32) Cylinder heads
(33) Engine governor
(3M-> Fuel pump control shafts and governor linkage
(35) Pistons and connecting rods
(36) Emergency governor (overspeed t r ip ) and a ir s ta rt d is trib u to r when fit te d
(37) Camshaft chain
(38) Camshaft gears
(39) Camshaft
(110) Flywheel
(til) Fuel dra in rai 1
(12) Water and o il pumps
0*3) A u x iliary drive (except on 8.V. engines)
(11) Crankshaft o il thrower cover
( i s ) F itte d bolts between crankcase and bedplate
(16) Crankcase
(17) Main bearings caps and top h alf bearing shells
(18) Thrust main bearings bottom h alf.

DISMANTLING INSTRUCTION A 7 0 9 / 9 / 1 /
(49) Crankshaft
(50) A u xiliary flywheel or viscous vibration damper (when f it t e d )
(51) Bottom half bearing shells
(52) Camshaft d riv e interm ediate pinions

BEDPLATE AND MAIN BEARINGS INSTRUCTION A 7 I 0 / 6 / I / I
CONTENTS
GENERAL 3
MAINTENANCE . 3
Light overhaul 3
Heavy overhaul 4
Checking bearing "n ip "
DISMANTLING
d- in in
Removing the crankcase
Removing bearing s h e lls (crankcase f it t e d )
Removing bearing sh e lls (crankcase removed)
in
ASSEMBLY
in®
Assembling bearing s h e lls (crankcase f i t t e d )
Assembling main bearings and crankshaft
N S
Tightening main bearing bolts
R e fittin g the crankcase
SPECIAL TOOLS REQUIRED
DATA

BEDPLATE AND MAIN BEARINGS INSTRUCTION A 7 I 0 / 6 / I / 2
Main Lub. Oil Gallery Inlet
Drain Pump Suction
TYPICAL BEDPLATE
Tighten Nuts lightly

on this side
JO U R N A L GAUGE
Tool ref. 7IO/I M EASURIN G BEA RIN G C A P NIP'

BEDPLATE AND MAIN BEARINGS INSTRUCTION A 7 I 0 / 6 / 2 / 3
GENERAL
The bedplate is a one-piece iron allo y casting with integral mounting feet; it has
ribbed diaphragms which support the main bearings. Each diaphragm is at a bearingstation and
is d r ille d to convey lubricating o il from the high pressure o il gallery to the main bearings.
The main bearings are precision made steel sh e lls lined with lead bronze and flashed
with lead or lead-tin on the bearing surface. Each bearing consists of two halves, dowel led
together at the butt-faces, located a x ia lly and prevented from turning by a dowel in the
bearing cap. The half-bearings can be removed one at a time, without removing the crankcase
or the crankshaft.
The main bearing caps are located by registers formed on the bedplate diaphragms to
which they are secured by nuts and bolts.
Shims are not fitte d and the bearings cannot be adjusted to take up wear. New bearings a
assembled without scraping or hand-fitting.
The crankshaft is located a x ia lly by a flanged th rust bearing, fit te d in the narrow main
bearing station prior to the flywheel end wide main bearing station, and held by a two-stud bolt
cap. The centre and flywheel end main bearings are secured by four-stud bolt caps and the re
maining bearings held by two-stud bolt baps.
Provision is made for the f it t in g of immersion heaters in the bedplate.
MAINTENANCE
Light overhaul
Remove the bearing caps and top h alf bearing sh e lls , gaining access by removing the
crankcase doors. Mark the s h e lls to place if not already narked. Inspect the mating faces of
the caps and bedplate for bruises or other damage, dressing as necessary. Examine each top
and bottom h a lf bearing shell fo r cracking or wiping of the lin in g. Check the backs of the
shells for fre ttin g ; s lig h t fre ttin g is of l i t t l e importance, but, if there is metal transfer
between the bearing shell and the web or cap, replace the bearing she 11 and clean up the web
or cap as necessary. When abnormal wear is discovered, a ll bearing sh e lls must be renewed.
N O T E :-L o w e r h a t f b e a r in g s must be removed one a t a time and rep la c e d b efore

the n e x t is removed; t h i s ensures that the c r a n k s h a f t is n o t t e f t
u n s up p orte d o v e r more than two crank l e n g t h s . .
When a lower half-bearing is removed, the crankshaft journal can be measured by means
of a journal gauge, tool ref. T .710/1, and fe e le r gauges. Check at three positions, 120 apart,
to detect any o v a lity , The journal surface should be cleaned up as necessary as detailed in
the CRANKSHAFT instruction.
I f the condition of bearings and journals is s a tisfa cto ry, reassemble the bearings as
detailed later.

BEDPLATE AND MAIN BEARINGS INSTRUCTION A 7 I 0 / 6 / I M
Heavy overhaul
Remove the crankcase, bearings and crankshaft as described under DISMANTLING ar^ ex -
amine the crankshaft journals for wear as detailed in the CRANKSHAFT in stru ction . New
main bearings, of the correct undersize, must be fit te d if the crankshaft journals are re-
machi ned.
Examine the bearings ( i f they are to be considered for further use) and, from thejnarkin
on the lin in gs, that the crankshaft is bedding evenly. Measure the thickness of the bearing
shell at each end of the ax ial cen treline and at 15° on e ith e r side by means of a ball-ended
micrometer. A lte rn a tiv e ly , assemble the bearing cap to the bedplate, f u lly tighten the nuts th
measure the bore using an inside micrometer. Use an outside micrometer to measure tteicranksha
journal diameter. From the measurements thus obtained, establish the running clearance fo r eac
bearing. When any clearance exceeds 0.015 in. (.38 mm.) or if va ria tio n s in shell thickness
have occurred due to unequal rates of wear between individual bearings, f i t new bearings throug
out.
As the bearing, cap seats s o lid ly on the bedplate only when the nuts are co rrectly tig h t
thus "nipping11: the bearing in its housing, tie 'b e a rin g clearances must not be reduced by f ilin g
the butt-faces of the bearing s h e lls . The "nip" dimensions must be retained and therefore he
the running clearances exceed the maximum permitted d intension, new bearing s h e lls must bc^vitte
throughout.
Examine the sp iral spring pins securing the lower nuts of the main bearing bolts. Renew
that are loose or broken.
Clean the bedplate thoroughly with white s p ir it or a proprietary degreasant. Remove a ll

traces of jo in tin g compound and inspect those faces of the bedplate which mate with the crankce
and bearing caps for bruises or other damage. Flush through a ll lu b ricatin g passages to ensur
that they are cle a r. The internal o il g allery, f it t e d in the bedplate should not be removed
fo r cleaning purposes.
I f i t should be necessary to remove the g a lle ry fo r any other reason, care must be taken
ensure that the "0" rings fitte d at each bearing station are renewed. This w ill minimise the
risk of o il leakage and subsequent loss of pressure.
Examine the painted internal surfaces of the bedplate and, when necessary,re p a in tw ith
two coats of o il re sistin g enamel^, brushing i t weil into the pores of the metal.
Checking bearing "n ip "
To check bearing "n ip ", assemble the lower and top h alf bearing s h e lls in position in the
bedplate, f i t the bearing cap and tighten the nuts to ensure that a ll parts are seated.
Release the tension on the bolts then lig h tly tighten the nut or nuts on one side of the
to 20-30 lb ./ ft. (27-11 kg.m). Use the fe e le r gauges to measure the gap between the bedplate
and the bearing cap at the opposite side. The fe e le r gauges must be inserted close to the
bearing s h e ll; the gap should be between 0.006 and 0.011 in, (.152 to .279 mm.).
DISMANTLING
Removing the crankcase
When separating the crankcase from the bedplate remove a ll bolts, including the two fit te c
bolts.

Removi ng b e a r i n g s h e l l s (crankcase f i t t e d )
Remove the main bearing cap by means of extractor (tool ref. T .710/2). Separate the top
half and lower h alf bearing shells using a 23/32 in. (T8.26 mm.) diameter rod in the dowel hole
and remove the top h alf bearing.
To remove the lower h alf bearing, f i t tool ref. T .710/11 in the journal o il hole and
turn the crankshaft to ro ll out the bearing.
Access to the outrigger bearing is gained by removing the cover plate at the flywheel end
of the crankcase. Attach tool ref. T.710/4 to the flywheel coupling flange and rotate the
crankshaft to ro ll out the bearing.
N O T E :-T h e c ra n k s h a f t must never be l e f t unsup p orte d o v e r more than two c rankpin

le n g t h s , therefore, lo wer h a l f s h e l l s must be removed one a t a time, eacn
one b e in g examined and r e t u r n e d to p la c e b e f o r e the n e x t is removed. _
Tool ref.T. 710/2 Tool ref.T 710/11 Tool ref.T 710/4
Separating lop Half Bear

ing She 11 from LaM rH atf Tool ref.T.710/l 1assembled Tool ref.T.710/4 assembled
Removing Main Searing Cap Bearing Shell by means of in Journal to roll out(and on Crankshaft Flange to
using a Round Steel Bar. insert roll in) Lower Half Bear remove Outrigger Low er
Tool ref.T.710/2 ed in Bearing.Dowel Hole ing Shell H alf Bearing Shell
CAP AND MAIN BEA RIN G R EM O V A L
ReniovIrig:beacing. s h e lls (crankcase-removed) , .
Remove the bearing caps and separate the top and bottom h alf bearings as already described.
Assemble tool ref. T .710/11 in the o il hole of the thrust-bearing journal and ro ll out the lower
h a lf of the^thrust bearings.
N O T E : - i t is i m p o r ta n t to f o l l o w the above p ro ce d u re to a v o id r i s k o f damage to the

t h r u s t faces.
L i f t out the crankshaft from the bedplate then remove the lower h a lf bearing shells.
ASSEMBLY
Assembling bearing s h e lls (crankcase f it t e d )
3
Before assembly, coat the bearing surfaces with running-in compound . When the old bearings
are used again, ensure that they are returned to th e ir o rig in a l positions. New bearings must be

assembled without hand f it t in g and should be marked to place for future id e n tific a tio n .
When assembling a lower h alf bearing, the guide tool ref, T .710/5 should be used to align
the edges of the bearing with the side face of the housing. F it tool T .710/3 to T .710/11 to
the journal o il hole and ro ll the bearing into the housing.Locate the bearing retainer to keep
the bearing in position when the crankshaft is turned to remove the tool from the o il hole.
The lower h alf bearing should be positioned in the housing so that the ends of the bearings
are below the lip s of the housing by.3/16 in. (4.76 mm.) on each side. This w ill ensure that the
top h a lf bearing can be c o rre c tly positioned so that the hole inthe bearing w ill re g iste r with
the cap dowel when the bearing cap is fitte d .
Assemble the top h a lf bearing and the. bearing cap, taking care that the dowel in the
cap enters the hole in the bearing without d if f ic u lt y . The bearing cap is a tig h t f i t between
the bedplate registers and w ill have to be tapped into place with a soft-faced m allet.
Tighten the main bearing bolts as described la te r in th is instruction.
Tool ref.T.71C/t ‘Slave'Nut hand tight ^ (4,76 mm.) Bore X 'S a v e ' Nut
Tool ref.T. 7IO /lO I2SWG (hand tight)
(36.1mm.) /
X
2,64mn^ Mosher
M .S .\
Plate
2 —x -2*
4 16
(57, IS *
•r
4,76 mm.) (5875mm)
■ ^ n r ? \ p 1^ | f ® T
Tool ref.T. 710/5
Tbdref.T710/IO retained by
Main Bearing Slave Nut(hand
tight) to restrain Lower Lower Half Bearing Shell 0-1875"+0-01CT ■
( 4 ,76 mm. +0,2 5 mm.)
Half Bearing Shell when positioned for assembly of
Tool ref.T7IO/11 used with Crankshaft is turned back Top Half Bearing Shell Tools manufactured locally
Tool ref.T.710/5 to insert ward to a point where Tool and alignment of Bearing- to retain Lower Half Bearing
Lower Half Bearing Shell. ref.T. 710/3 or T.710/11 can Cap Dowel. Shell securely in position
be removed. (2 off per bearing ^
MAIN BEA RIN G R E A S S E M B L Y
AssemblIng main bearings and crankshaft

Assemble: the lower h a lf bearings (except the thrust bearing) into the bedplate, using the
guide tool re .fi;T:7I0/5,._to^nsure.;that thsybearlngs are aligned with the side faces 1 a f :the- housings
the ris e cureX h e k T n .p l ace with retaining to o ts a s illu s tr a te d above. The illu s tr a tio n is f u t ljr
dimensioned to enable operators to make up those retaining tools from local supplies.
j3 lower the crankshaft into position
Coat the bearing surfaces with running-in compound
in th© bearings then f i t the lower h alf thrust bearing.
NOTE: - I 1 is e s s e n t i a ! th a t the c ra n k s h a f t is in p o s i t i o n b e f o r e the lo w er ha t f t h r u s t

b e a r in g is f i t t e d to the b e d p la t e . ■
F it the top h alf bearing and bearing caps as previously described and tension the main
bearing bolts. Check the end clearance of the crankshaft a fte r assembling the thrust bearing.

BEDPLATE AND MAIN BEARINGS INSTRUCTION A 7 I 0 / 6 / 2 / 7
T ig h t e n in g m ain b e a r in g b o lt s
Before f it t in g , check a ll nuts to ensure that the pressure faces are smooth, f la t and free
from bruises or other damage.
When assembling four-bolt caps, ensure that the nuts at the bottom end of the bolts are
assembled as illu s tra te d . Tighten the nuts evenly to normal tension to avoid any d isto rtio n and
to ensure that the two h alf bearings are pulled squarely together. The main bearing bolts must
then be f u lly tensioned by further tightening until the bolts are stretched 0.016 to 0.018 in.
(.106 to .156 mm.). To do th is, slacken one bolt u n til i t is hand-tight, place the stretch gauge
(tool ref. T.710/6) on the slackened bolt and use the fee ler gauges to.measure the gap between the
upper end of the bearing bolt and the anvil of the stretch gauge. Re-tighten the nut until the
bolt length has been increased by the requisite amount as indicated by the decrease in fee ler gauge
reading. Repeat th is procedure on a ll the remaining bolts.
The main bearing nuts are normally tightened by means of a standard 9ocketpspanner and
tommy bar (normally included with any general purpose tools supplied with the engine), but a
special tool ref. T.710/7 is availab le for use for tightening or slackening main bearing nuts
when the crankcase has not been removed. Use of this tool w ill f a c ilit a t e the operation and
reduce the manual e ffo r t required.
Once the heavy tension on the bolt has been relieved, the tool can be used as a ratchet
spanner fo r normal purposes by withdrawing the pin and detaching the ratchet handle.
For slackening bolts which are fu lly ' tensioned• or f ° r tightening bolts, the tool is fitte d
to a crankcase doorway adjacent to the main bearing nut concerned, as illu s tra te d . A fter the
nut on one side has been tensioned, the tool is transferred to the crankcase doorway on the
opposite side of the crankcase to tension the opposite bearing bolt.
* When a complete set of bearing nuts is to be tightened (or slackened) the tool needs to
be attached to alternate doorways only, the socket transferred to the adjacent bearing nut
(a fte r withdrawing the p in ), the handle turned over and reassembled as-shown in the- following
i 1lu stratio n . - . . . ....
When a ll bearing caps have been assembled and a ll bearing bolts are f u lly tensioned, check
the crankshaft alignment as detailed in the separate instruction.
R effttin g .th e.cran k case
Apply a good coating of jo in tin g compound1 to mating faces of the crankcase and bedplate
and r e f i t the crankcase, ensuring that the fitte d bolts-are inserted f ir s t .
Ref. . Tool .
T.7I0/I GAUGE * crankshaft jou rnal
T.710/2 EXTRACTOR - main bearing cap
T.710/3 EXTRACTOR/INSERTER - main bearing shell - in line engines only
T .710/1 EXTRACTOR/INSERTER - lower half main bearing shell - outrigger
T .710/5 GUIOES (wide and narrow) - lower h alf main bearing shells
T .710/6 GAUGE - main bearing bo i t stretch
T.710/7 TIGHTENING TOOL - main bearing nut
T.710/8 TOMMY BAR AND SOCKET - main bearing nut
RETAINER - lower h a lf bearing-she 11
T.710/11 EXTRACTOR/INSERTER - lower half main bearing shell - V engines
onl y

of
MAIN BEA RIN G BO LT BOTTOM NUTS
MAIN BEARING BOLT TENSIONING TOOL

Tool r«f.T.71C/7

DATA
Running clearance - Hew 0.009 to 0.012 in. .228 to .304 mm.

- Renewal lim it 0.015 in. .381 mm.
- Max. permissible 0.018 in. .457 mm.
Thrust bearing length 3.3665 in. 85.509 mm.
Thrust bearing bolt length 14.1875 in. 360.35 mm*
Main bearing bolt stretch 0.016 to 0.018 in. .406 to .457 mm.
End clearance of shaft in thrust bearing ~ New 0.0045 to 0.008in. .114 to .203 mm.
- Max. permissible 0.015 in. .381 mm.
Main bearing dimensions

Size Shell thickness Bore (in housing)
in. - mm. in. - mm.

Standard 0.5605 to 0.561 14.23-to 14.24 8.2515 to 8.254 209.59 to 209.65
0.015 in. ( .381mm.)
Undersize 0.568 to 0.5685 11.43 to 14.44 8.2365 to 8.239 209.21 to-209.27
0.030 in. f.762mm,)
Undersize 0.5755 to 0.576 14.62-to 14.63 8.2215 to 8.224 208.83 to 208.89
0.045 in. (I.143mm.)
Undersize 0.583 to 0.583 14.81 to 14.82 8.2065 to 8.209 208.45 to 208.51
R eferences:- I . Use ’Wei I sea I ' J o i n t i n g Compound, manufactured toy: -

W elln o rth y L t d . , Lym ington, Hants.
A lte rn a tiv e ly , use ‘ H y l o n s r ' U n iv e r s a l J o i n t i n g Compound, m an u fa ctu re d b y :-
Marston L u b r i c a n t s L t d . , 9 N a y lo r S t r e e t , L iv e rp o o l 3
2. O il r e s i s t i n g enamel, manufactured by:~
H ill, Son and W a l l a c e , V e r n is h Works, B ro u gh to n , Manchester
3. • - O ild a g ' C o l l o i d a l G ra p h ite , m a n u fa ctu re d :-
Acheson C o l l o i d s Ltd ., P r i n c e Rock, Plymouth.
* T his must not be used in c o n c e n t ra t e d form, but should be mixed w ith

engine o i l in the r a t i o of four p a r ts o i l to one of g r n p h i t e .

BARRING EQUIPMENT INSTRUCTION A712/I9/1/I
BARRING EQUIPMENT
CONTENTS
GENERAL . . . . . . . • • • 3
MAINTENANCE ....................................................... . • • • 3
DATA . . . .

BARRING EQUIPMENT INSTRUCTION A 7 I2 /I9/1/2
BARRING EQ U IP M EN T

BARRING EQUIPMENT INSTRUCTION A 7 I 2 / I 9 / I / 3
BARRING EQUIPMENT
GENERAL
Various maintenance and inspection procedures which have to be performed from time to
time, require the crankshaft to be turned, th is can be achieved by use of the e le c t r ic barring
gear. The barring equipment may be fitte d on the front or rear bank of the engine, depending
on the direction of rotation of the crankshaft.
The equipment consists of an e le c t r ic motor coupled to a gearbox, fit te d with an output

shaft, that drives a dog type coupling and pinion. When in operation the pinion mates with the
gear ring, fitte d onto the rini of the flywheel. The barring equipment turns the engine over
at a slow speed, the motor incorporating a shaft brake fo r immediate stopping thereby achieving
the correct crankshaft position fo r maintenance operations.
A barring gear interlock is fitte d , to prevent the engine from being started with the
pinion in place on the sh aft. The interlock assembly is independent of the engine and is mounted
adjacent to the e le c t r ic barring motor. The assembly consists of a bracket that is fitte d with
a microswitch. The interlock is a safety device to ensure that the engine cannot be run, while
the pinion is engaged with the gear ring on the flywheel. After the barring operation the pinion
and locking ring should be returned to the interlock bracket; th is action w ill tr ip the micro
switch lever and allow the engine to be run.
MAINTENANCE
Check backlash between pinion and gear ring.

Check the pinion fo r cracked or broken teeth.
Ensure that a ll parts are kept clean and lubricated.
For information regarding maintenance of the e le c tr ic motor and gearbox, refer to the
manufacturers publication which is supplied.
DATA
Pinion backlash 0.011 to 0.016 in. (0.35 to 0.11 mm.)

CRANKSHAFT INSTRUCTION A 7 I 2 / S / I / I
CRANKSHAFT
CONTENTS
GENERAL
MAINTENANCE 2
Light overhaul 2
Heavy overhaul 2
REMOVAL 3
REASSEMBLY 3
RECONDITIONING 3
DATA 3

CRANKSHAFT INSTRUCTION A 7 I 2 / 8 / I / 2
CRANKSHAFT
GENERAL
The crankshaft is machined from an allo y-ste el forging and i t is d r ille d through the
journals, webs and crankpins to provide Passages fo r pressure lu brication of the big-end bearings
and small-end bearings, e tc ., and for piston cooling. The flywheel coupling flange is an
integral part of the crankshaft which has balance weights fitte d and locked to the webs.
A s p lit gear is fit te d to the crankshaft to drive the two camshafts: on 3 cylin d er
engines th is gear also drives an id le r gear and balance gears. The s p lit gear is secured to
the crankshaft by spur wheel straps which are bolted to each side of the s p lit gear.
MAINTENANCE
Light overhaul
When the big-end and main bearings are removed, check the crankpins and journals for
o v a lity and wear. If the o v a lity has reached the maximum permissible lim it of O.OOd in. (.10 mm.)
and i f any crankpins or journals are damaged, the crankshaft must be reconditioned as detailed
under the separate heading RECONDITIONING,
Examine the surface of a ll crankpins and of each main bearing journal in turn as the
bearing is removed, for scratches or rough spots. I f any such defects are found they should be
smoothed away by means of a carborundum stone or fin e emery cloth. However, every care must
be taken to prevent abrasive matter from entering the lubricating o il system. In sert a wooden
plug In the crankpin or journal o il hole: when dealing with a journal, remove the bottom h alf
bearing shell and pack clean rag between the journal and thebearing housing. Remove a ll
packing and plugs a fte r cleaning o ff abrasive p a rticle s .
N O T E ;-A s the engine must n e v e r be ru n i f the crsnkshs f t is crecked. Any s u s p ic i o n

o f such demege s h o u ld be checked b e fo re the engine is r t b u i / t .
If the condition of any main bearing is suspect or if the driven machine has to be
removed and r e fitte d , the alignment of the crankshaft must be checked as detailed in the s e p a ra v
CRANKSHAFT ALIGNMENT in stru ction .
Check the flywheel and driven machine coupling bolts and if necessary, retighten them.
Check the s p lit gear on the crankshaft, ensure the teeth are undamaged, when abnormal
wear is discovered the gear must be renewed. Ensure the spur wheel straps are secure and a ll
s p lit pins are in place.
I f the engine is used to drive a generator, and the nuts of the generator coupling
bolts have been assembled at the generator side of the flywheel, i t w ill also be necessary
to remove the generator fan. Whenever the generator has been removed, take the opportunity
to reassemble the coupling bolts so that the nuts are on the engine side of the flywheel.
Heavy overhaul
When the crankshaft has been removed from the bedplate as detailed under REMOVAL,
i t must be thoroughly examined for cracks as detailed in the CRACK DETECTION instruction.
On no account is a cracked crankshaft to be returned to service.

CRANKSHAFT INSTRUCTION A 7 1 2 / 8 / 3 / 3
Check th e c r a n k p i n s and main b e a ring, j o u r n a l * f o r o v a l i t y and w ear. When th e o v a l i t y

reaches th e p e r m i s s i b l e l i m i t o f O . O O H i n . ( . 1 0 mm.) th e c r a n k p i n s and j o u r n a l s must be r e
co n d itio n ed , see RECONDITIONING.
REMOVAL
Before removing the crankshaft it is essential to remove the bottom h a lf shell of the
thrust bearing because, i f it is le ft in position, i t M i l l be d if f ic u lt to avoid damage to the
thrust faces of the bearing as the crankshaft is being withdrawn.
REASSEMBLY
The bottom h alf shell of the thrust bearing must not be re fitte d u n til the crankshaft has
been reassembled in the bedplate.
When f u lly assembled'in the bedplate and before the crankcase is fitte d , the crankshaft
alignment should be checked. The alignment should be checked again when the engine is fu lly
assembled and the driven machine fitte d .
RECONDITIONING
When any crankpin or journal is damaged or has reached the maximum p e rm is s ib le !im it of
o v a lity , the crankshaft must be removed from the engine and the crankpins and journals machined
to the minimum standard undersize at which the o v a lity or damage w ill be removed.
The standard undersizes are:-
0.015 in. .331 mm.

0,030 i n. .762 mm.
0.045 in. 1.143 mm.
After the crankpins and journals have been machined to th e ir new s iz e (s ), the bearing
surfaces must be highly polished. This can be done by lapping with a piece of emery tape which
has been well soaked in p araffin .
N O T E :-T h e b alance w e ig h ts t n a t are f i t t e d s h o u ld be re g a rde d as n o n -d e ta c h a b le .

S hould the n e c e s s i t y a r i s e f o r t h e i r removal, they must be marned to p la c e
f o r a c c u ra te i d e n t / f i c a t ion and assem bly.
DATA
'Journ al diameter (Standard) 8.242 to 3.244 in. 209.347 to 209.397 mm.
'Crankpin diameter (Standard) 7.242 to 7.244 in. 183.947 to 183.997 mm.
Thrust journal lengths (between faces) 5.624 to 5.626 in. 142.849 to 142.900 mm.
Maximum permissible o v a lity of pin or journal 0.004 in. 0.10 mm.
'The maximum permissible reduction of diameter on the crankpins and journals is of the
o riginal d ia ., but one diameter may be reduced by 0.125 in. (3.175 mm.) provided a ll other
crankpin and journal diameters are within the I)* lim it.
N O T E : - Mhen a r e d u c t io n in d ia m e te r ex ceeding H is r e q u i r e d , r e f e r e n c e s hould be
made to ou r e n g in e e r in g department b e fo re p r o c e e d i n g .
Torque wrench figures
Flywheel coupling bolts 450 lb. f t . 62.24 kg./m.
' See RECONDITIONING for permitted amounts and stages of andersize

CRANKSHAFT INSTRUCTION A 7 I 2 / I 7 / I / I
MARINE ENGINES
CONTENTS
GENERAL . . . . . .
PROCEDURE . .
F ir s t method
Second method . . . .
Hogging and sagging . • .
Driven machine
SPECIAL TOOLS REQUIRED . . . .

CRANKSHAFT INSTRUCTION A712 / 17 / 1 / 2
T.D.C
W ith Crankcase On
and Connecting Rods
in Engine
Axis of
Crankshaft
Axis of
Crankshaft
HOGGING
Axis Of
Crankshaft
SAGGING
CRANKSHAFT ALIG N M EN T

CRANKSHAFT INSTRUCTION A712 / 1 7 / 1 / 3
MARINE ENGINES
GENERAL
The alignment of the crankshaft in the main bearings is of utmost importance because
misalignment - which can be caused by uneven rates of wear, misalignment of the driven machine,
etc. - affe cts the main bearings and, by causing deflection s of the crankshaft, sets up undue
stresses in the shaft.
When the engine is assembled a t the works, the maximum amount of deflection is 0.002 in.
(.051 mm.). Whenever the engine is re b u ilt, with new bearings and a reconditioned crankshaft,
the deflection s should be w ithin th is fig u re. The alignment of the flywheel end of the crank
shaft is influenced by the position of the driven machine; therefore if the driven machine has
been disturbed, eith e r fo r a bearing change or fo r complete replacement, the alignment of the
crankthrow adjacent to the flywheel must be checked and the position of the driven machine bear
ing adjusted to give d eflection s w ithin the specified lim its , i f the lim its are s t i l l exceeded,
check the crankshaft for wear, o v a lity and d is to rtio n , then check the bedplate fo r truth of the
main bearing housing bores by means of a wire or mandrel.
PROCEDURE
There are two basic procedures involved in the checking of crankshaft alignment; the
f i r s t is the method used when the crankcase and main bearing caps are in position and the sec
ond is the method fo r use when the engine is undergoing heavy overhaul.
F ir s t method
(1) Set the crankshaft to 15° a fte r B.D.C. for the p a rticu la r cylin d er.
(2) Clean the countersunk holes in the inner faces of the crankweb andassembly the
d ia l gauge, tool ref. 712/2; rotate the gauge assembly two or three times to
ensure that the pointed extensions are registering in the countersunk holes.
Set the d ia l gauge to zero (back I ) .
(3) Turn the crankshaft to 90° a fte r B.O.C., note the reading (back 2); turn to T.D .C.,
note the reading (bottom); turn to 90° a fte r T.D.C., note the reading (fro n t); turn
to 45° before B.O.C. and note the reading (fro n t 2).
MOTE.' -W i t h the c o n n e c t in g r o d in p o s i t i o n . the B . D . C . r e a d in g cannot he taken due to
the c o n n e c tin g r o d f o u l i n g the d i a l gauge. Th e re fore the B . O .C . r e a d in g is
assessed from the mean o f the two r e a d in g s , 4 5 b e f o r e and a f t e r B . D . C .
{■0 Repeat the checks fo r a ll the other cylinders.
N O T E :-T h e t o t a l v a r i a t i o n between readin gs on any one c y l i n d e r p o s i t i o n s h o u ld n o t
exceed 0.004 in . (0.102 mm.), except f o r the f ly w h e e l end which s h o u ld n o t exceed
0.005 in . (o . 127 mm.) w i t h the f ly w h e e l f i t t e d and the damper end which s h o u ld
a l s o n o t exceed 0.005 in . (0. 127 mm.) w i t h the damper f i t t e d . . i f a f i g u r e in
excess o f t h i s is reached, ste p s s h o u ld be taken to c o r r e c t t h i s immediate t y .
i t may be found t h a t the d e f l e c t ion occurs o n ly a t the crank element n e a r e s t the
f t y w h e e i, p o i n t i n g to m is a / ignment o f the d r i v e n machine . . Such m is a lig n m e n t must
be c o r r e c t e d b e fo re the engine is run.

CRANKSHAFT INSTRUCTION A 7 l 2 / l 7 / l / « t
Second method
This method ia used when the crankcase, main bearing caps and top h a lf bearing s h e lls
are removed.
Proceed as fo llcw sl-
(1 ) F it the dummy top-half bearing s h e lls , tool ref. 712/1, to each side of the
crankthrow to be checked, assemble the bearing caps and tighten the nuts on
. one cap progressively using a bar about 12 in. (304.8 mm.) long, u n til it
becomes d i f f i c u l t to turn the shaft round by normal barring.
N O T E :-T h e n u ts s h o u l d be t i g h t e n e d e q u a l l y so t h a t the gap between cap and b e d p la te

is the same on b o th s i d e s .
(2) Mark the position of the nuts on the bolts by means of chalk or pencil and
slacken the nuts on one side of th is cap.
NOTE : - I t ■is n o t n e c e s s a r y t o r e le a s e the n u ts on b o th s id e s o f the cap to fre e

the c r a n k s h a f t . ,
(3 ) Repeat ( I ) and (2 ) on the other bearing cap.
(4) Turn the crankshaft u n til the crankpin is at T.D.C. and then retighten the main
bearing cap nuts to th e ir markings to clamp the crankshaft.
(5 ) Clean out the countersunk holes in the inner faces of the crankwebs and place the
d ia l gauge in position. Note the reading and then rotate the indicator three or
four times to check that the reading remains constant.
(6) Set the indicator to zero then record the readings at 90° a fte r T.D.C., B.D.C.
and 90° before T.D .C., tightening the nuts to th e ir markings each time before
checking the readings. Return the crankpin to T.D.C. and, a fte r retightening
the nuts, check th at the dial again registers zero. I f i t does not, repeat
the procedure with the d ia l gauge reset.
(7) Repeat ( I ) to (6 ) fo r a ll other crankpins, then remove the caps and dummy bearing
s h e lls , replace the normal sh ells and secure the caps.
Hogg i ng and sagg i ng

If the indicator is c o rre c tly set when the crankpin is. at T.D.C., a negative re a d irM
B.D.C. w ill indicate that the webs have closed s lig h tly , i . e . , that the crankshaft is sagging
at that p a rtic u la r throw. Conversely, a p o sitive reading at B.D.C. w ill show that the webs have
opened, i . e . , that the crankshaft is hogging, i f the misalignment is wholly in the v e r tic a l
plane, the readings at the front and back w ill be h a lf the B.D.C. reading.
Driven machine
I f the misalignment is confined to the crankthrows adjacent to the flywheel, the posltior.
of the driven machine should be adjusted to s u it by means of shims, esp e cially underneath the
pedestal bearing if one is f it t e d .
Tool ref'. T it le
712/1 Dummy bearing shell
712/2 Deflection indicator d ia l gauge.

INSTRUCTION A 7 I 3 / 2 / 2 / I
VIBRATION DAMPER
VISCOUS VIBRATION OAMPER
CONTENTS
GENERAL ..................................................................
OPERATION ..................................................................
MAINTENANCE .......................................................
15,000 hours . . . .
OBTAINING SAMPLE OF SILICONE FLUID .

VIBRATION DAMPER INSTRUCTION A 7 I 3 / 2 / 2 / 2
VISCOUS VIBRATION DAMPER
GENERAL
According to operational requirements, these dampers are fit te d at the free-end of the
crankshaft - e ith e r singly or back-to-back as a p air - to reduce torsional vib ra tio n s.
The c r i t i c a l speeds at which vib ra tio n stresses are highest are by design, away from
the maximum continuous running speeds; however, stresses occurring at lower speeds must be
controlled also.
Each damper is a sealed unit containing an internal flywheel which is a free f i t in the
casing. The small clearance between the flywheel and the casing is f i lle d with a s ilico n e
flu id of high v is c o s ity which is not g reatly affected by temperature va ria tio n s.
OPERATION
At resonant speeds, the casing takes up the vibratory motion of the crankshaft w h ilst the
internal flywheel tends to revolve uniformly, The re la tiv e motion produces shear forces in
the s ilic o n e flu id , which minimise crankshaft vibration s. The performance of the damper
depends upon the s tate of v is c o s ity of the s ilic o n e flu id in the casing and if the v is co sity
f a l l s below a certain-value an increase in crankshaft torsional stresses may be expected.
I t is, therefore, necessary to take a sample of the flu id for examination at a major mainten- .
ance period.
MAINTENANCE
I t is strongly recommended that a defective damper be returned to the manufacturer,1

or his agent/Iicensee, fo r repair and that a spare damper is held in stock fo r immediate
replacement.
NOTE:- The damper should not be opened fo r examination unless s p e c i a li s t equipment is

a v a ila b le together with s k i l l e d personnel to make use o f i t .
When i t is impractical or uneconomical to return a defective damper, application for

information on its repair and maintenance should be made d ire c t to the manufacturer!.
I t is, however, permissible to obtain a sample (I c . c . ) of flu id from the damper and send
i t to our Service Department for examination and report. A special container, availab le from
our Service Department, should be used fo r extracting the flu id and then the container with
flu id should be despatched to us. The two ends of the container have d iffe re n t size threads
and up to fiv e samples {5 c .c . t o t a l) can be withdrawn before the damper requires r e f illin g .
D etails of actual running hours, engine type, engine s e ria l number and damper s e ria l number
should be firm ly fixed to the sample container before despatching to us. Following our
examination we w ill advise the user of the condition of the flu id and whether there is a need
for servicing or whether a fu rth er length of running time is allowable before another sample
should be taken.
I t is recommended that the v is c o s ity of the flu id should be examined and checked a t an
approximate period not exceeding 20,000 hours of operation. Therefore, to ensure that th is
period is not exceeded we have ca lle d for th is check to be made at 15,000 hours of operation.

VIBRATION DAMPER INSTRUCTION A 7 1 3 / 2 / 2 / 3
We would recommend that any report which we send in respect of dampers should be re
tained for reference, and i f several dampers are found to be in good condition at 15,000
hours the checking period can probably be extended once the rate of deterioration with time
has been established on a p a rticu la r engine build up and duty.
15,000 hours
Check the v is c o s ity of the s ilic o n e flu id in the damper.
OBTAINING SAMPLE OF SILICONE FLUID
Obtain the sample of s ilic o n e flu id from the damper as follow s:-
(1) Rotate the damper u n til the two f i l l e r plugs in the damper are approximately
horizontal and leave fo r at leaat three hours. Allow the damper to cool to
ambient temperature.
NOTE:. These conditions apply whether the damper i s f i t t e d on the engine or not.
(2 ) Prepare the sample container by removing its end cap nuts and ensure that the
container and nuts are not contaminated by grease, o il or other substances.
(3) With a suitable punch dress out the cover material peened into the slo t of one
of the f i l l e r plugs {to prevent unscrewing).
(4 ) Loosen and remove the f i l l e r plug from the damper and screw in the sample con
tain er, using the appropriate threaded end. As soon as flu id reaches the open
end of the container, screw on the outer cap nut, having f i r s t ensured that the
seal is in place in its groove. Do not allow an excessive quantity of s ilico n e
flu id to escape from the damper. Correct use of the sample container, as described
previously, allows a known quantity ( I c . c . ) of flu id to be extracted.
SILICONE SAMPLE CONTAINER FILLING PLUG

NOTE:- I f sample cannot be obtained as described i t is permissible to remove the other plug
and connect a nitrogen supply to the open hole. , ( I f nitrogen is not a vailab le then
a i r may be substituted, p ro vid in g that i t is adequately f i t t e r e d and d r ie d l. , Apply
the gas a t 50 lb. .per s q . . in. (344, 7 W/tt£) pressure and shut o f f the supply as soon
as the s ilic o n e f l u i d reaches theopen end o f the sample container. F i t the cap
and disconnect the gas supply than replace the p lu g with it s “O" ring.

VIBRATION DAMPER INSTRUCTION A 7 I 3 / 2 / 2 / ^
(iV) Remove the sample container and f i t the end cap nut on to the container,
ensuring that the seal is in position.
(5) R e fit the plug, together with its "0" ring, tightening to 25 l b . f . f t . (33.9 Nm)
torque. Do not overtighten. Lock the plugs, using a centre-punch or fla t-
ened punch to displace cover material into the s lo t of each plug.
(6 ) Ensure that the sample container is properly labelled with d e ta ils of engine
type, engine s e ria l number, hours run and damper s e ria l number. The la tte r is
stamped near the warning label on the damper cover.
R e f s r a n c a :- 1 H o ls e t E n g i n e e r ! n g Co. L td ., T u r n b rid g e , H ud d ersfield . E n glan d.

CRANKCASE INSTRUCTION A716 / 15 / 1/1
CRANKCASE
CONTENTS
GENERAL ............................................
HEAVY OVERHAUL . . . .
REASSEMBLY ............................................

CRANKCASE INSTRUCTION A 7 I 6 / I 5 / 1 / 2
CR ANKCASE

CRANKCASE INSTRUCTION A 7 I 6 / I 5 / I / 3
CRANKCASE
GENERAL
The crankcase, which is machined from an allo y iron casting, embodies the cylin d e r water
jackets and camshaft casings and has an integral a ir chest for the transfer of induction a ir to
the cylinder heads. It also incorporates transverse1diaphragms to s tiffe n the structure and to
support the camshaft bearings.
Ooors on each side of the crankcase are of the quick-release type with a single central
fastening knob,
HEAVY OVERHAUL
Remove the bolts, nuts and studs as detailed in the BEDPLATE AND MAIN BEARINGS instruction
then l i f t the crankcase off the bedplate.
Thoroughly clean the internal surfaces which are exposed to hot o il, using either a prop
rie ta ry degreasant or white s p ir it .
Clean and descale the watvr spaces and coat them with non-corrosive grey p a in t1.
Remove a ll traces of old jo in tin g compound from a ll surfaces. Examine a ll jo in t faces,

p a rtic u la rly the one mating with the bedplate, for bruises and damage; smooth out damage whenever
possible and check that a ll studs, e sp e cially those for the cylinder heads, are secure and
undamaged.
Examine the painted surfaces and repaint as required, using two coats of o iI- re s is tin g
enamel^, brushing the enamel well into the pores of the metal.
REASSEMBLY
3
Apply a good coat of jo in tin g compound to the mating faces of the crankcase and bedplate.
R e fit the crankcase to the bedplate and assemble the bolts, e tc ., as described in BEDPLATE AND
MAIN BEARINGS.
NOTE:-W henever a l i n e r has been reassembled o r renewed, s u b j e c t the crankcase to a

w ater p re s s u re t e s t to ensure tha t there is no leakage p a s t the tower s e a t i n g
r i n g o f the l i n e r . The c o r r e c t t e s t p re s s u re is 70 p . s . i . . ( ‘4 , 9 2 k g .s q .p m . ) ,
R e f e r e n c e s : - ) M an u fa ctured by M e ssrs. A. Sanderson & Co. L t d . , Kingston P a i n t Works, H u ll.
2 01 1 - r e s i s t i n g enamel - Grade P . 173; m anufa cture d by H i l l , Sons and W a l la c e

Ltd ., V a r n is h Works, Broughto n, M a n c h e s te r.
3 W ellseal J o i n t i n g Compound, manufactured by W e I I " o r t h y Ltd ., Lymingt on, H an ts .

A lte rn a tive ly , use Hylomar U n i v e r s a l J o i n t i n g Compound, marketed by Marston
Lu b ric an ts L t d ., 9 N a ylo r S t r e e t , L ive rp o o l 3

CRANKCASE INSTRUCTION A 7 I 6 / 6 / I / I
E X P LO S IO N R E L IE F V A L V E
CONTENTS:
GENERAL 3
MAINTENANCE ............................................................................................................... 3
Light overhaul . . . . . . . . . 3

CRANKCASE INSTRUCTION A716 / 6 / 1 / 2
Clam p Peg Clamp O Ring S e a l Sp acer Valve Spring
Clamp Lock,
Peg
Sp ecial N ut
Locking Pin
G auze
W asher
120
G as Escape
C irclip A pertu re in
C o ve r
Valve Spindle
O' Ring Seal Valve V alve C a rrie r and Door Knob Valve C o ver
E X P L O S IO N R E L IE F VALVE

CRANKCASE INSTRUCTION A 7 I 6 / 6 / I / 3
E X P LO S IO N R E L IE F V A LV E
GENERAL
The explosion r e lie f valve is fitte d to avoid a dangerous pressure rise and resultant
damage in the event of an explosion in the engine crankcase. I t comprises a spring-loaded r e lie f
valve and an oil-wetted wire gauze flame trap mounted in a plate fitte d to one of the crankcase
door apertures. The flame trap is located inside the crankcase where the lu b ricating o il splash
and mist w ill be s u ffic ie n t to maintain the gauze in an oil-wetted condition. Construction of the
valve is such that the flame trap w ill absorb much of the heat of an explosion before passing
f 1ame.
The r e lie f valve is normally closed, but opens at a very low pressure in the event of a
crankcase explosion. Escaping gases are deflected downwards through an escape aperture in the re
l i e f valve cover and the valve closes immediately a fte r pressure r e lie f to prevent the ingress of
a charge o f fresh ai r.
MAINTENANCE
Light overhaul
Remove and dismantle the valve assembly then clean a ll parts. Examine the flame trap
gauzes which should be renewed i f damaged. Inspect the sealing rings on the spindle and the p e ri
phery of the r e lie f valve, renewing as necessary. Renew the valve spring i f necessary.
Lubricate the r e lie f valve sealing ring and assemble the valve. Check that the valve
opens and closes co rrectly and in s ta ll the assembly on the crankcase.

CRANKCASE INSTRUCTION A 7 I 6 / U / I / I
CRANKCASE BREATHER
CONTENTS
GENERAL 2
MAINTENANCE . 2
DATA . 2

CRANKCASE INSTRUCTION A716 / 1 4 / 1 / 2
CRANKCASE BREATHER
CRANKCASE BREATHER
GENERAL
Crankcase pressure, a ris in g from blow-by of combustion gas past the piston rings, is
relieved through the crankcase breather. The pressure, i f unrelieved, could cause leakage of
lubricating o il through the crankshaft o il seels.
Under normal running conditions, the crankcase is f ille d with warm a ir , laden with o il
mist, together with small q u an tities of combustion gases which pass through the breather into
the piping which allows them to escape to atmosphere w h ilst draining the o il mist back into
the crankcase.
In the event of a crankcase explosion, the sudden pressure rise is relieved through the
open disc valve. The primary pressure wave is followed by a p a rtia l vacuum in the crankcase
which closes the valve thus preventing the inrush of a charge of a ir which could cause a
secondary and more vio le n t explosion.
No matter how good the condition of the engine, there always w ill be a small amount of
blow-by past the piston rings. When excessive smoke from the breather o u tle t indicates that
blow-by has assumed abnormal proportions, the pistons should be withdrawn for examination.
MAINTENANCE
No maintenance is required other than ensuring that the valve works fre e ly .
DATA
Valve spring free length - New 3.3/8 in. (85.725 mm.
Min. permissible 3.1/8 in. (79.375 mm.)

CYLINDER LINERS INSTRUCTION A 7 I 8 / 4 / I / I
CYLINDER LINERS
CONTENTS
GENERAL 3
MAINTENANCE . .......................................................................................3
Light overhaul ............................................................................ 3
Heavy overhaul .......................................................................................3
REMOVAL . . . . . . . 3
REFITTING . ............................................................................3
RIDGE REMOVAL ...................................................... 4
REMOVAL OF GLAZING ............................................................................... 4
SPECIAL TOOLS REQUIRED .
DATA .

CYLINDER LINERS INSTRUCTION A718 / 4 / 1 / 2
Tool Ref.718/1 Tool R«1.7l8/2
W ITH D RA W A L L IF T IN G IN S E R T IO N
W ITH D RA W A L ano IN S E R T IO N
C Y LIN D E R LINER

CYLINDER LINERS INSTRUCTION A 7 I 8 / H / I / 3
CYLINDER LINERS
GENERAL
The cast iron a llo y liners ere of the separately-inserted wet type, flanged at the top.
Each lin e r is secured in position by a cylinder head and the jo in t is made by a soft iron rin
Another soft iron ring is fit t e d between the underside of the lin e r flange and the crankcase.
Two synthetic-rubber rings, fit te d in external grooves in the lower end of the lin er,' form
a watertight seal with the crankcase.
MAINTENANCE
Light overhaul
Examine the lin e r bores for abnormalities such as scoring and fo r other indications of
in cip ien t troubles.
Check the bore at the top lim it of ring tra v e l, i . e . , approximately 2.3/8 in. (60.32 mm.)
below the top of the lin e r, by means of an inside micrometer, taking two sets of readings at
90° from each other (a x ia lly and transversely to the crankshaft centre lin e ).
If the bore at the top lim it of ring travel exceeds the maximum permissible figure given
under DATA, or i f the surface of the bore is unsatisfactory, the lin er must be removed and a
replacement fitte d .
If the size and condition of the bore are s a tisfa cto ry, the ridge which w ill have formed at
the upper lim it of ring travel must be removed as detailed under RIDGE REMOVAL.
Heavy overhaul
Withdraw each cylinder lin e r as detailed under REMOVAL. Check the bore for wear or
damage and remove the ridge above the upper lim it of ring tra v e l. Clean the surfaces of the
lin e r which are-normally in contact with water and coat them with anti-corrosive grey paint to
retard corrosion and scale formation.
Remove and discard the synthetic rubber rings from the lin e r grooves.
Examine the painted s k ir t of the lin er and, if necessary, apply two coats of o il- re s is tin g
,2
enamel.
REMOVAL
Before attempting to remove a lin e r, take great care to cover the in te rio r of the crank
case below the lin e r to ensure that no d ir t or scale from the water spaces f a lls into the bed
plate during the removal procedure. The covering should be le ft in place u n til the replacement
1iner is in position.
Withdraw the lin e r by means of the gear illu s tra te d (tool ref. 718/1) u n til the sealing
rings are free of the lower bore of the crankcase, f i t the lif t in g slin g and remove the upper
locknuts then 1i f t the 1iner from the crankcase.
REF i n ING
Examine the mating faces of the crankcase and the lin e r flange, removing any burrs or
damage. F it a new jo in t ring under the lin e r flange,' securing with boiled o il, gold size or

CYLINDER LINERS INSTRUCTION A718 / 4 - / 1/t*
join tin g compound3* Both surfaces of the ring should be covered with the sea la n t.
F it the lif t in g tool (r e f . 718/1). Smear the lower bore of the crankcase with so ft soap
to f a c ilit a t e entry of the sealing rings. F it new synthetic rubber rings to the lin e r grooves;
when in place, the rings should stand proud of the lin e r by 3/64 in. (1.19 mm.). Lower the
lin e r into the crankcase, matching the alignment marks on the lin e r flange and the crankcase.
When the lin e r ceases to move under its own weight into the bore, use the insertion tool
( r e f . .718/2) to press the lin e r home.
It is essential to keep the axis of the lin e r square with the face of the crankcase as the
sealing land enters the lower bore of the crankcase. Any tendency towards cross-binding should
be relieved by the application of a hide hammer or s im ilar soft-faced mallet to the side of the
lin e r which leans towards the crankcase face.
RIDGE REMOVAL
If pistons and/or piston rings are changed, the ridge formed at the upper travel lim it
of the top piston ring must be removed from the lin e r. The ridge should be machined out to
give a smooth taper between the worn and unworn parts of the lin e r.
REMOVAL OF GLAZING
If lin ers are so smooth that they appear glazed, the "glazing" must be removed before new
piston rings are fit te d to f a c ilit a t e correct bedding-in of the rings. It should be removed by
using a medium-grade carborundum stone or emery cloth, applying with a sw irlin g movement.
Tool r e f. T it le
718/1 WITHDRAWAL AND LIFTING GEAR

718/2 INSERTION GEAR
DATA
Bore diameter
New 10.000 to 10.002 in. 254 to 254.05 mm.
Max. permissible 10.040 in. 255.01
Liner to crankcase jo in t thickness 0.020 in. 0.508 mm.
Synthetic rubber ring section diameter 5/16 in. 7.94 mm.
R e f e r e n c e s : * 1 Anl i c o r r o s i v e gray p a i n t , manuf actu rad by M e ssr s. A San d ers on and Co, L td .,
Kin g*to n e P a i n t Works, H u ll.
2 Oi 1- r e s i s t ing enam el, m anufactured by H i l l , Sons and W a l l a c e L t d . , V a r n is h Works,
B ro u gh to n , M an ch e s te r.
3 S t a g Brand j o i n t i n g compound, manuf ac tu r a d by Beacon E n g i n e e r i n g Co. L t d . ,
P i c c a d i l l y , M a n c h e s te r.

AUXILIARY DRIVE INSTRUCTION A 7 2 0 / 4 5 / I / I
AUXILIARY DRIVE
(Standard Rotation)
CONTENTS
GENERAL .......................................................
MAINTENANCE .......................................................
5,000 hours . . . .
Heavy overhaul . . . .
DISMANTLING ............................................
REASSEMBLY...........................................................
DATA

INSTRUCTION A 7 2 0 / « / 2 / 2
AUXILIARY DRIVE
Mam Driving Gear Lub.O il to Idler Gears

Idler G ear Shaft and Pump Driving Gears
Blank mg Piece
Pressure Oil Sealed O ff Withdrawal Holes

A« ^2 B. S. Fine
B " i^ B .S . Fine
Pressure O il Supply -"1^ Auxiliary Drive Casinq
OILWAYS AND ID LER GEAR DETAILS
AUXILIARY DRIVE

AUXILIARY DRIVE INSTRUCTION A 7 2 0 / 4 5 / I / 3
AUXILIARY DRIVE
(Standard Rotation)
GENERAL
The lubricating o il pump(s), water pump(s) and fuel tran sfer pump are driven from the free
end of the crankshaft through a spring drive and a tra in of gears.
Although the illu s tr a tio n opposite depicts four id le r gears with th e ir respective train s,
one or the other of these may be omitted, depending on the operational requirements.
MAINTENANCE
5,000 hours
Remove the water pumps and check the backlash between each o il pump driving gear and its
id le r gear. Remove the turbo-blower drain pipe connected to the crankcase and, by means of a dial
gauge, check the fuel transfer pump gear backlash. If any backlash exceeds the maximum permissible
f.igure quoted under DATA, dismantle the drive as detailed under DISMANTLING and f i t new gears.
N O T E :- / f pumps are removed a t any time f o r a purpose o t h e r than renewal o f the g e a rs, .
ensure th a t each pump is Kept t o g e th e r w i t h i t s gear f o r r e f i f f i n g to the o r i g
in a l p o s itio n .
Ensure that the oilways to the bushes are cle ar.
Heavy overhaul
Disconnect the associated pipework and remove the pumps and pumps drive casing as detailed
underDISMANTLING and use micrometers to determine the clearances between the shafts and th e ir
bushes. If any figure exceeds that quoted in DATA, renew the parts.
DISMANTLING
(1) Drain the lubricating o il and water from the engine, break the pipe connections at
the .pumps and turbo-blower drain, then remove the pumps.
(2) Using jacking screws remove the casing together with the id le r gears.
N O T E :-T h e c a s in g flange has two i in. 8 .S .F . tapped h o l e s , d ia m e tric a l ty-o p p o s ite , to

fa c ilita te the removal o f the casing.
(3) Remove fixings and thrust washer and withdraw the id le r gear from its shaft.
(4) Unscrew the nuts and extract the id le r gear shafts from the casing. Repeat for the
other id le r gears where fitte d .
REASSEMBLY
I f the backlash and journal clearances are within permissible lim its, and the o riginal
pumps are being re fitte d , the drive should be reassembled in the reverse order to that detailed
in DISMANTLING. Renew a ll jo in ts and seals.
DATA
Id le r gear bore 1.9996 to 2.0003 in. 50.79 to 50.808 mm.
Bush outside diameter 2.0007 to 2.0014 in. 50.818 to 50.836 mm.

a u x ilia r y d r ive I N S T R X T I O N A720/1+5/1
P it of bush in gear bore - interference 0.0004 to 0.0018 in. .010 to .046 mm.
Shaft diameter 1.620 to 1.621 in. 41.15 to 41.17 mm.
Bush bore 1.6246 to I .6253 in. 41.264 to 41.282mm.
Clearance of shaft in bush - New 0.0036 to 0.0053 i n. .091 to .135mm.
Max. permissible 0.011 in. .28 mm.
Id le r gear backlash - New 0.006 to 0.023 i n. .152 to . 584mm.
Max. permissible 0.045 in. 1■143mm.
End cover jo in t thickness - "K 1 in g e ro ilit" 1/32 in. . 794mm.

INSTRUCTION A 7 2 0 / W / I
AUXILIARY DRIVE
AUXILIARY DRIVE
(REVERSE ROTATION)
CONTENTS
GENERAL .......................................................
MAINTENANCE .......................................................
5,000 hours . . . .
Heavy overhaul
DISMANTLING .......................................................
REASSEMBLY .

INSTRUCTION A 7 2 0 / 4 6 / I / 2
AUXILIARY DRIVE
AUXILIARY DRIVE
M ain Driving G ear Lub. O il to Idler Gears

Idler G ear Shaft and Pump Driving Gears
Blanking Piece
Pressure O il Sealed O ff
B - ^ B .S .F t n e
Pressure O il Supply-' "’/1 ( " -A u x ilia r y D rive Casing
OILWAYS AND ID LE R G EA R DETAILS

AUXILIARY DRIVE INSTRUCTION A 7 2 0 / ^ 6 / l / 3
AUXILIARY DRIVE
(REVERSE R O TA T IO N )
GENERAL
The lubricating o il pump(s), water pump(s) and fuel tran sfer pump are driven from the
free end of the crankshaft through a spring drive and a tra in of gears.
Although the illu s tr a tio n opposite depicts two id le r gears with th e ir respective train s,
one or other of these may be omitted, depending on the operational requirements.
MAINTENANCE
5,000 hours
Remove the water pumps and check the backlash between each o i) pump driving gear and its
id le r gear. Remove the turbo-blower drain pipe connected to the crankcase and, by means of a
dial gauge, check the fuel tran sfer pump gear backlash. I f any backlash exceeds the maximum
permissible figure quoted under DATA, dismantle the drive as detailed under DISMANTLING and f i t
new gears.
N O T E : - / f pumps are removed a t any time f o r a purpose o t h e r than renewal o f the g e a r s ,

ensure that' each pump is kept t o g e t h e r w it h i t s g e a r f o r r e f i t t i n g to the o r i g
in a l p o s itio n .
Ensure that the oilways to the bushes are clear.
Heavy overhaul
Disconnect the associated pipework and remove the pumps and pumps drive casing as de
ta ile d under DISMANTLING and use micrometers to determine the clearances between the shafts and
th e ir bushes. I f any figure exceeds that quoted in DATA, renew the parts.
DISMANTLING
(1) Drain the lubricating o il and water from the engine, break the pipe connections at
the pumps and turbo-blower.drain, then remove the pumps.
(2 ) Using jacking screws remove the casing together with the id le r gears.
N O T E :-T h e c a s in g f la n g e has two i in. B .S .F . tapped h o le d , d i ametr i ca / ! y o p p o s ite to
fa c ilita te the removal o f the ca sin g . ,
(3) Remove fixings and thrust washer and withdraw the id le r gear from its shaft.
(N) Unscrew the nuts and extract the id le r gear shafts from the casing. Repeat for
second id le r gear where fitte d .
REASSEMBLY
I f the backlash and journal clearances are within- permissible lim its , and the original
pumps are being re fitte d , the drive should be reassembled in the reverse order to that detailed
in DISMANTLING. Renew a ll jo in ts and seals.
DATA
Id ler gear bore 1.9996 to 2.0003 in. 50.79 to 50.806 mm.
Bush outside diameter 2.0007 to 2.0014- in. 50.818 to 50.836mm.

AUXILIARY DRIVE INSTRUCTION A 7 2 0 / 4 6 / I / 4
F it of bush in gear bore - interference 0.0004 to 0.0018 in. .010 to .046

Shaft diameter 1.620 to 1.621 in. 41.15 to 41.17
Bush bore 1.6246 to 1.6253 in. 41.264 to 41.282 mm.
Clearance of shaft in bush - New 0.0036 to 0.0053 in. .091 to .135 mm.
Id le r gear backlash - New 0.006 to 0.023 in. .152 to .584 mm.
- Max. permissible 0.045 in. 1-143 mm.
End cover jo in t thickness - "K1ingeroi1it " 1/32 in. .794 mm.

AUXILIARY DRIVE INSTRUCTION A 7 2 2 / 5 / I / I
SPRING D R IVE
CONTENTS
GENERAL ............................................................................................................... 3
MAINTENANCE ................................................................... 3
Heavy overhaul . . . . . . . . . 3
DISMANTLING ............................................................................................................... 3
REASSEMBLY ............................................................................................................... 3
DATA . . . . . . . . . . . 3

AUXILIARY DRIVE INSTRUCTION A 7 2 2 / 5 / I / 2
SPRING D R IV E

AUXILIARY DRIVE INSTRUCTION A 7 2 2 / 5 / 2 / 3
SPRING DRIVE
GENERAL
The o il and water pumps are driven through spur gears, from the free end of the crank
shaft, by a r e s ilie n t drive. This drive is bolted to the crankshaft and can incorporate
damper(s) and/or distance p ie ce(s) according to engine build.
The spring drive consists of a body, spacer, spring retainers, c o il springs, main drive
gear, back and wrapper plates and ring dowels.
MAINTENANCE
Heavy overhaul
Examine the co il springs and renew any which are cracked or broken, or i f the free length
is below the minimum permissible figure quoted in DATA, Check the tightness of the nuts sec
uring the spring drive to the crankshaft.
DISMANTLING
(1) Disconnect the associated pipework and remove the o il and water pumps.
NOTE:- ! f pimps lire removed for arty purpose except renews! o f the spur gears, the pump
and its shun must be Kept together and r e f i t t e d m th e ir o r i g i n a l position s.
(2) Remove the drive casing fixings and the drive casing.
(3) Mark the components to place, remove the c ir c lip and main driving gear.
(4) Extract the securing screws and remove the wrapper plates.
(5) Withdraw the spring retainer pins and extract the.springs and th e ir retainers.
(6 ) Using a socket spanner, unscrew the nuts and remove the spring drive body,
damper(s) and the spacer body together with the ring dowels.
REASSEMBLY
(1 ) Ensure that a ll parts are clean and remove any burrs.

(2) Lig h tly o il the parts and, with the f it t in g marks co rre ctly related, assemble
in the reverse order quoted under DISMANTLING*
DATA
Spring- ( inner) - free length New 2 i in. 63.5 mm.

Min. permissible 2.5/16 in. 58.737 mm.
Spring (outer) - free length New 2 i in. 63.5 mm.
Min. permissible 2.5/16 in. 58.737 mm.
Main driving gear backlash New 0.007 to 0.027 in. .. 1788to.686 mm.
Max. permissible 0.055 in. 1.397 mm.
Securing nuts to be tightened to a torque of 140 lb .ft .

CAMSHAFTS AND DRIVE INSTRUCTION A 7 2 5 / I 0 / I / I
CAMSHAFTS AND DRIVE
CONTENTS
3
GENERAL ..................................................................
COMPLEMENTARY INSTRUCTIONS . . . . 3
MAINTENANCE ....................................................... 3
Light overhaul . . . . . 3
Heavy overhaul 5
DISMANTLING ....................................................... 5
Removing the camshaft gear wheel 5

Removing the timing gear and pinion . 6
Removing the- id le r gears 6
Removing the intermediate gear 6
Removing the crankshaft gear . 7
Fuel cam removal . . . . . 7
Camshaft removal . . . . . 7
8
CAMSHAFT BUSHES .......................................................
Removal . . . . . .
8
Replacement
8
9
ASSEMBLY ..................................................................
Fuel cam replacement . . . . 9

Camshaft assembly . . . . . 9
10
Camshaft gear wheel assembly
10
Crankshaft gear assembly
II
Intermediate gear assembly
II
Timing gear and pinion assembly
II
Id le r gear assembly . . . .
II
CAMSHAFT TIMING
II
Timing marks • ■ > •
Marking new camshafts and camshaft gear wheels 12
Camshaft timing adjustment 12
13
Checking valve timing
13
SPECIAL TOOLS REQUIRED ............................................
13
DATA , . . • • • * •

CAMSHAFTS AMO DRIVE INSTRUCTION A 7 2 5 / I 0 / I / 2
C A M S H A F T DRIVE
V EN G IN ES

CAMSHAFTS AMD DRIVE INSTRUCTION A 7 2 5 / I 0 / I / 3
CAMSHAFTS AND DRIVE
GENERAL
Two Camshafts are fit te d , one to each bank of cylinders, and they are driven from the
flywheel end of the camshaft through a tra in of hardened and ground spur gears.
Each complete camshaft consists of a number of two-cylinder length sections, joined by

s p lit couplings which also form part of the journal system. The camshaft journals run in pres
sure-lubricated bushes in the crankcase and the camshaft gear tra in is pressure-lubricated from
the main lubricating o il system and from a p air of o il sprays.
Except for the camshaft section nearest the flywheel end, the in le t and exhaust cams
arepressed on to the camshaft sections and located by keys, w h ilst each fuel cam is s p lit -
the two halves being held together by four capscrews and self-locking nuts and located by a
dowel and chuckscrew. The fuel cams may be removed without withdrawing the camshaft from the
engine. The camshaft section nearest the flywheel end is fit te d with detachable cams on the
inner portion only and has integral cams fo r the rearmost lin e.
CAMSHAFT SECTION
COMPLEMENTARY INSTRUCTIONS
The following instruction book sections should also be consulted for information to
supplement the information in th is section.
INSTRUCTION A730 GOVERNOR

INSTRUCTION A7N0 CYLINDER HEAOS AND VALVE GEAR
INSTRUCTION A7>15 FUEL INJECTION PUMPS
INSTRUCTION A780 RUNNING-IN AND TESTING
MAINTENANCE
Light overhaul
Examine the camshaft spur gears for damage or excessive wear. Renew if damaged or worn
excessively.
Examine the cams and cam follow er ro lle rs ; check that the r o lle rs are free to rotate
on th e ir pins. New parts should be fit te d as necessary.
Check the camshaft endfloat.

CAMSHAFT AND DRIVE INSTRUCTION A 7 2 5 / I 0 / I
Idler G ear* Pressure O il Supply
External Piping
Internal Piping
Crankcase Drillings, Shaft Bores, Bush Annuli
C A M S H A F T DRIVE LU B R ICA TIO N

V EN G IN ES
STANDARD ROTATION

CAMSHAFTS AND DRIVE INSTRUCTION A 7 2 5 / I 0 / I / 5
Heavy overhaul
Examine the gears, shafts and bushes- Check the running clearances and f i t new parts
as required.
Use fe e le r gauges to check the running clearances of the camshaft journals and bushes.
Remove the camshafts and check the journals, couplings and bushes fo r damage or wear. New parts
should be fitte d as necessary.
DISMANTLING
Before attempting any dismantling it is advisable to bar round the engine u n til the
timing marks on the camshaft gear wheel are coincident with the lin e of the longer face of the
crankcase aperture. This procedure ensures that the crankshaft and camshafts are set with No. I
cylin d e r on "B" bank at T.D.C. on the compression stroke and a ll gear-meshing marks are co rre c t
ly aligned for rapid inspection.
Removing the camshaft gear wheel

Before commencing, remove the thrust assembly. The complete assembly can be withdrawn
e a s ily a fte r removing the cover securing nuts.
N O T E :-O r "B" bank, it is n e cessary to d is c o n n e c t the g o v e r n o r lin k a g e and p ipew ork,

then remove the g o v e r n o r and d r i v e . ,
Proceed as follow s:-

(1) Release the locking plate and slacken the camshaft gear wheel nut.
(2) Insert the thrust pad removal tool ref. 725/5, between the thrust pad and nut.
Unscrew the nut to press off the th rust pad.
'VjJ
SI
BJ
CRANKCASE BUSH
EXTRACTION
Tool ref .725/22
(3) Withdraw the camshaft gear wheel from its taper, using the withdrawal tackle, tool
ref. 725/25.
NOTE: - A f t e r i n i t i a l t i g h t e n in g o f the screw, a p p ly two o r t h re e "shock" blows w i t h a

hammer to the head o f the j a c k i n g screw to "b re a k " the t a p e r f i t . , Remove the
too! when the wheel is f re e d from i t s t a p e r .,
(4) L i f t the gear wheel cle a r of the crankcase.

CAMSHAFTS AND DRIVE INSTRUCTION A 7 2 5 / I 0 / I / 6
NOTE : - The g o v e r n o r d r i v i n g g ear must be removed from the " 8 " bank camshaft ge a r wheel
b e f o r e the g e a r wheel can be w ithdraw n from the c r a n k c a s e . ,
End Flo at— 1 Adjusting

Screw
Crankcase Locknut
CAMSHAFT THRUST PAD CAMSHAFT GEAR WHEEL
Thrust Pad Sleeve
REMOVAL REMOVAL
THRUST ASSEM BLY Tool ret. 725/5 Tool ref. 725/6
Removing the timing gear and pinion

Each camshaft gear wheel is driven by a timing gear and pinion, and each assembly can be
removed, when its associated camshaft gear wheel has been removed, by proceeding as fo llo w s:-
(1) Support the assembly around the shank of the pinion, remove the four cover plate
securing screws and the two shaft-retaining screws then 1If.t o ff the cover plate.
F i t the withdrawing tool ref. 725/23, to the shaft and withdraw it from the crank
case.
(2) L i f t out the gear and pinion assembly.but do not disturb the special bo lts and nuts
securing the pinion to the gear.
NOTE: - The p i n i o n , ■.g e a r and s p e c i a l b o l t s and n u ts a re s e t in c o r r e c t r e l a t i o n s h i p ,
to g i v e a c c u r a te t im in g , on assembly and s h o u l d n o t n o r m a l l y r e q u i r e to be
s e p a ra te d . , However, i f s e p a r a t io n is n e c e s s a r y f o r any reason, be sure t h a t a l l
p a r t s are marked to p l a c e . , ( R e f e r to DATA f o r c o r r e c t torque lo a d in g o f b o l t s ) . ,
Removing the id le r gears

The Tdlergears can be removed without disturbing the rest of the gear tra in by ad
opting the following procedure:-
(1) Disconnect and remove the o il pipe assembly from the gear thrust plates.
(2) Mark the th rust plates to place then remove the fix ing s and take o ff each thrust
pTate in turn.
(3) Ease each gear o ff its spindle and l i f t i t out through the aperture in the top of
the crankcase.
Removing the intermediate gear
The intermediate gear cannot be removed unless the id le r gears have been withdrawn from
the crankcase.
Adopt the following procedure*.-
(1) Disconnect and remove the o il pipe from the thrust plate then remove the fix in g s
and the thrust plate.
(2) Support the gear through the aperture in the top of the crankcase an8 ease I t o ff
its spindle then l i f t i t out of the crankcase.

CAMSHAFT AND DRIVE INSTRUCTION A 7 2 5 / 1 0 / I / 7
N O T E : - t t may be n e c e s s a r y t o r o t a t e the c r a n k s h a f t so t h a t t he c r a n k s h a f t g e a r s t r a p
b o l t s do n o t f o u l the g e a r as i t i s b e i n g s l i d back o f f the s p i n d l e . ,
Removing the crankshaft gear

(1) Take o ff both halves of the crankshaft o il seal cover.
(2) Mark alt parts to f a c ilit a t e correct reassembly and hold together the twohalves
of the gear.
(3) Detach the two halves of the o il thrower (when fit t e d ) from the gear.
... (R) Withdraw the s p li t pins from the securing bolts then unscrew the nuts from the in
ner strap bolts. Extract the bolts and l i f t out the two halves of th is strap then
repeat the procedure to remove the outer strap.
(5) L i f t out the two halves of the gear and remove the key.
Fuel cam removal
Each fuel cam can be removed as required by releasing the four nuts and screws securing
the two halves together then withdrawing the screw and dowel locating the base c ir c le h a lf of
the cam. Ensure that a ll the parts fo r any one cam are kept together.
Camshaft removal
The compression release valves should be opened and the cambox, tappet and camshaft
gear wheel covers should be removed. The cylin d e r head top and front covers should be taken off
also.
Continue as follow s:-
(1) Remove the cover from the overspeed tr ip and the cover, or a ir startin g d istrib u to r,
from the free end of the camshafts.
(2) Take o ff the fuel injection pump and drive gear, valve rocker gear, push rods and
cam follower assemblies from each lin e .
N O T E : - t t is e s s e n t i a l th a t i n l e t and exhaust v a lv e s are d o s e d when removing the valve
r o c k e r g e a r and, i f the r o c k e r g e a r is removed in f i r i n g o r d e r sequence,
unnecessary t u r n i n g can be av o id e d , _
Cove r a l l open co n n e c tio n s on f u e l i n j e c t i o n pumps, i n j e c t o r s and p ip e s w it h caps
o r adhesive tape to p r e v e n t the e n t r y o f d i r t , etc. ,
(3) Disconnect external linkage and pipework coupled to the governor. Blank o ff the
pipes and connections.
(*0 Remove the camshaft thrust assembly. Release the thrust pad and nut, and the
camshaft gear .wheel, as previously described.
(5) Withdraw the camshaft from the free end of the engine. This is best done by eas
ing the camshaft along by means of hardwood levers inserted through the cambox
doorways, taking care to ensure that bushes are not damaged.as the cams pass
through them.
Guide Sleeves
GUIDE S L E E V E S
Tool ref. 725/7

CAMSHAFTS AND DRIVE INSTRUCTION A 7 2 5 / I 0 / 1 / 8
N O TE :-C a m s h a ft w it h d ra w a l is f a c i / / f a t e d b y u s in g s p e c i a l g uide s le e v e s , to o / r e f . ,
72S/7. , These s le e v e s , which can be p u rc h a s e d from Ruston D i e s e l s L t d . , f i t
o v e r the cams between the s h a f t j o u r n a l s . ,
Where space f o r camshaft w it h d r a w a l is r e s t r i c t e d , u ncouple the camshaft
s e c t io n s as they a re wi thdrawn. , This method r e q u i r e d a minimum w it h d r a w a l
d is t a n c e o f 3 f t . , S i n . , ( 1.0 6 7 m e t r e s ) from the face o f the o v e rsp e e d t r i p . ,
At the heavy overhaul period, when the drive has been f u lly dismantled, the camshafts
may be drawn out from e ith e r end of the crankcase as convenient.
CAMSHAFT BUSHES
Removal
To remove a camshaft bush from its housing, f i r s t remove the o il supply adaptor which
locks the bush to the crankcase, then using a tool sim ilar to the type illu s tra te d , withdraw
the bush.
•4 mAn.) 6 5 (158-75 mAn.)

3*(76-2nvh»;) --- 2'(5O-8mAn0
H
5-242'dia —
(133-15 mAn.)
5-745'dia
(145-92 ffl/ln.) a (l2 7mAn.)—j
3*
S t
7“(l77-e mAn)
"l6* (406-4m/m.) 1 'B.S.rine (2 S 4 mAn.) 3'(76-2mAi>)
CAM SHAFT BUSH EXTRACTION AND INSERTION
Replacement
When a new camshaft bush is to be fit te d , check the bush and the bore into which it
must f i t -to ensure freedom fromsurface blemishes. Proceed as follow s:-
(1) Coat the bore and the bush with o il and use a tool of the type illu s tra te d to pull
in the bush.
(2 ) Ensure that the o il hole in the bush is co rre ctly aligned with the adaptor hole in
the crankcase, then f i t the adaptor.

CAMSHAFTS AND DRIVE INSTRUCTION A 7 2 5 / I O / I / 9
ASSEMBLY
Fuel cam replacement
(1 ) Locate the two halves on the shaft, with the numbers on the cam halves adjacent,
and f i t the eapscrews through the cam contour h alf into the base c ir c le h alf.
Screw on the nuts lig h tly .
(2 ) Adjust the position of the base c ir c le h alf to align with the dowel hole in the
shaft and enter the dowel fo r preliminary location. Tighten the nutsslowly and
evenly then, with a 0.004 in. (0.10 mm.) shim between thetwo halves on oneside,
continue tightening on that side u n til the shim is ju s t "nipped".
(3) L ig h tly tighten the nuts on the opposite side and withdraw the shim.
(4) Tighten the nuts evenly, in diagonally-opposed pairs, to a torque loading of

30 lb f . f t . (40 Hm).
(5 ) Check that the gaps are equal and th at the cam is co rre c tly positioned on the shaft,
then tighten the nuts evenly, in diagonally-opposed~pairs, to a torque of 55 lb f .f t .
(75 Nm).
(6) Recheck the gaps, which should be equal and 0.002 in. (0.05 mm.) minimum, and should
reach the shaft along the f u ll length of the cam.
N O T E : -T h e gap a t the cam track must n o t exceed O .O I O i n . , <0.25 m m .} .,
(7) Tap the dowel f u lly home, f i t and tighten locating chuck screw and centre punch each
side to lock chuck screw in place.
Camshaft assembly
Examine the complete camshaft and the bushes before assembling; ensure that a ll tools
and components are clean. F i t the special sleeves i f a vailab le. Coat the bush bores and the
camshaft journals with "Oildag"* then proceed as follow s:-
(1) Assemble the camshafts into the crankcase. Use guide sleeves if availab le; other
wise, ease the camshaft through the crankcase by means of hardwood levers inserted
through the cambox doorways, taking care not to damage the bushes as the cams pass
through them.
(2) Engage the camshaft gear wheel on the taper and key as the shaft is pushed home.
Use a new locking plate and f i t the gear wheel nut hand-tight. Restrain the gear
wheel against rotation by use of the locking tool ref. 725/8. Tighten the nut.
Lock i t with the locking plate and then remove the locking tool.
(3) Reassemble the thrust pad to the gear wheel and r e f it the thrust assembly, using a
new jo in t. Set the camshaft endfloat by means of the screw and locknut as illu s
trated in Camshaft gear wheel removal, using fe e le r gauges to determine the clearance.
NOTE: Ôn "B" bank camshaft . g e a r wheel, fit the g o v e rn o r d r i v i n g g e a r a t t h i s s t a g e . .
F i t the g o v e r n o r d r i v e h o u s in g and the g ov e rn o r, w i t h the camshaft pushed a g e i n s t
the t h r u s t assembly, check the back I ash between the g o v e r n o r d r i v e gears then
re c o n n e c t the e x t e r n a l lin k a g e and p i p e w o r k . ,
(4) Assemble the fuel injection pump drive gear, fuel injection pump, cam follower
assemblies, push rods and valve gear to each lin er; f i t the cover of the overspeed
t r ip and the cover (or a ir startin g d is trib u to r) to the free end of the crankcase
then f i t the cambox, tappet, camshaft gear wheel and cylin d e r head (fro n t and top)
covers, using new jo in ts throughout. Reset the valve clearances as detailed in
the separate instruction CYLINDER HEADS AND VALVE GEAR. Close the compression
release valves.

CAMSHAFTS AND DRIVE INSTRUCTION A 7 2 5 / I 0 / I / 1 0
Camshaft gear wheel assembly
P rio r to f it t in g the camshaft gear wheel, examine the wheel and the taper end of the
camshaft for burrs or damage.
Proceed in the following stages:-
(l) Position the gear wheel on the camshaft taper and key, f i t a new locking plate
and screw on the nut hand-tight. Restrain the gear wheel against rotation by using
the locking tool and tighten the nut. Lock the nut with the locking plate and
remove the locking too).
N O T E :-O n " 8 " bank camshaft g e a r wheei, assemble the g o v e r n o r d r i v e g ea r.
CAM SHAFT G EAR W H E E L LOCKING TOOL

Tool ref. 725/6
(2) R e fit the thrust pad and the thrust assembly, using a new jo in t fo r the la tte r ,
then set the assembly to give the correct camshaft endfloat.
Crankshaft gear assembly
(1) Turn the crankshaft u n til the gear keyway is uppermost, at about 2 2 i° before the
v e r tic a l.
(2) F it the two halves of the gear around the crankshaft and support them in p o a i t i v
(3) Locate the two halves of the inner strap around the gear with the annular groove
located on the raised portion of the shaft and the mating marks c o rre c tly matched.
(<V) F it the bolts and screw up the nuts hand-tight, then s lid e the strap round u n til
the jo in t is J 7 i ° before the v e r tic a l.
(5) F i t the outer strap halves at the same angular settings as the inner strap and then
f i t the bolts and nuts hand-tight.
(6 ) Check the length of each bolt and tighten the nuts u n til the bolts are stretched
0.011 to 0.013.in. (.279 to .330 mm.), then sp lit- p in each nut to lock.
N O T E :-O n c e r t a i n app/ i c a t ions, an o i l t h ro w e r is f i t t e d to the o u t e r s t r a p and

s h o u l d be f i t t e d a t t h i s s ta g e . Coat the m a ting faces o f the throw er and the
s t r a p w i t h j o i n t i n g c o m p o u n d and fa ste n the thro w er in p o s i t i o n ; s e c u r e ■the
th ro w er w i t h the cap screws and l i g h t l y peen the th ro w e r to lock the screws.
E ns ure t h a t , when the o i l s e a / c o v e r i s . f i t t e d , th e re i s . 0 6 0 / . 0 7 0 in .
( I . S / . 8 mm./ c le a r a n c e between c o v e r and thro w er.
(7 ) Turn the crankshaft to T.D.C. of No. I cylin der on "B" bank.

CAMSHAFTS AHD DRIVE INSTRUCTION A 7 2 5 / I 0 / I / I I
Intermediate gear assembly

(1 ) Support the gear and lower it through the aperture in the top of the crankcase.
(2 ) Ease the gear into mesh and on to its spindle, locate the thrust plate and secure
by means of setscrews locked in pairs by the tab washers.
N O T E :~ t t may be n e c e s s a ry to r o t a t e the c r a n k s h a f t d u r in g t h is step to ensure t h a t the

g ear does n o t f o u l on the s t r a p b o l t s , b u t ensure th a t the s h a f t is r e t u r n e d to
i t s datum p o s i t i o n a f t e r w a r d s .
(3) Check that there is s u ffic ie n t endfloat and that the backlash between the inter-
meditate and crankshaft gears is within the lim its quoted in DATA.
Timing gear and pinion assembly

Before f it t in g the timing gear and pinion, set the camshaft so that the scribed lin e on
the camshaft gear wheel is aligned with the long face of the crankcase aperture. Proceed as
fol 1ows". -
(1) Lower the gear and pinion assembly through the top aperture in the crankcase and
mesh the marked tooth between the two marked teeth in the camshaft gear wheel.
(2) Slid e the shaft into position and f i t a new jo in t. Locate the cover plate and
s trip washer, screwing in the centre screws,
(3) F it and tighten the cover plate securing screws then tighten and lock the centre
screws.
(4 ) Check that the endfloat and the backlash between the camshaft gear wheel and the
gear and pinion assembly are within the lim its quoted in DATA.
Id le r gear assembly
Ensure that the camshafts and crankshaft are co rrectly aligned, i. e . , camshaft gear
wheel scribed lin es coincident with the crankcase faces and crankshaft set at T.D.C. on No. I
cyIin d er in "B" bank.
Continue as follow s:-

(1 ) Lower each gear in turn through the crankcase top aperture, easing it into mesh
and onto its spindle.
(2) F it the thrust plates, ensuring that they are located so that the arm points up
wards and outwards and the spray hole is towards the gear tra in . Secure the
plates by means of setscrews.
(3) Check the endfloat and backlash on each gear, ensuring that the dimensions are
within the tolerances quoted in DATA,
CAMSHAFT TIMING
Timing marks
In addition to the flywheel, the camshaft gear wheels and the camshaft free journals
are marked for timing purposes as illu s tra te d . The valve timing is co rrect 'when, with the crank
shaft set at T.D.C. for No. I cylin der of "B" bank, the timing marks on the rim of each camshaft
gear wheel are in lin e with the longer face of the crankcase aperture.
Whenever a camshaft, gear wheel, timing gear and pinion or crankshaft has been moved,
i t w ill be necessary to re-time the camshafts so that the crankshaft and the camshafts are
properly related.

CAMSHAFTS AND DRIVE INSTRUCTION A 7 2 5 / I 0 / I / I 2
M a rk in g new c a m s h a f ts and c a m s h a ft g e a r w h e e ls
Free end camshaft sections, free end journal bushes and camshaft gear wheels supplied as
replacements are not marked fo r timing purposes.
I t is essen tia l, before f it t in g a new gear wheel, to reproduce upon it the timing marks
exactly as on the o rig in al part.
When a new camshaft free end section and/or bush is required, reproduction of the timing
marks is more conveniently made a fte r assembly into the crankcase.
CAM SHAFT TIM IN G MARKS
Camshaft timing adjustment
To check the timing of the camshafts, bar the crankshaft round in the normal direction
of rotation to the. T.D.C. position (on the compression stroke) for Ho. I cylin d er on "B" bank.
The marks on each camshaft gear wheei should then coincide with the crankcase aperture face.
To compensate fo r small inaccuracies and to give fin e adjustment, the timing can be a l
tered by adjusting the timing gear in relatio n to the pinion.Such adjustment w ill become
necessary:-
(a ) A fter f it t in g new parts to the camshaft drive.

(b ) I f the timing is more than 2 ° from the timing figure quoted in GENERAL DATA.
Adjust as fo llo w s :-
(1) Remove the three bolts securing each timing gear to its pinion.
N O T E :-T h e nuts can be reached through the crankcase o u t e r w a tt a f t e r removing the

screwed p lu g s .
(2 ) Set each camshaft and the crankshaft to the correct position and find by t r ia l the
correct placea fo r the bolts.
(3) Insert the b o lts through the correctly-paired holes (in the gear and the pinion).
(H) Turn the engine u n til the bolts are in lin e with the holes in the crankcase then
f i t and tighten the nuts. R e fit the screwed plugs.
N O T E : - f t is im p o r ta n t to ensure t h a t t h i s p ro c e d u r e is o n l y used to c o r r e c t the t i m i n g .
I t s h o u ld n o t be used to change the t im i n g to a p o s i t i o n d i f f e r e n t from the f i g u r e
qu o te d in GENERAL DATA. .

c a m sh a fts and d r iv e INSTRUCTION A 7 2 5 / I 0 / 1 / 1 3
End Float Timing Geor

O -O lO 'to 0 0 2 0* Jo in t
(0 ,2 5 4 to 0,508m m .)
Pressure O il Supply Access Holes

through (3 )
Crankcase Drillings normally plugged)
Crankcase Bush Crankcase
Pinion Special Bolts

( driving Camshaft Gear Wheel) (3 )
T I M I N G G E A R AND P I N I O N
Checking valve timing
A more accurate check of valve timing can be made by noting theflywheel position, in
degrees, at the centre of cam dwell* Only one cam on each two-cylinder-length camshaft section
need be checked.
The figures obtained should not normally vary more than 2 ° e ith e r side of the designed
figures quoted below.
In le t cam, centre of dwell * •• 115° before B.D.C.
Exhaust cam, centre of dwell. .• 100° before T.D.C.
Ref. Tool
725/2 EXTRACTION SEAR - fo r intermediate pinion

bush and shaft
725/8 EXTRACTOR - fo r thrust pad
725/25 WITHDRAWING TACKLE - fo r camshaft gear wheel
725/7 GUIDE SLEEVE - for camshaft withdrawal
725/8 LOCK - fo r camshaft gear wheel
725/13 SPANNER - 1.5/8 in. whit. - fo r camshaft gear wheal locknut
725/24 EXTRACTOR - fo r crankcase bush (timing gear and pinion sh aft)
725/23 EXTRACTOR - fo r camshaft drive id le r gear shaft
- EXTRACTOR - fo r camshaft bushes 1 M #upp)je<J
- INSERTER - fo r camshaft bushes J
DATA
Camshaft bearings
Housing bore 5.7*194 to 5.7506 in. 146.035 to 146.065 mm.
F i t of bush In housing (in te rfe re n ce ) 0.000 to 0.0024 in. .000 to .061 mm.
Journal diameter 5.240 to 5.241 in. 133.096 to 133.121 mm.
Bush Inside diameter ( f it t e d ) 5.247 to 5.249 in. 133.274 to 133.324 mm.
Clearance of journal in bush - Mew 0.006 to 0.009 in. .152 to .229 mm.
Max. permissible 0.015 in. ■381 mm.

CAMSHAFTS AND DRIVE INSTRUCTION A 7 2 5 / I O / I / m
Camshaft endfloat 0.010 to 0.012 in. .254 to .305mm
Camshaft timing gear and pinion

Pinion bore 2.2496 to 2.2504 n. 57.14 to 57.16 mm.
Bush outside diameter 2.2504 to 2.2508 n. 57. 16 to 57.17 mm.
F i t of bush in pinion (in te rfe re n ce ) 0.000 to 0.0014 n. .00 to .036 nm*
Crankcase bore for 2.323 to 2.3238 n. 59.004 to 59.025 mm.
Bush outside diameter inner 2.3249 to 2.3254 n. 59.052 to 59.065 mm.
F it of bush in crankcase ( interference)bush 0.0011 to 0.0024 n. .028 to .061 mm.
Shaft diameter (inner end) 1.9985 to 1.9990 n. 50.762 to 50.775 mm.
Bush bore (inner bush) 1.9992 to 1.0000 n. 50.78 to 50.80 mm.
Clearance of shaft in inner bush 0.0002 to 0.0014 n. .005 to .036 mm.
Crankcase bore fo r 2.3433 to 2.3441 n. 59.52 to 59.54 mm.
Bush outside diameter outer 2.3452 to 2.3457 n. 59.57 to 59.58 mm.
F it of bush in crankcase(interference) bush 0.0011 to 0.0024 n. .028 to .061 mm.
Shaft diameter (outer end) 2.0141 to 2.0146 n. 51.16 to 51.17 mm.
Bush bore (outer bush) . 2.0148 to 2.0155 n. 51.18 to 51.19 mm.
Clearance of shaft in outer bush 0.0002 to 0.0014 n. .005 to .036 mm.
Pinion bush bore ( f it t e d ) 2.002 to 2.0034 n. 50.85 to 50.89 mm.
Clearance of shaft in pinion bushes - New 0.003 to 0.0049 n. .076 to .124
Max. penniesible 0.010 n. .254
Endfloat 0.010 to 0.020 n. .254 to .508 mm.
Backlash with camshaft gear wheel - New 0.003 to 0.006 n. .076 to .152 mm.
Max. permissible 0.012 n. .305 mm.
Torque loading - speciat bolts and nuts 110 l b . f . f t . 148.5 Nm.
Id le r gear
Gear bore 4.9994 to 5.0005 in. 126.98 to
127.01 mm.
Bush outside diameter 5.0005 to 5.0015 in. 127.01 127.04
to mm*
F it of bush in gear ( interference) 0.000 to 0.0021 in. .00 to .053 mm.
Spindle diameter 4.7450 to 4.7461 in. 120.52 to
120.55 mm.
Bush bore 4.7489 to 4.7511 in. 120.62 to
120.68 mm*
Clearance of spindle in bush - New 0.0028 to 0.0061 in. .071 to .16 mm.
Endfloat 0.017 to 0.021 in- .43 to .53 mm.
Backlash - New 0.003 to 0.006 in. .076 to .152 mm.
- Max. permissible 0.012 in. J0 5 mm.
Intermediate gear
Gear bore 4.9994 to 5.0005 n. 126.98 to 127.01 am.
Bush outside diameter 5.0005 to 5.0015 n. 127.01 to 127.04 aim.
F i t of bush in gear (in te rfe re n ce ) 0.000 to 0.0021 n. .00 to .053 mm*
Spindle diameter 4.7450 to 4.7461 n. 120.52 to 120.55 mm*
Bush bore 4.7489 to 4.7511 n. 120.62 to 120.68 mm.
Clearance of spindle in bush - New 0.0028 to 0.0061 n. .071 to .16 mm*
Max. permissible 0.012 n. .305 mm*
Endfloat 0.017 to 0.021 n. .43 to .53 mm*
Backlash - New 0.003 to 0.006 n. .076 to .152 mm*
Max. permissible .0.012 n. .305 mm*
S p lIt pin sizes
Crankcase gear wheel nuts 7/32 x 1$ in. 5.556 x 44.45 mm*

CAMSHAFTS AND DRIVE INSTRUCTION A 7 2 5 / I 0 / I / I 5
R eferences:- 1 ‘ O ildag * C o l l o i d a l G r a p h i t e , manufactured:-'

Acheton C o l l o i d s L t d . , P rin c e Rock, Plymouth.
NOTE:-This should not be used in it s concentrated form, but should be mixed

with engine o i / in the r a t i o o f four parts o i t to one o f graphite. ,
2 'W e lls e s !' J o i n t i n g Compound, Manu factured b y : *

W a l lw o r t h y L t d . , Lymingt on, H an ts .
A lts rn a tiv a fy , usa ‘ Hytomar* U n i v e r s a l J o i n t i n g Compound, manufactured b y ; *
Marston L u b r i c a n t s L t d . , S N a y lo r S t r e e t , L iv e r p o o l 3.

g ov e r no r INSTRUCTION A 7 3 0 / 5 . / 2 / 1
ENGINE GOVERNOR
Manufactured by
REGULATEURS EUROPA
CONTENTS:
GENERAL
OPERATION .
MAINTENANCE . a • 2
Every watch . 2
Oil changes . 2

GOVERNOR INSTRUCTION A 7 3 0 / 5 ' 3 i / 2
ENGINE GOVERNOR
Manufactured by
REGULATEURS EUROPA
GENERAL
The governor, which controls the speed of the engine, is driven through bevei gears
from the flywheel end of the camshaft. I t incorporates a hydraulic servo unit for operating the
fuel pump control mechanism; the o il pressure for operating th is unit is provided by a gear-
type pump contained within the governor.
OPERATION
Operation of the governor is described in the accompanying Reguiateurs Europa publication.

Automatic protective devices and/or a synchronising motor to provide remote speed control are
special optional features.
MAINTENANCE
Every watch
Check the o il level in the governor. The o il level should be between the lin es on the
o il level gauge; o il leve ls outside the lin es w ill cause aeration and resu lt in a hunting condi
tion with consequent loss of e ffic ie n c y . Therefore it is important to f i l l slowly and carefully;.
Use engine o il or.'a straig h t mineral o il of S.A.E.30 vis c o sity .
Oil changes
Change the o i l a f t e r the f i r s t two months' o p eration and, th e r e a fte r , eve ry
six months. I f the governor does not operate properly, d irty o il may be the cause of the trouble.
Drain the o il from the governor by removing the hexagon headed drain plug at the base of the
governor and on the centre lin e of the drive.
N O TE :- As d i r t y o i l causes most g o v e r n o r t r o u b l e s , use o n l y d e a n new o i l . A N c o n -

t a i n e r s must be c le a n and s h o u l d be r i n s e d w i t h d e a n f u e l o i l o r p a r a f f i n
b e f o r e use.

OVERSPEED TRIP INSTRUCTION A 7 3 2 / 6 / I / I
OVERSPEEn TRIP
CONTENTS
G E N E R A L .......................................................
OPERATION .......................................................
MAINTENANCE ............................................
500 hours . . . . .
I ,500 hours . . . . .
Heavy overhaul .
FITTING OF NEW PARTS . . . .
Operation I (Rotating weight f u lly in)
Operation 2 (Rotating weight f u lly out)
SPECIAL TOOLS REQUIRED . . . .
DATA . . . . . .

OVERSPEED TRIP
Resetting Dog Fuel Pump Control Shaft
OVERSPEED TR IP
V EN G IN ES

OVERSPEED TRIP INSTRUCTION A 7 3 2 / 6 / I / 3
OVERSPEED TRIP
GENERAL
The overspeed trip , fitte d to the free end of the camshaft, operates to return the fuel
pump racks to the "Ho Fuel" position - thus bringing the engine to a s ta n d s till - if the engine
speed rises above the pre-set maximum.
OPERATION
The weight c a rr ie r is keyed to the camshaft and th e re fo re ro ta te s with it . The weight

is retained in the c a rrie r by a spring which counteracts the centrifugal force, produced by the
rotation of the weight, at engine speed up to the rated maximum.
However, i f the engine speed rise s above the rated maximum (see GENERAL DATA), the cen
trifu g a l force produced by rotation of the weight w ill overcome the restraining force of the
spring so that the weight w ill project from the c a rr ie r and strik e the tr ip lever. This releases
the trigger which frees the spring-loaded plunger. The plunger then moves rapidly across to push
the fuel shut-off lever out and rotate the control shaft to the "Ho Fuel"*
position.
The action of the mechanism, when the tripping speed is reached, is almost instantaneous.
When the mechanism has been tripped, it has to be reset before the engine can be restarted;
however, before attempting to re s ta rt, the cause of the overspeed must be investigated and rec
ti f ies.
The weight resets it s e lf autom atically but the plunger must be reset by operating the lever
provided. Once the plunger is reset, the trig g e r and the tr ip lever are also autom atically reset.
NOTE: - The overspeed t r i p is r e s e t by r a i s i n g the r e s e t t irtg l e v e r , which s h o u ld a f t e r

wards f a l l f r e e l y under i t s own w e ig h t and must then be secured by the r e t a i n i n g
c lip . .
Under no Circum stances must the r e s e t t i n g le v e r be l e f t in the r a i s e d p o s i t i o n
because any s t i ffne ss c o u l d r e n d e r the t r i p p i n g mechanism in o p e ra t iv e thus
le a v in g the engine w i t h o u t p r o t e c t i o n a g a in s t overspeed.
MAINTENANCE
500 hours
Lubricate the t r ip resetting lever and ensure that it moves fre e ly.
1,500 hours
Check the operation of the overspeed trip . Gradually raise the engine speed, by means
of a spanner applied to the lever at the end of the governor control shaft, u n til the overspeed
tr ip operates; th is w ill be indicated by the shock f e lt at the spanner. Observe the speed at
which th is occurs, checking by means of a hand tachometer. As soon as the tr ip operates, release
the spanner and confirm that the engine is brought to rest. It is most important that the re
setting lever is not raised while the engine is s t i l l running. In no circumstances must the en
gine speed be allowed to rise to more than 20^ above the rated maximum. If the tripping speed is
incorrect, adjust the spring setting as follows:-

OVERSPEED TRIP
Resetting Dog Fuel Pump Control Shaft
Fuel Shut‘ Off Lever
Bush
Adjustable
Stop Screw
Weight
Set Bolts (2 )
Holes
tor mounting
Tacho Drive
Plate
Spring
Adjuster
Locknut'
Weight Carrier
Camshaft
Weight Spring Trip Lever

Oil Drain
OVERSPEED TR IP
IN-LINE EN G IN ES

OVERSPEED TRIP INSTRUCTION A 7 3 2 / 6 / I / 5
(1) Release the locknut by means of a special spanner, tool ref. 732/1, and screw the
spring adjuster in the required d irection .
NOTE:-Turning the a d j u s t e r c l o c k w i s e w i l l increase the s p r i n g c o m p r e s s i o n to r a i s e the
t r i p p i n g s p e e d and v i c e - v e r s a .
A d j u s t m e n t mus t be made i n s m a l l s t a g e s as any a p p r e c i e o t e a l t e r a t i o n o f the
s e t t i n g wi I I vary the t r i p p i n g sp e e d c o n s i d e r a b l y .
(2) Retighten the locknut and lock with an unused corner of the tab washer, or a new
tab washer, when adjustment is complete.
Heavy overhaul
Dismantle the overspeed tr ip . Remove the setbolts which secure the weight c a rrie r to the
camshaft then withdraw the weight c a rrie r by means of the extraction gear, tool ref. 732/3.
Remove the s p lit pin, slotted nut and spring cap from the weight spindle then withdraw the spring.
Clean a ll parts and check for damage and/or
wear. Check the springs for cracks and compare the
free lengths of the springs with the dimensions quoted
in DATA, renewing as necessary.
Reassemble the parts but, before f it t in g the
cover plate, adjust the stop, as follow s:-
(1) Release the plunger and screw in the stop

screw u n til i t just touches the plunger;
give the stop screw an extra half-turn
to hold the plunger o ff its seat.
(2) Secure the stop screw against rotation
and tighten the locknut.
After overhaul, or i f a new weight spring
has been fitte d , reset the tripping speed as described Tool ref. 732/3
under the 1,500 hour inspection. WEIGHT CARRIER REM O VA L
FITTING OF NEW PARTS

The illu s tra tio n s below show the checks and adjustments to be made when new parts are
fitte d .
Operation 1 Operation 2
RO TATIN G W EIG H T FU L LY IN RO TA TIN G W EIG H T FU L LY OUT
SETTING WORKING C L E A R A N C E S

OVERSPEED TRIP INSTRUCTION 4 7 3 2 / 6 / 1 / 6
Theseshould be carried out with the tr ip assembled without the springs, although the re ta in e r
cap and nut, which determines the outward lim it of the rotating weight, must be fit te d .
Operation I (Rotating weight f u lly in)
(1) Set the weight c a r r ie r so that the weight is close to the tr ip lever.
(2) Grind the end of the screw to obtaine the 1/32 in. (.794 mm.) clearance between the
tr ip lever and the weight.
(3 ) Bar round the engine to turn the weight c a rr ie r through 180° and check that the
clearance between the tr ip lever and the end of the weight stem, nut, e tc ., is not
less than I/32 in. (.794- mm.) Grind the end of the stem, e tc ., as necessary to
achieve th is .
(4) Bar round the engine to return the weight c a rr ie r to its o rig in al position. Grind
the face of the latch lever which contacts the tr ip lover so that the latch lever
is fu lly bedded against the inclined face on the plunger c o lla r (see In set).
Operation 2 (Rotating weight f u lly out)

(I) Check that there is 1/32 in. (.794 mm.) clearance between the plunger c o lla r and
the latch lever. This clearance can be obtained by grinding the faces of the la t S
lever as shown. Ensure that the concave face of the latch lever is dressed a fte r
wards, to give a fu ll bedding with the inclined face of the plunger c o lla r .
F in a lly , lu b ricate a ll parts and ensure that the springs, e t c ., are co rre ctly fit te d .
check that the resetting lever is free to move e a s ily .
Tool re f. T it le
732/1 SPANNER - overspeed tr ip locknut

732/2 DRIVER PLATE - hand tachometer
732/3 WITHDRAWAL GEAR - weight c a rr ie r
DATA
Plunger inner spring free length - New 8 i in. 215,9 mm

Min. permissible 8 in. 203.2 mm.
Plunger outer spring free length - New 10.3/8 in. 263.53 mm.
Min. permissible 83 in. 247.65 mm.
Weight spring free length
Engine r.p.m. Free length
(maximum) New Min. permissible
600 3.85 in. 97.79mm. 3.65 in. 92.71 mm.
720-750 4.4 in. 111.76mm. 4.125 in. 104.78 mm.
900 4.22 in. 107.19 mm. 3.09 in. 78.49 mm.
1000 3.91 in. 99,31 mm, 3.75 in. 95.25 mm.

PISTONS AND CONNECTING RODS INSTRUCTION A 7 3 6 / 9 / 1 / I
CONTENTS
GENERAL .............................................................................................................. :
MAINTENANCE .............................................................................................................. :
Light overhaul
Heavy overhaul
DISMANTLING . 1
ASSEMBLY ............................................................................................................ !
SPECIAL MAINTENANCE CONSIDERATIONS ..................................................................
r-
Piston rings
CO O
Chemical decarbonising
O O
Big-end bearings
O OD CT)
Connecting rods .
Check fo r bending
Check fo r tw is t .
SPECIAL TOOLS REQUIRED .
DATA . . . .

PISTONS AND CONNECTING RODS INSTRUCTION A 7 3 6 / 9 / I / 2
Lifting Holes(2 Austentic Iron

B.S. Whit, Insert
Compression Ping
Oil Cooling Chamber (chromium plated)
Slipper Assembly Compression Pings
Scraper Ring
Small End Bearing (spring-backed)
Gudgeon Pin Piston
C irclip (each end)
Securing Setscrew-must not be disturbed
Dowel
(each end}
Piston
Conn. Rod
SC RA PER R IN G
.(SPRING-SACKED)
Pressure Oil ^ Small End Bearing
S L IP P E R A SSEM B LY
Connecting Rod —
Pressure Oil
Big End Bearing to
Small End Bearing
and
Piston Cooling
Big End Bearing Cap
Pressure Oil
through
Crankshaft Drillings Connecting Rod Cap
P IS T O N and C O N N E C T IN G ROD

PISTONS AND CONNECTING RODS INSTRUCTION A736/9/2/3
t
GENERAL
Each of the pistons, made from aluminium a llo y with a cast-in iron insert to house the top
piston ring, is fitte d with thw e' inorapressTon rings and one o'H'control ring. The top. ring
is chromium plated and stepped, the other two are stepped, taper faced rings and the o il control
scraper ring is slotted and has a spring located behind it . Each piston is oil-cooled and a slipper
attachment transfers pressure o il from the small-end of its connecting rod into the cooling
chamber in the head of each piston.
The case-hardened steel gudgeon pin is f u lly flo atin g and is retained by a c ir c lip at each
end.
The "I"- s e c tio n , drop-forged a llo y steel connecting rod is d r ille d lo n g itu d in ally for the
supply of o il for small-end bearing lu brication and piston cooling. The big-end bearing cap is
spigoted to the connecting rod and secured by four inclined bolts.
The small-end bearing is a wrapped steel bush lined with lead bronze which has a thin
lead-indium overlay.
The big-end bearing is a two-piece, thin-wall steel shell lined with high-grade lead
bronze which has a thin lead-tin overlay. The bearing is not adjustable and must be renewed at
the recommended periods, or sooner i f the clearance is excessive.
MAINTENANCE
Light overhaul
Examine and measure the crankpin as detailed in the separate CRANKSHAFT instruction. ,
Using a ball-ended micrometer, measure the bearing shell thickness (see OATA) and determine the
running clearance. When th is exceeds 0.012 in. (0.30 mm.), and if crankpin wear and o v a lity are
s t i l t within permissible lim its, new bearings should be fitte d .
Remove and examine each big-end bearing shell fo r cracking or wiping of the lin in g . The
lead overlay may have disappeared from the crown area but, provided that the clearance is cor
rect, the absence of th is overlay does not indicate that the bearing needs renewing. Serviceable
bearings must be secured to th e ir respective crankpins using tool ref. 736/6 asillu s tra te d .
Withdraw each piston and connecting rod as detailed in DISMANTLING.
Tool ref. 736/6 Tool ref. 736/8 Tool ref. 736/7

BEARING C LIP PISTON RING GAUGE BEA R IN G RETAINER

PISTONS AND CONNECTING RODS INSTRUCTION * 7 3 6 / 9 / I
Remove the piston rings and decarbonise the piston as detailed under Chemical decarbon
ising. Scrap the top ring irresp ective of its apparent condition. The remaining rings may be
retained for further service when the ring gap does not exceed the fig u re quoted in DATA. Rings
should be measured in the ring gauge, tool ref. 736/8, or in an unworn part of the cylin d er lin e r
bore. If, however, the axial clearance fo r compression rings exceeds 0.010 in. (.26 mm.) or that
fo r scraper rings exceeds 0.007 in. (.18 mm.), the rings must be renewed. When piston rings are
to be used again, it is advisable to retain them in th e ir o rig in a l grooves in the piston and in
thei r o riginal Iin e r.
Gauge the ring grooves. When the ax ial width of any groove exceeds the maximum permis
s ib le figure quoted under Piston rings, machine out the groove to the next oversize and f i t an
oversize piston ring.
Smooth down any rough patches or scratches on the piston, using a fin e f i l e ; examine
the p.iston c a re fu lly and check for cracks as d e taile d in the separate CRACK DETECTION in stru c
tion.
Check the clearance of the gudgeon pin in the small-end bush and in the piston bosses,
measuring the pin diameter and the bush and boss bores by means of micrometers. I f the clearance
between the pin and bush exceeds 0.009 in. (.23 mm.), f i t a new bush, checking that the f i t of
the bush in the connecting rod and the f i t of the pin in the bush are correct. If the clearance
between the pin and the piston boss exceeds0.004 in. (.10 mm.), the piston must be renewed.
Inspect the big-end bolts and nuts. The bolts should be subjected to acrack detection
te st as described in the separate in stru ction . Ensure that the bolt head and nut washer bed cor
re c tly with the connecting rod and that the washer beds co rre ctly with the nut. I f necessary,
scrape the bolt head and the washer to obtain the correct bedding.
N O T E :-T h e b o l t s are made o f a l l o y s t e e l and must on no ac c oun t be a nnealed.
Reassemble the connecting rod and piston and, when necessary, f i t new piston rings of
correct type and axial width (see under Piston rings) as detailed in ASSEMBLY.
Heavy overhaul
Remove and scrap the big-end bearing s h e lls and the big-end bearing bolt washers. Sub
je c t the bolts to crack detection te st.
Reassemble the connecting rod and piston; when necessary, f i t new piston rings of the
correct type and axial width. R e fit the assembly to the engine, using new bearing sh e lls , bii
bearing bolt washers and, when necessary, new bolts and nuts. Check the bedding of the b o lt heads,
the washers and the nuts.
DISMANTLING
I t is advisable to remove carbon deposits from the top of a lin e r before attempting to
withdraw a piston, thus avoiding unnecessary scoring of the piston. Pack rag around the top of
the piston to prevent carbon from f a llin g into the space between the piston and the lin e r.
L if t o ff the cylin d e r head as detailed in the separate CYLINDER HEADS instruction and
bar round the engine to the top dead centre position of the cylin der concerned. Remove the big-
end cap, the bottom h a lf bearing shell and the big-end bolts. Attach the lif t in g bar, tool ref.
736/4, by means of set screws fit te d in the tapped holes. F i t retaining tools, ref. 736/7, in
two opposite bolt holes to keep in position the top h alf bearing shell during removal of the
connecting rod.
Take the weight of the piston and withdraw the piston/connecting rod assembly, taking
care that the pull is in lin e with the axis of the cylin d e r lin e r. The lower end of the connec
ting rod must be protected and c a re fu lly guided to avoid damage to the lin e r bore during with
drawal. Store the assembly in a suitable stand as illu s tra te d on page 5.

PISTONS AND CONNECTING RODS INSTRUCTION A 7 3 6 / 9 / 2 / 5
A 4' ( 1016 mm.)

ft 6' ( 152-4 mm.)
c ____ y 4" (10160mm.)
O____ 4* 6* (13 71-6 mm.)
e ____ r 5* (431-0 mm.)
P IS TO N AND C O N N E C TIN G ROD STAND
This stand w ill accommodate up to eight piston and connecting rod assemblies, therefore
two w ill be required to store the assemblies for twelve and sixteen-cylinder engines. Stands
should be produced by local manufacture, but, when th is is not possible, quotations fo r the sup
ply of suitable stands may be obtained from Ruston Diesels Limited.
Support the connecting rod, remove the gudgeon pin c i rclip s and withdraw the pin. If
the pin cannot be withdrawn e a sily , do not attempt to drive i t out; heat the piston, in an o il
bath, to I70°F (76.7°C) and the pin w ill slid e out e a s ily . Remove the connecting rod ca re fu lly
and take out the o il c o lle cto r, spring and washer from the counterbore inthe small end, Release
the locking tabs and the fixing s then remove the slipper.
ASSEMBLY
F it the slipper to the underside of the piston crown, locating on the dowel, then secure
by means of the tab plates and the bolts. Lock the bolts by means of the tabs. Place the
washer, spring and o il co lle cto r in the counterbore in the connecting rod smalt end, turning the
o il c o lle c to r to match the camber on the slipper.
Offer up the connecting rod to the piston and f i t the gudgeon pin. Retain thegudgeon
pin by c ir c lip s which should be seated co rrectly in the piston boss bore.
N O T E : - ! f the gudgeon p i n is t i g h t in the p i s t o n doss b o re , he at the p i s t o n in an o i l
b ath to ensure th a t the c te arance is t e m p o r a r ily in creas ed.
F it new piston rings as required and check that the axial clearances are correct. Ensure
that the taper-face compression rings are installed with the recess uppermost, as illu s tra te d ,
and that the ring gaps are staggered.

F it the lif t in g bar, tool ref. 736/4, to the piston crown and secure the top h alf shell
of the big-end bearing by means of two retaining tools.
N O TE :- The b e a r in g s h e l l s p r o t r u d e s l i g h t l y a t the r o d and cap j o i n t faces to p r o v i d e
b e a r in g ' n i p ' and the faces o r b e a r in g s h e l l s must n o t be d re s se d to a l t e r th is .
When assem bling the b e a r in g s in the r o d and cap, ensure t h a t the l o c a t i n g peg
on each ha I f she 11 is c o r r e c t l y l o c a t e d in the a p p r o p r i a t e notch,
. . . . 1
Coat the piston s k irt, rings and the top half big-end bearing with running-in compound .
Lower the piston and connecting rod assembly through the insertion pot, tool ref. 736/4, (or
piston band fo r in-line engines), taking care to ce n tra lise the rings and to space the ring
gaps equally round the piston. "•Quidie^-the connecting rod c a re fu lly through the lin e r bore.
Lower the piston and rod into the lin e r u n til the top h a lf bearing is seated on the
crankpin and unhook the sting. Remove the bearing retaining tools. Coat the bottom h alf bear
ing with running-in compound* and f i t the bottom half bearing and cap without barring the engine
round.
' Check that the bearing sh e lls are s t i t l co rrectly located, then f i t the big-end bolts,
again checking that the bedding of the bolt heads, washers and nuts is correct as detailed in
Light overhaul.
0-1927b-l93'(4,B77/4,902 mm)
iv.... wi------ 0012" (.30 mm)
COMPRESSION
GROOVES
0-04CT/0-045'Rad. O-09570-100'Rod
(1,016/1-143mmrad.) (2,413/2,540mmrad.)
SCRAPER GROOVE
■0-025*(.64 mm)
O377?0-378‘ (9,576/9,601 mm)
Tool ret 736/11 PISTO N Tool ref. 736/1
BOLT STRETCH GAUGE GROOVE D ETAILS PISTON SUPPO RT TOOL

Correct tightness of the big-end bolts is most important. Although each nut is marked
toplace on its rod for in it ia l assembly, it is not permissible to retighten the nuts to these
marksand therefore the following procedure should be adopted:-
(1) Tighten alt nuts evenly until the two half bearings are pulled squarely together
then slacken back one nut u n til i t is hand-tight.
(2) Place the gauge, tool ref. 736/li, in position on the slackened bolt; measure and
record the bolt length.
(3) Tighten the nut u n til the bolt has been stretched by the amount quoted in DATA,
again measuringby the micrometer.I f a pegged gauge, tool ref. 736/10, is used
instead of the micrometer-head gauge, fe e le r gauges should be used between the
peg and the bolt head to measure the clearance and thus determine the bolt stretch.
(4) Repeat the procedure on the other, bolts, tightening the bolts on.one side before
proceeding to the other side.
SPECIAL MAINTENANCE CONSIDERATIONS
Piston rings
It is important to ensure that the chromium-plated piston ring is fitte d to the top groove
When the ring grooves are gauged, compare the dimensions with those in the following table
Any ring groove exceeding the sizes quoted should be machined out to the next oversize to acc
ommodate oversize rings w hilst providing axial clearance equal to that required with new rings
and pistons. Use a cutter shaped as shown to machine the compression ring grooves.
NO TE:'The t op r i n g g r o o v e is for med i n an a u s t e n i t i c iron i n s e r t which is c a s t - i n

d u r in g p is t o n manufacture.
The same sized cu tter can be used for the scraper ring groove, but a radius of 0.025 in.
(.635 mm.) should be le f t in the bottom corners of the groove.
Compression rings of both types are stocked in four axial thicknesses, i . e . , standard
size and oversize of 0.020 in. (.51 mm.), 0.040 in. (1.02 mm.) and 0.060 in. (1.52 mm.).
Scraper rings are also stocked in four axial thicknesses, i.e ., standard size and
oversizes of 0.015 in. (.38 mm.), 0.030 in. (.76 mm.) and 0.045 in. (1.14 mm.).
The table gives the permissible ring groove widths, the re-machining dimensions and
the correct-sized rings to be fit te d in each case.
Permissible axial Machining dimension for ring Size of new ring to be

width of groove groove fitte d
COMPRESSION RINGS
0.2015 in. (5.12 mm) 0.2120 to 0.2130 in. (5.38 to 5.41 mm) 0.020 in. (.51 mm.) oversize
0.2215 in. (5.63 mm) 0.2320 to 0,2330 in. (5.89 to 5.92 mm) 0.040 in. (1.02 mm) oversize
0.2415 in. (6.11 mm) 0.2520 to 0.2530 in. (6.40 to 6.43 mm) 0.060 in. (1.52 mm) oversize
0.2615 in. (6.64- mm) Renew piston
SCRAPER RING
0.384 in. (9.75 mm) 0.392 to 0.393 in. (9.96 to 9,98 mm) 0.015 in. (.38 mm) oversize
0.399 in. (10.1? mm) 0.407 to 0.408 in. (10.34 tol0.36 mm) 0.030 in. (.76 mm) oversize
0.414 in. (10.52 mm) 0.422 to 0.423 in. (10.72 to 10.74 mm) 0.045 in. (1.14 mm) oversize
0.429 in. { i 0.90 mm) Renew piston

PISTONS AND CONNECTING RODS INSTRUCTION A 7 3 6 / 9 / I / 8
To f a c ilit a t e the bedding-in of new piston rings, the surface glaze on the lin e r bore
should be broken. Medium grade emery cloth,, applied in a sp iral motion, should be used for ;
purpose.
Che m ical d e c a rb o n is in g
The pistons can be thoroughly decarbonised by chemical methods, thus a ffectin g consider
able savings in time and labour.
A suitable flu id for th is purpose is "Transpo" cold cleaning f lu id 2. A fter using th is
flu id , the pistons should be rinsed by steam or water je ts .
Where f a c i l i t i e s are a v a ila b le , the piston may be decarbonised by the following a lte rn a tiv e
method:-
(1) Prepare a solution of 1 part c re a y lic acid to 33 parts of water to which some
hard white soap has been added.
(2) Heat the solution to i 50—160°F (65.6-71.1°C) in a steel bath.

(3) Immerse the piston in the solution for 90 minutes, maintaining the specified tem
perature. Remove the carbon deposits by scrubbing with a hard b r is tle brush.
Whichever method is used, p a rticu la r care must be taken to ensure that a ll the o il
drain holes and passageways are c le a r of carbon and other deposits and that the gudgeon pin
c i r c lip grooves are clean.
Piston rings and gudgeon pins can be cleaned in a 10% solution of caustic soda in hot
water. Special protective clothing, i . e . , goggles, rubber apron, rubber gloves, e tc ., must be
worn to prevent injury to skin or eyes and th is solution must never be used for cleaning pistons
or other aluminium parts.
B ig -e n d be a rin g s
I f , a t any time, it is desired to examine the big-end bearings without removing the
piston and connecting rod assembly from the engine, the following procedure must be adopted:-
(1) Bar round the engine u n til the appropriate piston is at top dead centre, then f i t
the piston support, tool ref. 736/1, as illu s tra te d .
(2) Remove the big-end bolts, nuts and washers, the bearing cap and the bottom h a lf
bearing sh e ll.
(3) Bar round the engine u n til the piston rests on the support and the big-end top
half bearing shell can be withdrawn.
Big-end bearing s h e lls of standard undersizes can be supplied (see the table in DATA);
whenever the crankpins have been reconditioned as detailed in the CRANKSHAFT instruction, new
bearings of the correct undersize must be fit te d . The bearing surfaces must f i r s t be coated with
running-in compound1. I f abnormal conditions are observed, such as the presence of m e ta llic par
t ic le s in the lubricating o il f i l t e r s , a ll big-end bearings must be removed and examined and a ll
small-end bearings should be checked.
C o n n e c t i n g rods
I f a rod has been subjected to abnormal stresses, e.g. through piston seizure, e tc .,
'the rod must be checked fo r bending and tw ist.
Check f o r b e n d in g
In place of the small end bearing, f i t a mandrel to the connecting rod bore. The man
drel should be a push f i t , i . e . , 3.7495 to 3.7505 in. (95.24 to 95,26 mm) diameter, and shoulj
be 12 in. (304.8 mm) long.

PISTONS AND CONNECTING ROD INSTRUCTION A 7 3 6 / 9 / 2 / 9
P la c e th e m andrel in a p a i r o f "V e e " b lo c k s on a s u r f a c e p l a t e and use a d i a l te s t

gauge to check th e a lig n m e n t o f th e big-end bore a t each s id e a s illu s t r a t e d . The d i f f e r e n c e in
re a d in g s must n o t exceed 0 .0 0 2 in . (.0 5 mm).
As a check on the accuracy of the "Vee" blocks and surface plate, reverse the rod and
mandrel in the blocks and repeat the te st.
Tool ref 736/14

CHECKING A LIG N M EN T O F C O N N EC TIN G RODS
Check fo r tw ist
Support the connecting rod h orizontally, with the mandrel s t i l l in the "Vee" blocks
and check for tw ist by running the dial gauge across the big-end bore close to an p arallel with
the jo in t face. The va ria tio n in reading must not exceed 0.010 in. (.25 mm).
I f the rod is not twisted or bent i t may be used again with new big-end bolts and nuts.
Tool re f. T it le
736/1 SUPPORT - for piston and connecting rod

736/2 SOCKET AND BARS - for big-end bearing nuts
736/4 LIFTING TACKLE - for piston (includes insertion pot for Vee
eng ines)
736/5 INSERTION BAND - for in-line engine pistons
736/6 CLIP - for retaining bearing shells on crankpin
736/7 RETAINER - for top h alf bearing shell in connecting rod
736/8 GAUGE - for piston ring gaps
736/10 GAUGE - for big-end bolt stretch
736/i 1 GAUGE - for big-end bolt stretch (with micrometer head)
736/14 ALIGNMENT TOOLS - for checking tw ist, e tc ., of connecting rods
736/15 THREAD GAUGES - for big-end nuts and bolts
736/16 ASSEMBLY STAND - for connecting rods and pistons

PISTONS AND CONNECTING RODS INSTRUCTION A 7 3 6 / 9 / I / I O
DATA
Pi s to n s
Number of compressionrings per piston (top ring chromium plated)

Number of scraper rings per piston
Ring gaps
Top ring - New 0.060 in. (1.52 mm)
- Max. permissible 0.120 in. (3.05 mm)
Top scraper - New 0.036 in. (.91 mm)
Other rings - New 0.040 in. (1.02 mm)
Compression ring axial thickness (standard) 0.1865 to 0.1875 n. (4.74 to 4.76 mm)
Groove width for conpression ring (standard) 0.192 to 0.193 n. (4.88 to 4.90 mm)
Compression ring axial clearance - New 0.0045 to 0.0065 n. (.114 to .165 mm)
- Max. permissible 0.015 n. (.38 mm)
Scraper ring axial thickness (standard) 0.374 to 0.375 n. (9.50 to 9.52 mm)
Groove width fo r scraper ring (standard) 0.377 to 0.378 n. (9.58 to 9.60 mm)
Scraper ring axial clearance - New 0.002 to 0.004 n. (.05 to .10 mm)
- Max. permissible 0.010 n. (-25 mm)
Gudgeon pin diameter 3.4998 to 3.5003 n. (88.88 to 88.91 mm)
Piston boss bore 3.501 to 3.5015 n. (88.93 to 88.94 mm)
Clearance of pin in piston - New 0.0007 to 0.0017 n. (.017 to .043 mm)
- Max. permissible 0.004 n. (.102 mm)
C o n n e c t i n g ro ds
Big-end to small-end centres 24.00 in. (609.6 mm)
S m a ll -e n d b e a r i n g s
8ush diameter 3.7535 to 3.756 in. (95.34 to 95.40 mm)

Small-end bore 3.7495 to 3.7505 in. (95.23 to 95.26 mm)
F it of bush in bore (in te rfe re n ce ) 0.003 to 0.0065 in. (, 076 to . 165 mm)
Bush bore when fitte d in rod 3.5055 to 3.5075 in. (89.04 to 89.09 mm)
Clearance of gudgeon pin in bush - New 0.0052 to 0.0077 i n. (.132 to . 196 mm)
- Max. permissible 0.012 in. (.305 mm)
Bearing length 3.875 i n. (98.42 mm)
B ig -e n d be a rin g s
Running clearance with bolts co rre ctly tightened

- New 0.005 to 0.009 i n. (.127 to .229 mm)
- Renewal lim it at lig h t overhaul 0.012 i n. (.305 mm)
- Max. permissi ble 0.015 in. (.381 mm)
Bearing length 3.180 to 3.190 i n. (80.77 to 81.03 mm)
Bearing endfloat - In-1ine engines 0.010 to 0.014 in. (.254 to .356 mm)
- V engines (to ta l per p a ir) 0.0185 to 0.025 in. (.470 to .635 mm)
B olt stretch 0.021 to 0.024 i n. (.533 to .610 mm)
Size Shell thickness Bore, clamped in rod

i n. mm in. mm
Standard 0.141 to 0.1415 3.58 to 3. 59 7.249 to 7.251 184.13 to 184.18
0 .Of5 in. (.381 mm) undersize 0.1485 to 0.1490 3.77 to 3. 78 7.234 to 7 .236 183.74 to 183.79
0.030 in. (.762 mm) undersize 0.156 to 0.1565 3.96 to 3. 97 7.219 to 7 .221 183.36 to 183.4*
0.045 in. (1.143 mm)undersize 0.1635 to 0.164 4.15 to 4. 16 7.204 to 7.206 182.98 to 183.03

PISTONS AND CONNECTING RODS INSTRUCTION A 7 3 6 / 9 / I / I I
R eferences:* 1 ’ O lld ag ’ C o llo id a l G r a p h i t e , raanufactursd b y : -
A cheion C o l l o i d t L t d . , P r i n c a Rock, Pl ym outh .
f h l a must not be uaed in c o n c a n t ra t a d lo r n , but ahould

ba mixed w i t h angina o i l in the r a t i o of lo u r p a r t s o i l
to ona of g rap h ite .
2 'T r a n s p o ' Cold C l e a n i n g F l u i d , a a n u f a c tu r a d b y :-
Turco Pr o d u c t s In c ., C ateato ne Road, London. S .E .I8

CYLINDER HEADS INSTRUCTION A 7 4 0 / 3 7 / i /1
CYLINDER HEADS AND VALVE GEAR
CONTENTS
G E N E R A L .............................................................................................................. 3
MAINTENANCE .............................................................................................................. 3
500 hours . . . . . . . . . . 3
1,500 ........................................................................................................................ 3
Light Overhaul . . . . . . . . . ^
DISMANTLING................................................................................................. 5
Removing cylin d er heads from engine . . . . . . 5
Dismantling the valve gear . . . . . . . 7
OVERHAUL REPLACEMENTPROCEDURES ..................................................................... 7
Yalve guides 7
Bridge piece guides . . . . . . . . 3
In je cto r tube 9
Valve seat inserts . . ■ ■ > • * . 1 0
R EA SSEM BLY ..............................................................................................................11
General . .. * • • • • • .1 1
F ittin g the c ylin d e r heads to the engine . . * • . 1 1
Inspection a fte r i n i t i a l running . . • • * . 1 2
CHECKING VALVE LEVERCLEARANCES .................................................................... 13
RENEWING OF VALVE SPRING (w ith cylin d e r head on engine) . . . 13
SPECIAL TOOLS REQUIRED ........................................................................................ ^
D A T A ................................................................. 14

INSTRUCTION A 7 W / 3 7 / 1 / 2
CYLINDER HEADS
Top Cover Retaining Clamp ond Knob

R-KTop Cover
Fuct H. P. Feed Pipe
H. Rocker Lever
Fuel Injector Clamp
Startin g Air Supply,
oint
Air S ta rt Valve R.H.

Tube Intermediate
Cover
Drain Pipe
R.H.Push Rod
Guard Tube
Fuel Injector
Fuel Injector Tube'
Cylinder Head
CYLINDER HEAD

CYLINDER HEADS INSTRUCTION A 7 W / 3 7 / I / 3
CYLINDER HEADS AND VALVE GEAR
GENERAL
The individual cylinder heads, of a llo y cast iron, are secured to the crankcase by six
studs and nuts. A jo in t ring, interposed between the cylinder head and the cylinder lin e r,
forms the gas tig h t seal.
The cylin der heads are water cooled, the water being fed from the crankcase to each
cylinder head by an external fle x ib le connection. Access to the water spaces for cleaning
purposes is provided by removable screwed plugs.
Each cylinder head hai two in le t valves and two exhaust valves, together with the
necessary springs and s p lit c o lle ts , a fuel in je cto r and a compression release valve.
The in le t and exhaust valves are made of heat resistin g steel with " S t e l l i t e ” coated
faces of a 30° profile,and operate in renewable guides. Each valve is loaded by inner and outer
springs, the springs being contained between a lower and upper spring p la te. The upper spring
plate is retained to the top of the valve stem by special s p lit c o lle ts . The valves seat on
hard a llo y inserts which are pressed into the cylinder head. Each pair of valves is actuated
by a bridge piece, operating in a renewable guide, that is provided with a screw adjustment.
This allows compensation to be made for unequal valve stem lengths due to the varying rates
of wear of the valve faces and seats.
The valves are operated through rocker levers, push rods and cam followers, by the in let
and exhaust cams. The top of the valve stems and rocker lever tip s that bear on the bridge
pieces have hardened surfaces, and a button insert is provided on the bridge piece that can be
renewed if it becomes indented by the rocker lever action. The rocker levers have pressed-in
bushes and each pivots on a hardened steel fulcrum pin located in a bracket by a setscrew and
tab washer, the bracket being secured to the cylin der head by two studs, washers and s e lf
locking nuts.
The valve gear and push rod assemblies are lubricated from the engine pressure system
through a pressure reducing valve, and each is to ta lly enclosed by detachable covers, these
isolate the valves and valve gear from the fuel injection system thereby minimising the risk
of fuel contamination. See separate illu s tr a tio n on page 6 fo r lu b ricating o il c ir c u it .
A compression release valve is fit te d to the cylinder head, and allows compression
pressure to be released by slackening the valve plug two or three turns. A combined pressure
r e lie f and compression release valve may be fitte d on some marine engines.
MAINTENANCE
500 hours
With the engine running, check the lubricating o il supply to the valve gear.
1,500 hours
Check the clearance between the rocker lever and bridge piece for each pair of valves and
reset as necessary. See separate paragraphs for detailed method.
Inspect the cylin der head jo in ts , fuel connections and compression release valves for
leakage, and ensure that the lubricating o il supply to the valve gear is adequate - the engine
must be running for these checks.

CYLINDER HEADS INSTRUCTION A 7 4 0 / 3 7 / I /«*
Light overhaul
Remove the cylin d e r heeds and dismantle the valve gear as d etailed under DISMANTLING.
Decarbonise the combustion spaces, and, by means of a long d r i l l or other suitab le tool,
clean out the compression release valve d r illin g in each cylinder head.
After releasing the securing plates, remove the o il tran sfer sleeves between the rocker
bracket and the cylin d e r head and check that the o il sealing rings are in good condition.
Check the condition of the copper tubes for the in jecto rs. See separate paragraphs for
renewal procedure i f necessary.
Examine the valve seat inserts; if necessary, replace any inserts that are worn too close
to the wear lim it stated in the instruction VALVE SEAT GRINDING. If valve seats are too pitted
to be lapped in, grind the faces as instructed in VALVE SEAT GRINDING.
Thoroughly clean a l l valve gear components, inspecting them for wear or damage, and renew
any found to be worn or defective. Valves, and springs p a r t ic u la r ly , should be examined for
cracks (see separate, section - CRACK DETECTION), and springs should be checked to ensure that th
end c o ils are square to the axis. Compare the free length of the springs with the figure given
in DATA and renew any which are below the minimum lim it.
Reface the valves as detailed in the separate instruction. When the refacing of the
valves and seats is done by machine, it is important to ensure that the respective machines are
set to produce the angles illu s tra te d . Under such circumstances the valves w ill not require
grinding in because they w ill rapidly bed in by impact. If the machines are not av a ila b le ,
valves can be ground in by hand, using graded carborundum pastes and tools (r e f . T.7N0/45 and
T.7N0/N6) which should be fit te d to the valve stem as shown in the illu s tr a tio n . Connect a
su itab le speed brace or 1TT bar to the socket and rotate the valve backwards and forwards
several times. Press inthe valve grinding to ol, thereby separating the valve face from the -
seat, and turn the valve to a new startin g position. Repeat the grinding process.
NOTE: •Owing to the hardness o f the v a lv e f a c in g
m a t e r i a l , t h i s method s h o u ld o n l y be used
T-Qor or Speed Brace Socket for l l 9h t tapping., Seats and v a lv e s which
Valve Spring Valve Grinding*in Tool
Tool ref. T.740/46

V A L V E G R IN D IN G -IN T O O L VALVE an d SEAT ANGLES

CYLINDER HEADS INSTRUCTION A 7 H 0 / 3 7 / 1 / 5
A f t e r g r in d in g in , w ip e the v a l v e and s e a t c le a n , a p p ly m arking b lu e to s e v e r a l p la c e s

on the v a l v e s e a t . P r e s s the v a l v e o n to i t s s e a t and r o t a t e i t th ro u g h 1 0 ° t o 1 5 °. I f th e fa c e s
a re tru e , th e m arking b lu e w i l l be d i s t r i b u t e d e v e n ly o v e r them.
Repeated refacing of the valve w ill resu lt in i t s ittin g further into thecylin d er head,
thereby reducing the spring loading. When the assembled length of the outer valve spring reaches
4$ in. (120.65 mm.), a packing plate .100 in. (2.54 mm.) thick should be fitte d beneath the
bottom spring plate to restore the spring loading.
N O TE : - E n s u r e t ha t the p l a t e i s removed when a new v a l v e o r seat is f i t t e d . ,
Check that the lin e r to cylin der head jo in t ring has not indented the jo in t face of the
cylinder head. This condition can arise a fte r long service, and can be accelerated by uneven
tightening of the cylin d e r head nuts. To ensure an e f f ic ie n t seal i t is permissible to skim
the combustion face, but the amount of metal removed must notexceed .030 in. (.76 mm.).
To identify a Cylinder head that has been worked in th is manner, leave a witness ring 3/16 in.
(4.76 mm.) wide round the injecto r hole.
When a cylinder head is removed during routine maintenance it should be subjected to a

water pressure te st - the te st pressure to be 70 p .s .i. (4.92 kg./sq.cm.).
Renew the fle x ib le drain hose (lu b rica tin g o i l ) , head jo in t, push rod seals andcover
jo in ts.
DISMANTLING
Removing cylinder heads from engine
Before commencing the removal of the cylinder heads, arrangements should be made for an
adequate working space to be cleared to enable each cylin der head, together with its components,
to be dealt with as a separate unit. This avoids any accidental mix up of components, p a rtic
u la rly during the dismantling and cleaning stages.
A fter the water has been drained o ff the engine cooling system, proceed as follow s:-
(1) Remove the top and front cylinder head covers and the c lip s securing the lubricating
o il and fuel r a ils to the cylin der heads.
(2) Disconnect the lubricating o il

drain hoses between the cyl-
Hoies (2) in Compression Plate to allow Injector
inder heads and the crankcase.
Disconnect the lubricating o il
feed pipes to the rocker gears
at the cylinder head connections.
(3) Unscrew and remove the top cover

clamp studs. Disconnect and re
move the fuel in jecto r delivery
and drain pipes.
(4) Remove the fuel injectors using

the tools specified in FUEL
INJECTOR NOZZLE AND HOLDERS
instruction.
(5) Take o ff the rocker levers a fte r
marking to place - a f e l t tip marker Springs (inner and o u ter) Securing Stud
T
pen w ill su ffice - and slacken and
Tool Ref T.740/7
remove the rocker bracket securing
VALVE S P R IN G C O M P R E S S IO N
nuts and washers. L i f t off the
PLATE
rocker brackets and remove the push
rods.

INSTRUCTION A 7 ^ 0 / 3 7 / I / 6
CYLINDER HEADS
Bridge Piece * Intermediate Cover
Inlet Port
Inlet Port
Valve Guides
Crankcase
Inlet Valves
Valve Scat Inserts
Exhaust Valves Exhaust Port
CYLINDER HEAD and VALVE GEAR
Lubrieotion to Bridge Piece and Bridge Piece Guide

Rocker Lever Bushes
Rocker Brackets(2 1
Cylinder Head
Lub Oil Transfer

( Head to Rocker Brocket*
each side of Cyl. Head
Cranlcase
Low Pressure Oil Supply
VALVE GEAR LUBRICATION

CYLINDER HEADS INSTRUCTION A 7 H 0 / 3 7 / I / 7
(6 ) R e le a s e th e up per c l i p s on th e push rod g uard tu b e s , then s la c k e n and remove

th e in t e r m e d ia t e c o v e r s e c u r in g n u ts and w a s h e rs . Remove c o v e r s .
(7) Mark the heat shields to place and remove. Disconnect the exhaust pipes
and remove.
(8 ) Take off the a ir in le t bends and slacken the fle x ib le water connections, from the
crankcase to the cylinder heads, at the cylin d er head flanges.
(9) Disconnect the water manifold connections from the cylin d er heads and remove the
water manifold as a complete unit, or separate at the fle x ib le coupling.
(10) Remove the compression release valves.
(11) Slacken and remove the cylin der head holding down nuts and washers. Insert the
lif t in g eye-bolts, tool ref. T .740/6, into.the tapped holes provided and, taking
care not to damage the cylin d er head studs, l i f t o ff the cylin der head. Remove
and discard the cylin der head to lin e r jo in t ring.
NOTE.'-As t h e c y l i n d e r h e a d i s l i f t e d d e a r o f the f l e x i b l e w a t e r connect i o n , ,

i n s e r t a t emporary p l u g i n t o the i n l e t a p er t u r e thus a v o i d i n g s p i l l a g e o f
r e s i d u a ! w a t er from the c y l i n d e r he ad . .
Dismantling the valve gear
(1) Mark the bridge pieces to place and remove.
(2 ) F it the valve spring depressing tool, ref. T.740/7, screwing the studs into the
cylin d er head lif t in g eyebolt holes. Screw down evenly on the hand nuts u n til the
valve spring plates are depressed fa r enough for the s p lit taper c o lle ts to be
removed.
(3) Remove the c o lle ts then release the hand nuts on the tool evenly. Remove the tool
and take off the valve spring plates and springs.
(4) Turn the head on its side and, a fte r marking to place, remove the valves.
NO T E : - As the i n l e t and exhaust v a l v e each have a 30° face p r o f i l e , it is most i mp or t an t

t ha t t hey are marked to p l a c e bef o r e r emo v a l . ,
(5 ) Examine the valve guides, bridge piece guides, valve seats and in jecto r tube.
Replace these as necessary, in accordance with instructions under the appropriate
following paragraphs in OVERHAUL REPLACEMENT PROCEDURES.
OVERHAUL REPLACEMENT PROCEDURES
Valve guides
Valve guides can be removed and new ones inserted in accordance with the following
procedure:-
(I) Invert the head and use a press, together with a pressure pad, tool ref, T .740/19,
and a suitable rod l£ in. (31.75 mm.) diameter x 6 in. (152.4 mm.) long to
push out the old guide.

INSTRUCT IOH A 7 H 0 / 3 7 / I / 8
CYLINDER HEADS
Suggested
Drift Fuel Injector Tube.
Tool
Screwed Plug
Cylinder Head
Fuel Injector Tube
A L TE R N A TIV E M ETHO DS
OF
E X TR A C TIN G F U E L IN JE C TO R TUBE
CYLIND ER HEAD T O O L S

CYLINDER HEADS INSTRUCTION A 7 W / 3 7 / I / 9
(2 ) Exam ine th e v a l v e g u id e b o re in th e c y l i n d e r head, e n s u r in g t h a t it is c le a n

and f r e e from damage.
(3) Inspect the new guide to ensure that

it is clean and undamaged, p a rtic u la rly
on the top and bottom edges of the
inner bore, then coat i t with a mixture
of white lead and tallow . Check that
the c i r c lip is located in its groove.
(>1) Turn the head back over and press in

the new guide, until the c ir c lip meets
the upper surface of the head. Use
the toot ref, T .740/19.
N O T E : - T h e edges o f the g ui d e must be l e f t Tool Ref T.740/I9

sharp and, a l t hou g h care must be V A L V E G U ID E
taken to remove b u r r s from the edges, PRESSURE PAD
t hey must n o t be r a d i u s e d .,
(5) Clean out the cross-drilled hole then regrind the valve as detailed in the
separate instruction.
Bridge piece guides
Bridge piece guides which require renewal, due to wear or damage, should be changed as
follow sl-
(1) Screw the stem of the extractor tool ref. T .740/41, into the bridge piece guide
and, slid in g the block smartly up the stem and against the screwed c o lla r , knock
out the guide.
(2 ) Examine the new guide for burrs or other damage, clean up as necessary, and smear
a mixture of tallow and wax on the fitte d portion of the guide.
(3) Insert the dowel in the bridge piece guide to ensure correct location in the head.
(4) Enter the guide into its bore, f i t the insertion tool, ref. T .740/42, securing
i t to the head by means of the i in. B.S.W. screws, and press the guide into
place.
In je cto r tube
These normally, require no maintenance but if, because of water leakage or sim ilar faul
it becomes necessary to change a tube, proceed as follow s:-
(1 ) Place the Cylinder head on its side so that the tube is horizontal and, with
a I in. B .S .P . or I in. American Gas Tap, thread the end of the tube to a depth
of approximately 2 in. (50.8 mm.).
(2) Screw a suitable plug into the tapped portion of the tube, insert a suitable
d r if t , 11/16 in. x 13 in. long (17.46 x 330.2 mm.), and d rive out the tube.
In cases where removal is d if f ic u lt , use an extractor, as shown in the smaller i l l
u strat ion.

CYLINDER HEADS INSTRUCTION A 7 4 0 / 3 7 / I / I 0
NOTE: - A ! though a " f u l l " t nr ea d Is n o t p ro duced when t appi ng the tube, >t w i l l be
found s u f f i c i e n t to enable the tube to be e x t r a c t e d . .
(3) C arefu lly clean the tube housing in the cylin d e r head, paying p a rtic u la r attention
to the seating face at the lower end. Ensure that the new tube is clean and free
from burrs and damage, then force it f u lly home into the housing.
( 4 ) Clamp the tube in position, securing i t at its lower end by means of a suitable
bolt, nut and plain washers.
(5) Expand the top end of the tube into the grooves in the cylin d e r head (tool ref.
T .740/1), then remove the clamping nut, bolt and washers.
( 6 ) Use the long portion of the expander, tool ref. T.740/1, to r o ll out the tower end
of the tube. Water test the head to a pressure of 100 p . s . i. (7.99 kg./sq.cm.).
UPPER T U B E EXPANDER UPPER T U B E EXPANDER

(In je cto rs) (A ir S ta rt Valve)
Tool ref, T.74C/I Tool ref. T,740/8
BO TTO M TUBE EXPANDER
(Injectors and A ir S ta rt Valve)
Tool ref. T. 740/1
Valve seat inserts

When a valve seat insert is worn to the lim it,
i . e . , to the corner of the o rig in al p ro file , as
shown in the VALVE SEAT GRINDING instruction, it
should be removed and replaced as fo llow s:-
(l) F it the extraction tool ref. T .740/49,

to the head and draw the seat out of
the head.
Tool ref. T.740/48 (4 5 ° seats)
N O T E : - / f an e x t r a c t i o n t oo! is no t Tool ref. T.740/49 (3 C f seats)
ava i t a b l e , g r i n d away one s i d e
VALVE S E A T E X TR A C TO R
o f the i n s e r t u s i n g a p o r t a b l e
g r in d e r f i t t e d w i t h a very thin
wheel, t a k i n g care n o t to damage the h e a d . . Break away the t h i n n e d s e c t i o n w i t h
a hammer and cross c u t c h i s e l . , Do n o t use heat to s o f t e n an i n s e r t o r to i n i t i a t e
i t s b r e a k i n g up, as t her e i s c o n s i d e r a b l e r i s k o f d i s t o r t i n g o r c r a c k i n g the he ad. .
(2) Press or draw the insert into the head. The load required is about 2 tons
(2.040 kg .).

CYLINDER HEADS INSTRUCTION A 7 4 0 / 3 7 / 3 / M
(3 ) R e g rin d th e v a lv e seat in s e r t.
REASSEMBLY
General
E n s u re t h a t a l l com ponents a r e c le a n and l i g h t l y o il e d t h e n :-
(1) Coat the valve stems with graphited o i l 1, then f i t the valves to the head. F it
the spacing washers and lower spring plates, the springs and upper spring plates.
(2) Compress the springs using tool ref. T .740/7, and f i t the taper c o lle ts to the
valve stems. Ease o ff the spring compression tool evenly and gradually, checking
that the taper c o lle ts are c o rre c tly seated. Tap the top of each valve stem
sharply, using a hide-faced or copper-faced m allet, as a fin a l check that the
c o lle ts have seated c o rre c tly .
F ittin g the cylin d e r heads to the engine
Before r e fittin g the cylin d er heads ensure that the lin ers and the top of the crankcase
are clean. Check the lin e r to cylinder head jo in t rings to ensure that they are free from
burrs or bruising.
Continue in the following manner:-
(1 ) F it a new jo in t ring into the stepped face of the lin e r flange.
(2) A fter checking the lin e r bore and piston crown for the possible ingress of foreign
bodies, l i f t the head into position taking care that the jo in t ring is not disturbed.
(3 ) Repeat ( I ) and (2) u n til a ll heads are in position, then line out the heads using
a suitable straig h t edge placed on bolts screwed into the exhaust port faces.
(4) R e fit the exhaust manifolds, leaving the bolts finger tig h t until the cylin der
heads have been f u lly tightened down.
(5) Using an ordinary socket spanner, tighten down the six cylinder head nuts a l i t t l e
at a time in the sequence shown. The fin a l tightening must then be done in three
stages, using a torque spanner set in i t i a l l y at 300 l b f . f t . (406 Nm.), then 600
lb f . f t . 813 Nm.) and, for the fin a l stage, 700/750 lb f . f t . (949/1017 Nm.).
The tightening sequence must be observed throughout each stage.
(6 ) Tighten down the exhaust manifold flanges and r e f it the fle x ib le water in le t
connections. Replace the a ir manifolds and water o u tlet manifolds.
(7) R e fit and secure the intermediate covers, tighten the push rod guard tube c lip s
and reassemble the push rods,
NOTE: - Ensur e t hat the push r o d s e a t i n g pad, f i t t e d i n t o the bore o f the cam f o l l o w e r ,
has not become d i s l o d g e d d u r i n g d i s m a n t t i n g . Sho ul d t h i s happen . the b a l l end
o f the push r o d w i ! ! no t sea t c o r r e c t l y , the r e s u l t o f which w i l l become obvious
when r e - s e t t i n g the r o c k e r l e v e r c / ea r an c e s ,
(8 ) Check that the o il sealing rings are co rrectly located on the o il transfer sleeve
to the rocker gear, and that the sleeve is retained by the securing plate.
Reassemble the bridge pieces and rocker bracket assemblies, ensuring that the
la tte r locates co rre ctly onto the o il transfer sleeves.

CYLINDER HEADS INSTRUCTION A 7 W / 3 7 / 2 / I 2
Cylinder Head/ Liner Jo in t Ring
Cylinder Head.
I 9
Cylinder Liner
©■
Q 6
Crankcase/Liner Iron Jo in t Ring
Crankcase SEQUENCE
OF
C Y LIN D E R H E A D / L IN E R J O I N T S T IG H T E N IN G C Y LIN D E R HEAD N U TS
(9) To gain access to the bracket securing studs, s lip the rocker levers off th e ir
respective fulcrum pins. Replace the self-locking nuts and washers and tighten
down to a torque of 90 lb s .f t . (122 Nm),
(10) Replace the rocker levers, barring the engine round to the respective T.D.C. for
each cylin d e r and slackening the ball-ended adjusting screw in the rocker levers.
Tighten the fulcrum pin securing screws and retab the locking washers.
(11) To ensure that the bridge pieces are making equal contact with each pair of valves,
slacken the locknut on the adjusting screw and unscrew the adjusting screw one or
two turns. Insert a .0015 in. fe e le r gauge between the bridge piece and the front
valve stem and, bearing down on the rocker lever, screw down the adjusting screw
u n til contact is f e l t with the back valve stem. Retighten the locknut and remove
the fe e le r gauge.
(12) Reset the valve lever clearances. See separate paragraphs.
(13) R e fit the fuel injectors and replace the fuel d e live ry and drain pipes. Reass
emble a ll other parts removed during dismantling.
In s p e c tio n a f t e r in itia l ru n nin g

When cylin d er heads have been re fitte d , it is important that they are co rre ctly bedded;
therefore, a fte r the engine has been run fo r a few hours on f u ll load, and also a fte r 150-200
hours service operation, the cylin d er head nuts should be retightened. Before tightening to
the co rrect torque figure, slacken each nut back h alf a f la t . This prevents false figures
being obtained through the binding of the nuts on the stud threads. Retighten to the correct
torque figure, observing the correct tightening sequence throughout the operation.
NOTE:-A special t o r q u e wrench e x t e r n i o n i s re q u ire d for tightening the n u t shown a t
number 6 on the t i g h t e n i n g sequence i l l u s t r a t i o n . , When the e x t e n s i o n , too/ r e f . ,
T. 740/32, ts used, the f i n a l t i g h t e n i n g t orque i s 607 t b f . f t . 1822 Nm. ) to
compensate f o r the a d d i t i o n a l l e v e r a g e . .

CYLINDER HEADS INSTRUCTION A 7 W / 3 7 / I / I 3
In a d d it io n , th e v a l v e le v e r c le a r a n c e s sh o u ld be checked and a l l w a te r, fu e l and lu b

r ic a t in g o i l c o n n e c tio n s sh o u ld be in s p e c te d f o r le a k a g e .
CHECKING VALVE LEVER CLEARANCES

The clearances between the valve lever and the bridge piece, for each pair of valves,
should be checked with the engine cold. The correct clearances are quoted under DATA.
I f the clearances on each cylinder are checked when the piston is at T.D.C. on the fir in g
stroke,and are dealt with in fir in g order sequence, the complete set of clearances can be checked
in two revolutions of the crankshaft.
Adjusting Screw
Adjusting Screw
A D JU S TIN G VALVE C L E A R A N C E S
(1) Bar the engine round to T.D.C. on the fir in g stroke of the cylinder concerned.
(2) Slack o ff the locknut on the ball-ended adjusting screw in the rocker arm, then, with
fe e le r gauges between the opposite end of the rocker arm and the button in the
bridge piece, adjust th is screw to give the correct clearance. Retighten the
locknut, rechecking the clearance a fte r doing so.
RENEWAL OF VALVE SPRING (w ith cylin d e r head on engine)
The renewal of a valve spring can be carried out without removing the cylin d er head.
The procedure for th is operation is as follow s:-
(1) Open the compression release valves.
(2) Bar the engine round u n til the piston of the cylinder concerned is at T.D.C. on
the fir in g stroke.
(3) Remove the top covers and the clamp stud, the injecto r d e livery and drain pipes.
(*0 Take off the rocker levers. Slacken and remove the rocker bracket securing nuts
and washers and l i f t off the rocker brackets. Remove the push rods and slacken
the upper clip s on the push rod guard tubes.
(5) Slacken and remove the securing nuts and washers from the intermediate cover and
take off the cover.

CYLINDER HEADS INSTRUCTION A 7 4 0 / 3 7 / I / I 4
(6 ) Remove the valve bridge pieces and withdraw the fuel in je cto r. F it a temporary
plug in the in jecto r tube.
(7) Assemble tool ref. T .710/7, illu s tra te d under DISMANTLING, f it t in g the studs
into the cylin d e r head lif t in g eyebolt holes. Screw down the hand nuts evenly,
u n til the spring plate on the valve concernedcle ars the s p lit taper c o lle ts .
( 8 ) Release the hand nuts evenly, remove the tool and withdraw the top spring plate
and faulty spring.
(9) F it a new spring and reverse the above procedure, f in a lly resetting the valve
lever clearances and closing the compression release valves.
Tool ref. Title
T.710/1 EXPANDER FOR FUEL INJECTOR TUBE (bottom)

T.7>A0/ 6 EYEBOLT (fo r lif t in g cylin der head)
T .710/7 DEPRESSOR (valve spring)
T .710/8 TORQUE WRENCH EXTENSION (cy lin d e r head nut tightening)
T .710/8 EXPANDER FOR AIR START VALVE
T .710/19 PRESSURE PAD (valve guide replacement)
T .710/32 OFFSET EXTENSION (cylin d er head nut tightening)
T .710/1! EXTRACTOR FOR BRIDGE PIECE GUIDES
T .710/12 INSERTION TOOL (bridge piece guides)
T .710/15 SOCKET (valve grinding tool connection)
T .710/16 VALVE GRINDING TOOL 0
T .710/19 EXTRACTOR FOR INLET AND EXHAUST VALVE SEATS (30 seats)
DATA
Yalve lever - bridge piece clearances

In le t valve clearance 0.006 in. .1!
Exhaust valve clearance 0.008 in. .2*
These clearances are set with the engine cold and the appropriate piston at T.D.C. on
the f ir in g stroke.
Yalve dimensions
Valve head diameter 3.118 in. 86.805 mm.

Angle of seat (nominal) 30°
Valve stem diameter 0.716 to 0.717 in. 18.95 to 18.97 mm.
Valve guide bore 0.7193 to 0.7503 in 19.03 to 19.06 mm.
Clearance of stem in guide - New 0.0023 to 0.0013 in 0.06 to 0 . 1 I mm.
Max. permissible 0 . 0 1 0 in .251 mm.
Yalve gear dimensions
Valve inner spring free length - New 5.16 in. 131.06 mm.
Min. permissible 1.75 in. 120.65 mm.
Valve outer spring free length - New 5.68 in. 111.27 mm.
Min. permissible 5.25 in. 133.35 mm.

CYLINDER HEADS INSTRUCTION A 7 U O / 3 7 / 2 / I 5
Fulcrum pin diameter 1 .9979 to 1.9986 n. 50,74 to 50.76 mm.

Fulcrum bush bore 2.0026 to 2.0033 n. 50.87 to 50.884mm.
Clearance of pin in bush - New 0.004 to 0.005 n. . 1 0 2 to .127 mm.
Max. permissible . 0 1 0 n. .254 mm.
Rocker bracket bore 1.9993 to 2.0007 n. 50.78 to 50.82 mm.
Clearance of pin in bracket - New 0.0007 to 0.0028 n. .018 to .071 mm.
Fulcrum pin bush outside diameter 2.2508 to 2.2516 n. 57.17 to 57.19 mm.
to 2.2504 n. 57.13 to 57.16 mm.
St
CM
CM
Valve lever bore
F it of bush in lever (in te rfe re n ce ) 0 . 0 0 0 to 0.0016 n. . 0 0 to 0.041 mm.
Bridge piece diameter 1.1226 to 1.1232 n. 28.51 to 28.53 mm.
Bridge piece guide (inside diameter) 1.1244 to 1.1256 n. 28.56 to 28.59 mm.
Clearance of bridge piece in guide - New 0 . 0 0 1 2 to 0.003 n. .030 to .076 mm.
Max. permissible 0 . 0 1 0 n. .254 mm.
Bridge piece guide (outside diameter) 1.6267 to 1.6274 n. 40.81 to 40.83 mm.
F it of guide in cylinder head (in terferen ce) 0 . 0 0 1 to 0.0031 n. .025 to .078 mm.
Inlet/Exhaust cam tappet guide bore 1 .9993 to 2.0007 n. 50.78 to 50.82 mm.
Inlet/Exhaust cam crosshead diameter 1.9957 to 1.9964 n. 50.69 to 50.71 mm.
Clearance - crosshead in tappet guide - New 0.0029 to 0.005 n. .071 to .127 mm.
Inlet/Exhaust cam crosshead pin diameter - New 0.8737 to 0.8742 n. 22.19 to 2 2 . 2 mm.
Crosshead r o lle r bush bore * New 0.8762 to 0.8772 n. 22.255 to 22.28mm.
Clearance of pin in bush - New 0 . 0 0 2 to 0.0035 n. 0.05 to 0.089mm.
Max. permissible 0.006 in. 0 . IS 2 mm.
Crosshead r o lle r bore (le s s bush) 1 . 0 0 0 to 1.0005 in. 25.4 to 25.41 mm.
Cylinder head nut tightening torque 700/750 l b . f . f t . 9U-9/1017 ,(m.
Rocker bracket nut tightening torque 90 . lb . f t . >22 Nm.
Fuel i n j e c t i o n pump d r i v i n g mechanism
Fuel pump follower tappet diameter - New 2.872 to 2.873 in. 72.95 to 72.975mm.
Tappet guide bore - New 2.8755 to 2.8777in. 73 . 037 to 73.093 mm.
Clearance - fuel p=mp follow er tappet in guide 0.0025 to 0.0057 in. 0.0635 to 0.145 mm.
Diameter of plunger, operating pump tappet - New 0.623 to 0.624 in. 15.82 to 15.85 mm.
Bore of tappet guide - New 0.625 to 0.626 in. 15.88 to 15.90 mm.
Clearance between pump tappet and guide - New 0.001 to 0.003 in. 0.025 to 0.076 mm.
Reference:- 1 ’ 0 i I d a g ‘ C o ll o id a l Graphite, manufactured by Achason C o l l o i d s L t d . , P r i n c e Rock

Pl ymouth, mixed w i t h angi na o i l in a r a t i o of 4 p a r t s o i l to 1 par t G r a p h i t e .

CYLINDER HEADS INSTRUCTION A 7 W / 2 I / I / I
VALVE SEAT GRINDING
CONTENTS
GENERAL ..................................................................
OPERATION .......................................................
In it ia l setting . . . .
Grinding the seat . . . .
Checking the seat angle .
Redressing the wheel
SPECIAL TOOLS REQUIRED ............................................

CYLINDER HEADS INSTRUCTION A 7 U 0 / 2 I / I / 2
VALVE S EA T GRINDER

CYLINDER HEADS INSTRUCTION A 7 4 0 / 2 1 / I / 3
VALVE SEAT GRINDING
GENERAL
Valve seat inserts which have become pitted, worn or distorted, should be reground by
machine. The "H all Toledo" eccentric valve seat grinder , 1 model EDP, together with accessories
lis te d under SPECIAL TOOL REQUIRED, is suitable for the purpose.
With th is type of grinder only one point of the grinding wheel is in contact with the
seat at any time.
The illu s tr a tio n shows a
view looking down at the grinder in
Valve Seat Grinding Wheel
the valve seat, the p ilo t in the
valve guide and the grinding wheel
which is driven by the high-speed
shaft of the driving motor. This
shaft revolves on bearings around
the inner eccentric shaft.
The p ilo t hole in the in
ner eccentric shaft is located off-
centre and th is off-centre location
of the p ilo t hole produces the ec
ce n tric action of the grinder. This
inner or eccentric shaft is driven
at low speed causing the grinding Inner Eccentric Shaft Outer Shaft
wheel to travel progressively around
the seat approximately 15 times a. GRINDING APPLICATIO N
minute.
To regrind the valve seats,
the cylinder head, which must have been previously cleaned and a ll other work completed, should be
placed with the valve seats uppermost on a suitable stand.
OPERATION
In it ia l setting
Assemble the seat grinding machine on the grinding wheel dressing fix tu re and, a fte r
setting the tool holder angle to the 30° datum lin es, adjust the feed screw of the valve seat
grinding machine to take a lig h t cut. S ta rt the motor and dress the grinding wheel with a series
of lig h t cuts until its stirface is trued, free from scores, ridges or signs of 'lo ad ing 1, remov
ing as l i t t l e material as possible. I f a new grinding wheel is being dressed its grinding face
must be s lig h tly greater in width than that of the valve seating.
Grinding tê seat

Lig h tly o il the p ilo t and screw on the s p lit sleeve a l i t t l e way, then insert the assem
bly into the valve guide. Use a p ilo t wrench or tommy bar to turn the p ilo t, drawing the s p lit
sleeve upwards and expanding it against the bore of the valve guide.
N O T E : - T h e t apered p o r t i o n o f the p i l o t i s g r ound to f i n e limits to ensure t h a t : -
( a ! The p i l o t i s c o r r e c t ! y cent r ed .
lb! There i s no s i d e - p l a y o f the stone and s l ee v e assembl y . ,

CYLINDER HEADS INSTRUCTION A7< «5/2 I/ I / I
P ilo t
VALVE S E A T GRINDING

CYLINDER HEADS INSTRUCTION A 7 W / 2 I / I / 5
. Mount the valve seat grinding machine on the p ilo t and adjust the feed screw u n til the
grinding wheel is ju st cle ar of the valve seat, s ta rt the motor and slowly feed the grinding
wheel into contact with the valve seat. Taking very lig h t cuts, grind until the seating shows
evidence of continuous grinding a ll the way round and for the f u ll width. Allow the machine
to 'spark o ut’ or grind it s e lf e n tire ly free before inspecting or gauging the seat.
N O T E : - Mike f re qu en t i n s p ec t ions d u r i n g the g r i n d i n g pr o ce ss to ensure t n e t the

minimum amount o f metat is removed from the seat.
The amount of metal which can be re

moved from a seat extends only as fa r as the corner
of the o riginal p ro file , as illu s tra te d , and th is
must be taken into account before deciding upon
whether or not a seat can be reground or must be
changed. Original Profile
Checking the seat angle

Corner to be regarded
Having obtained a continuous f u ll width os limit of wear
seat, remove the grinder to its dressing fix tu re,
check the grinding angle by means of the seat
'b lu in g 1 gauge as follows.
LIM IT OF VALVE SEA T W EA R
Clean the seat and p ilo t stem free from

g r it, smear a very lig h t coating of 'marking blue'
on the gauge and mount it on the p ilo t stem. Press the gauge firm ly in contact with the valve
seat, remove it and examine the marking transferred to the seat; themarking should be continu
ous and should cover the fu ll width of the seat.
I f the 'b lu e ' shows a narrow seat the grinding angle is incorrect and, a fte r making
suitable adjustments to the tool holder of the dressing fix tu re , redress the grinding wheel to
the corrected angle. A further lig h t grinding, at the new angle, should be made and the 'blue
marking test repeated u n til f u ll seat width marking is obtained.
NOTE:- To a v o i d removing an e x ce s s i v e amount o f met a / from one seat, it is a d v i s a b l e

to spr ead the s e t t i n g process ov er a number o f seat s.
Once the setting of the grinding wheel dressing fix tu re has been established further
valve seats may be ground as detailed above under Grinding the seat, and the grinding wheel
can be redressed without further adjustment. However, to ensure that the seating has remained
accurate, use the bluing gauge occasionally to check as detailed e a r lie r .
Redressing the wheel
The frequency of redressing of the grinding wheel w ill be dependent on the hardness of
the seat and the amount of roughing out to be done. The wheel should be redressed i f the
surface has become ridged or is 'loaded' with metal or if a satisfa cto ry surface is not being
produced. The fin ish on the seat should be highly polished with no trace of grinding marks
or ridges. I t is preferable to reface the wheel just before taking a fin is h cut, using it
afterwards to make a rough cut.

CYLINDER HEADS INSTRUCTION A 7 4 0 / 2 I / 1 / 6
Ref. T it le
T .710/13 Bluing gauge - valve seat (3 0 °)

11-P161-1983 Valve seat grinder (state voltage when ordering).
II- P 1 6 I.S I7 I1 /I P ilo t
11-P16I, Z . 1711/1 S p lit sleeve
11-P16I. F . 1716/l Grinding stone
Reference:- 1 Obtainable from Ruaton D i a s e l s L i m i t e d ,

Vul can f o r k s ,
Neaton-Le-Wi I lows,
H s t a e y t j d d ;.

CYLINDER HEADS INSTRUCTION A 7 W / 2 2 / I / I
VALVE REFACING
CONTENTS
GENERAL ............................................................................................................ 3
REFACING ............................................................................................................ 3
OPERATION ............................................................................................................ 3
In it ia l setting of refacing machine . . . . . 3
Refacing the valve . . . . . . . . 3
Checking the face . . . . . . . . 3
Refacinq the end of the valve stem . . . . . ^
Dressing the grinding wheel . . . . . . . ^
Reassembly of valves . . . . . . . . ^

CYLINDER HEADS INSTRUCTION A 7 Y 0 / 2 2 / I / 2
VALVE R E F A C IN G
V A LV E GRINDING T O O L
M E R L IN “ V A L V E M A S T E R "

CYLINDER HEADS INSTRUCTION A7M-0/22/1 / 3
VALVE REFACING
GENERAL
I n l e t and e x h au st v a l v e s w it h worn or p i t t e d s e a t s and w ith deep in d e n t a t io n s in the

h ard ened end o f th e stem may be r e fa c e d as d e t a i l e d in th e f o llo w in g p a ra g ra p h s .
REFACING MACHINE
The r e f a c in g m achine recommended is th e s ta n d a rd M e r lin V a lv e m a s te r , ty p e VMl o r VM2,

fitte d w it h th e a p p r o p r ia t e w h e e l, i.e ., AAW/51!-!5-VF8.
OPERATION
In it ia l setting of refacing machine

Before commencing work, f i t the valve in the workhead and check, by means of a dial gauge,
that the valve stem is concentric to within 0.0005 in. (.013 mm.). Ensure that the workhead is
set to the correct angle, i . e . , 60° 15' and that the grinding wheel is dressed.
Refacing the valve
Set the valve in the workhead as detailed in the previous paragraph and proceed as
f o l 1 ows:-
(1) Back off the grinding head and traverse the workhead u n til the valve head is in
front of the grinding wheel. ’
(2) Switch on both motors and open the coolant tap. Move the workhead to and fro ac
ross the front of the grinding wheel and gradually bring in the grinding head, ap
plying the cut a l i t t l e at a time until the f u ll ground face is obtained. Allow the
grinding wheel to "spark out", i. e . , to grind it s e lf e n tire ly free, before inspect
ing the face (frequent inspections should be made to ensure that only-the minimum
amount of metal is removed w h ilst a fu ll face is ground).
The illu s tr a tio n above shows the maximum wear lim it which must be taken into account
when grinding a new face on a valve.
Checking the face

(1) Remove the valve from the machine then clean the face and stem.
(2) Smear a very lig h t coat of marking blue on the correct valve seating gauge; f i t
the gauge on the valve, press it into contact with the valve face then l i f t the

CYLINDER HEADS INSTRUCTION A7U-0/22/1
gauge and examine the face. The marking should be continuous and cover the fu ll
width of the valve face.
Refacing the end of the valve stem

(1) Set the workhead p a ra llel to the grinding wheel spindle, f i t the valve into the
workhead with the stem end close to the wheel and check that the valve stem is
concentric to w ithin 0.0005 in. (.013 mm.).
(2) Move the grinding head u n til the side of the wheel is level with the valve stem
end.
(3) S ta rt both motors and ease the workhead close to the grinding wheel until the wheel
begins to cut, then ease the grinding head gently back and forth until the wheel
"sparks out".
(4) Continue the grinding as in (3) u n til a good clean surface is obtained but with
minimum removal of metal.
(5) Remove the valve and check the hardness of the stem end. I f the hardness is below
50 Rockwell C, the valve may be reclaimed by removing 1/16 in. (1.588 mm.) from the
end which is then b u ilt up by depositing S t e t lit e Grade 12 on it, and f in a lly re-
facing the stem end to give an overall valve length of 13.955 in. (354.457 mm.).
Dressing the grinding wheel
The grinding wheel should be dressed when i t has become ridged, loaded with metal p a rticle s ,
or unable to provide a s a tisfa cto ry surface fin is h , i.e ., without traces of ridging or grinding
marks.
The valve refacing machine is supplied complete with a diamond-tipped universal dressing
tool which should be used in accordance with the manufacturers' instructions. The frequency
of wheel dressing w ill depend on the grade of grinding wheel in use, the amount of roughing-out
to be done and the care exercised by the operator. It is preferable to do the roughing-out before
wheel-dressing so that the wheel is then in its best condition form akinga good-quality fin ish
cut.
Reassembly of valves
After refacing, the valves can be assembled into the cylin der heads without recourse to
lapping or grinding-in by hand. The small d iffe r e n tia l between the seat and face angles ensures
rapid "bedding-in" of the seats by impact.
SPECIAL TOOL REQUIRED
Tool re f. T it le
T .740/44 SEATING GAUGE - fo r valve face
Reference:- 1 Hanufac tu red ■■b y : -

The M e r l i n E n g i n e e r i n g Company L i mi t e d ,
Hebble M i l l s , Salterhebbla, Halifax, Yorkshire.

CYLINDER HEADS INSTRUCTION A 7 W / 8 / I / I
CYLINDER HEAD FRONT COVER JOINT
The synthetic rubber jo in t between the cylinder head front cover and the crankcase should
be examined whenever the front cover has been removed.
When the jo in t us found to be damaged, distorted, or in s u ffic ie n tly fixed to the jo in t
face of the cover, a new jo in t should be fitte d ; i t should be fixed by means of an o i 1 -resistan t
adhesive’ .
Before f it t in g a new jo in t, scrape the old jo in t o ff the cylin der cover and remove a ll
e
traces of the original adhesive using a cleaner or thinners • Ensure that the jo in t faces of the
cylinder head cover, and the new jo in t are clean and dry. Apply a coat of adhesive to the jo in t
face of the cover and to one face of the new jo in t. Allow the adhesive to dry fo r a few minutes,
then fix the jo in t to the cover, Put the cylin d e r head cover aside until the adhesive is thor
oughly dry.
Care should be taken to protect the jo in t whenever the cover is taken o ff the engine.
Covers should not be le f t lying about, nor should they be stored in such a position that they
can suffer damage.
References:- 1 Boscoprene 2402

2 Boat ic No. B011 or SS11
All o a n u f a c t u r e d by: B o s t i c Ltd. lllvorseroft Road, Leicester.

AIR STARTING EQUIPMENT INSTRUCTION A 7 H i / 6 / l j\
AIR STARTING EQUIPMENT
( So1eno i d-operated)
CONTENTS
GENERAL 3
OPERATION .
MAINTENANCE
500 hours
Light overhaul
DATA ¥

AIR STARTING EQUIPMENT INSTRUCTION A 7 1 H / 6 / I / 2
S T A R T IN G AIR FILTER
U SED W IT H S O L E N O ID - O P E R A T E D A IR D IS T R IB U T O R
Crankcase Air Supply

from
Air Inlet Distributor
Union
Connection
Oil
Seal
-Washer
Rotating Valve Disc Valve

Joint
Oil Drain Hole
Air Outlet Pipes to Cylinders
AIR STAR TING V A LV E

IN
AIR DISTRIBUTOR
S O L E N O ID - O P E R A T E D CYLIND ER HEAD

AIR STARTING EQUIPMENT INSTRUCTION A71U / 6 / I / 3
AIR STARTING EQUIPMENT

( So1eno id-operated)
GENERAL
Compressed a ir for startin g is supplied from the a ir receivers, through an a ir f i l t e r , to

a d is trib u to r rotated by the camshaft and th is d is trib u to r passes a ir to the startin g valves
in the cylinder head, in fir in g order sequence.
The admission of a ir to the d is trib u to r is control led by a s ta r t solenoid valve.
OPERATION
When startin g , compressed a ir is admitted to the d is trib u to r disc valve chamber and passes
through apertures in the disc valve, to a ir s ta rt valves in the cylin d er head, in fir in g order
sequence. The s ta rt valves open as the a ir is fed into them, and thus high pressure a ir is
admitted to the cylinders in the correct order to turn the crankshaft. As the crankshaft rot
ates, so the camshaft operates the disc valve, opening and closing the a ir supply to each
cylin d e r in turn until the engine is turned over at s tartin g speed. As the a ir supply to a c y lin
der is interupted by the disc valve, so the a ir s ta r t valve to that cylin d e r is closed by spring
pressure.
To prevent wear of the disc valve when the engine is running, a lig h t spring moves the disc
away from the d istrib u to r body when the a ir supply is cut off.
Thed is trib u to r shaft is lubricated by o il from the engine o il system.
MAINTENANCE
500 hours
Close the a ir receiver cock. Unscrew the startin g a ir f i l t e r plug and withdraw the f i l t e r
element, which should then be washed in clean fuel o il and dried by means o f an a ir je t . Dis
connect the a ir supply pipe at the base of the a ir f i l t e r and open the a ir receiver cock to
blow any accumulation of d ir t or water out o f the pipe. R e fit the a ir supply connection and
the f i l t e r element then replace and tighten the plug.
Light overhaul
Dismantle and clean the a ir d istrib u to r. Examine the seating surfaces of the disc valve
and body for scoring or other damage. Check the clearance betweenthe drivin g spindle and
the body against thefigures quoted in DATA. Fi t a new o il sealand renew any other parts
when necessary. Clean a ll o il passages and lu b ricate rhe moving parts before assembly.
Remove each a ir startin g valve from the cylinder head then dismantle, clean, and remove
a ll carbon deposits from the valve and body. Examine the spring for cracks and check its free
length against the figures quoted in DATA. Grind-in the valve using very fin e carborundum
paste until a good seating is obtained, clean o ff a ll traces of grinding paste and, a fte r

AIR STARTING EQUIPMENT INSTRUCTION A 7 « H / 6 / l M
lubricating the valve stem, f i t the valve to the body. Adjust the valve l i f t to the figure
given in DATA by means of the screwed valve spring retainer and secure with the slotted nut
and s p lit pin. F i t a new copper washer under the union connection. Check that the gas seal
ing surfaces of the valve body and the valve tube (in the cylinder head) are clean and un
damaged and r e f i t the valve assembly to the head.
Tool re f. T itle
7*0/12 CLAWFOOT SPANKER - fo r A ir S t a r t Valve Union Nut

7*0/34 TUBE SPANNER - for A ir S t a r t Valve Nut
DATA
A i r s t a r t i n g va lv e
Valve stem diameter 0*3107 to 0.311 1 n. 7.89 to 7.90 mm.

Insert bore 0.3121 to 0.3129 n . 7.93 to 7.95 mm.
Clearance of stem in insert 0 . 0 0 1 to 0 . 0 0 2 2 n. ■025 to .056 mm.
Val ve I i f t 7/6* n. 2*778 mm.
Valve spring free length - New 2 i
n. 63.5 mm.
Min. Permissible 2 * n. 57. J 5 mm.
A ir d is trib u to r
Spindle diameter 2*2*4 to 2-2*5 in* 57.00 to 57.02 m .

D istrib u to r body bore 2-2*92 to 2.2508 in* 57-13 to 57.17 mm.
Clearance of spindle in body - New 0.00*2 to 0.006* in. * 107 to .163 mm.
Max. perm issible 0.012 in. .305 mm.
Spindle spring free length - New l£ in. 38.1 mm.
Min permissible l£ in. 31*75 mm.
Jo in t thickness - "X lin g e ro i 1 i t " 0.008 in * *203 mm.
A ir f i I t e r
F i I te r gau-ze I 0 0 mesh x * 2 s. w. g.

FUEL INJECTION PUMPS INSTRUCTION A 7 4 5 / I 5 / 1 / I
FUEL INJECTION PUMPS
CONTENTS
GENERAL ....................................................... ............................................ 3
OPERATION .............................................................................................................. 4
ANT I-DRIBBLE D E V I C E ........................................................................................ 5
MAINTENANCE .............................................................................................................. 5
Light overhaul . . . . . . . . . 5
OVERHAUL .............................................................................................................. 6
General . . . . . . . . . . 6
6 i smant1i ng 6
Examination . . . . . . . . . 8
Assembling . . . . . . . . . 1 0
TESTING . ................................................................................................... 1 2
S ta tic te s ts . . 1 2
Port closure te s t and setting . . . . . . 13

Dynamic te s t 14
Use of reference pump . . . . . . . 14
TESTING BY MANUFACTURER ........................................................................................ 14
T e s t equipm ent 14
C alib ratio n table . . . . • • • • 15
DATA 15

INSTRUCTION A7H5/15/1/2
Retaining Nut Fuel Delivery Delivery Connection
Valve Spring Leather Washer
O ’ Ring
Delivery Vaive Holder
Delivery Valve
Delivery Vaive Seat
Helical Groove
Lub. Oil Annulus, Element Assembly

Plunger
Fuel Inlet Connection

( separate fuel drain Washer
connection plugged-
not shown}
Spill Plug
Locking Wire
Plug and Washer
Barrel Locating Screw
and Washer
Bolt.Shim Pack
and Spring Washer Control Rack
O* Ring
Stop Collar
Upper Spring Plate
Control Sleeve
Upper Circlip
Plunger Spring
Joint Faces
marked thus must
have 360* contact
Pump Housing
Shim Plate
Adjustable Shim
R iv e t ' Lower Circlip Tappet Lower Spring Plate
FUEL IN JE C TIO N PUMP

BRYCE

FUEL INJECTION PUMPS INSTRUCTION A 7 4 5 / I 5 / J / 3
GENERAL
The Bryce CV-size fuel injection pump w ill normally have a long working l i f e before
requiring overhaul and replacement of parts, provided that the fuel o il and engine lubricating
o il have not been contaminated by d ir t or water. F ailu re to meet these requirements can result
in premature wear, corrosion, leakage or component fa ilu r e and may also be detrimental to the
in jecto r, and to the engine i t s e lf . The only adjustments possible are of injection timing, and
output ca lib ratio n .
Fuel injection pumps w ill wear with time, but such wear is usually uniform throughout
an engine set, so that balance between pumps w ill remain acceptable for normal industrial
requ i rements.
The degree of wear, p a rtic u la rly of the elements, may be judged by comparing the control
rack settings at fu ll load with those recorded on the o riginal engine te s t sheets. As a general
guide, fuel pumps should be removed for examination when the control rack setting has increased
by lOJt. The requirement to increase settings to maintain f u ll load normally indicates an ex
tending injection period, which w ill be accompanied by risin g fuel consumption and exhaust
temperature.
Individual pumps which behave d iffe re n tly from the remainder of the engine set should be
examined as soon as possible.
A pump requiring a high control rack setting to balance exhaust temperature may have a
worn element, leaking d elivery valve or high pressure jo in ts ; running hot can be the resu lt of
leakage from the high pressure jo in t, possible causes being re s tric tio n in the high pressure line
(blocked spray holes or f i l t e r , inadequate needle l i f t or damaged pipe).
Interm ittent delivery or, no d e livery, may be due to a sticking or seized element, part
ic u la rly i f the control rack is s t i f f to move or jammed, or to a broken plunger spring.
Abnormal leakage of fuel o il from the base of the pump w ill usually be due to elementwear,
which may be caused by water in the fu e l.
Each engine cylinder has a fuel injection pump operated by a fuel cam on the engine cam
shaft. The function of the pump is to provide fuel, in co rrectly metered quantities proportional
to power developed by the engine, with timed accuracy to the engine cylin der v ia the injecto r
nozzle.
The fuel cams drive the pumps through r o lle r followers and tappet assemblies and are phased
to operate each pump in turn, in fir in g order sequence, at the correct injection point.
The pump plunger stroke is constant but the quantity of fuel delivered to the in je cto r is
varied by endwise movement of the control rack, and a ll control racks are linked to the engine
governor by adjustable levers and rods to cause the racks to move in unison - ensuring that
equal quantities of fuel, throughout the range, are delivered by each pump - once the controls
have been set.
The pump d e livers fuel through the injecto r nozzle at high pressure: the nozzle atomises
the fuel as it passes into the combustion chamber, thereby enabling the fuel to ignite and burn
e ff ic ie n tly .

FUEL INJECTION PUMPS INSTRUCTION A 7 4 5 / I 5 / I / 4
Each pump contains a pumping element comprising a plunger and b a rrel. The upper portion
of the barrel has two opposite ports which are in communication with the fuel g a lle ry , and an
'O' ring is fit te d in a groove in the pump housing to form a seal between barrel and housing.
Around the lower end of the barrel is a control sleeve which is located to the plunger, i.e .,
the s k ir t of the control sleeve is slotted to engage a lug on the plunger. Teeth on the upper
end of the control sleeve mesh with teeth on the control rack. Therefore, lin ear movement of
the control rack is converted to rotary movement of the control sleeve and plunger, thus a lte rin g
the position of the plunger h e lic a l groove in relatio n to the ports in the b arrel. As the barrel
rack is moved so tha control sleeve is rotated and the plunger turned to vary its e ffe c tiv e
stroke. The plunger is spring-loaded; the spring being sandwiched between an upper and a lower
spring plate, the upper spring plate being retained by an upper c i re lip . A tappet is fitte d
in the base of the pump housing and the complete assembly is held in position by a lower c ir c lip .
The plunger barrel is located in the pump housing by a locating screw, fitte d with a jo in t
washer. This screw is wire-locked to a s p ill plug which is fit t e d with a jo in t washer.
The upper end of the pump houses a d e live ry valve seat, d e live ry valve, spring and d e l
ivery valve holder the end of which is machined to form the d e live ry connection. The complete
assembly is secured in the pump housing by a retaining nut. An 'O' ring and leather washer are
sandwiched between the d e livery valve holder and the retaining nut.
One end of the fuel pump rack is fitte d with a stop c o lla r which can be shimmed to lim it
movement of the fuel control rack and give equal output on dynamic te at, to ensure accurately-
matched output, thus making the pump interchangeable without the necessity for tuning.
The pump body is shimmed, during in it ia l assembly, to equalise internal tolerances and so
enable a ll pumps to be pre-set to equal timing. These body shims are riveted to the underside
of the pump mounting flange and must not be disturbed unless parts of the pump need replacing
in which case the pump must be re-shimmed as described la te r under P o r t c lo s u r e t e s t and
se tt i ng.
Because the plunger stroke is constant at 15 mm. the quantity of fuel delivered to the
engine at each stroke of the pump is varied to s u it operational requirements by the h elical
groove in the plunger which functions as described under OPERATION.
OPERATION
Fuel o il is fed into each pump from the engine fuel r a il. I t passes into the fuel g a llery
and is then drawn in through the ports and into the bore of the b arrel. As explained previously,
the pump stroke is constant but the quantity of fuel delivered varies according to the re la tiv e
position of the plunger in its b arrel.
The form of the h e lica l groove and its relatio n to the sleeve ports is shown at (a ) in
the diagram. When the plunger is at the bottom of its stroke, fuel from the feed r a il can enter
the pumping element assembly. As the plunger is raised by the fuel cam, the top edge of the
plunger covers the fuel ports, sealing off escape for the fuel o il which is forced out as in
(b) through the d e live ry valve and high-pressure pipe to the in jecto r. As the plunger rises
further, pumping continues until a portion of the helix is aligned with the s p ill port. This
allows fuel to escape v ia the s p ill port as in (c ), releasing the pressure in the element and
d e livery piping, thus terminating the pumping stroke. The plunger can then complete its stroke
without any further pumping and is then returned by the plunger spring to the bottom of its
stroke ready for the next cycle.

FUEL INJECTION PUMPS INSTRUCTION A 7 ^ 5 / l 5 / l / 5
FUEL PUMP PLUNGER P O S ITIO N S
The quantity of fuel pumped is dependent upon the length of the pmnping stroke between
the points shown in (b) and ( c ). This e ffe c tiv e stroke is varied by rotating the plunger, thus
changing the point at which cut-off by the helix occurs.
Diagrams ( c ), (d )a n d (e ) show the approximate positions fo r f u l l , half-load and idling

respectively.
In the position shown in ( f ) , the v e rtic a l groove is in lin e with the s p ill port and no
fuel w ill be pumped. This represents the 'stop' position.
The rotation of the plunger, to give the desired position, is effected by the lug on the
plunger. This lug engages with a s lo t in the s k ir t of the control sleeve, and the teeth on the
control sleeve mesh with teeth cut in the control rack. Therefore, endwise movement of the rack
causes rotation of the sleeve and plunger.
ANT I-DRIBBLE DEVICE
In addition to functioning as a non-return valve, the delivery valve performs the important
function of "pressure unloading". This is accomplished by increasing the e ffe c tiv e volume of a ll
the fuel passages above the pump a fte r each stroke, reducing the pressure of the trapped fuel and
avoiding shock waves which could cause a second in jection.
The delivery valve is grooved and has a c y lin d ric a l portion which acts as a piston in the
bore of the delivery valve seat. When the pump is on the d e livery stroke, the pressure of fuel
l i f t s the d e livery valve u n til fuel can escape to the in jecto r nozzle. Immediately the plunger
releases the pressure in the barrel, the delivery valve (under the influence of its spring and
the great difference in pressure between fuel in the pump barrel and the injecto r delivery pipe)
resumes its seat, causing the piston part of the d elivery valve to sweep down the bore of the
seat with a plunger action, thus increasing the e ffe c tiv e space in the injecto r d e livery pipe
(by an amount'equal to the volume of the piston part of the v a lve ). The increase in e ffe c tiv e
volume of the d e livery pipe system causes a rapid reduction of fuel pressure in the system so
that the in je cto r nozzle valve can "snap" back on its seat. This in stan tly terminates the spray
of fuel into the combustion chamber without "dribble?
MAINTENANCE
Light overhaul
Remove a ll fuel pumps and f i t reconditioned units. The pumps which are removed must be

dismantled, cleaned and reconditioned as detailed in the relevant following paragraphs.
NOTE: -When r emovi ng o r i n s t a l l i n g f u e l i n j e c t ion p u m p s , - a l t openings s h o u l d be

s u i t a b l y p r o t e c t e d a g a i n s t the i n gr es s o f d i r t , The pumps s h o u l d be
a d e qua t e ! y - w r a p p ed and p r o t e c t e d a g a i n s t damp when removed from the
engi ne. _
Assembly of the fuel pump to the engine, injection timing and fuel d e livery adjustments
are described in a separate instruction - ASSEMBLING FUEL INJECTION PUMPS TO THE ENGINE.
OVERHAUL
G e n e ra l
A ll fuel injection pump maintenance work must be carried out on a bench covered with zinc
or linoleum. The bench should be kept ex clu sively for pump maintenance and must be kept free from
dust, d ir t , g r it , metal f ilin g s , grease or acids. A vice , fit te d with so ft copper or aluminium
jaw clamps, must be provided on the bench which must also be equipped with anumber of clean con
tain ers to hold pump components. A clean vessel, containing fresh, clean fuel o il must be av
a ila b le fo r washing dismantled parts. The use of kerosene (p a r a ffin ) is not recommended for
washing parts as i t may contain water which can cause corrosion. A dust-proof drawer for sto
of cleaning tools, e tc ., would be an advantage. Cotton waste or f lu f f y rags must not be used.
During dismantling operations, the components of each pump must be kept completely sep
arate. It is essential that a pump plunger is kept with its o rig in a l b arrel, and that a ll Rarts
of each d e livery valve assembly are retained as a mated group.
When overhauling a punp, the plunger and barrel must never be touched by a f i l e , or any
other hard tool or abrasive m aterials. I f a plunger and barrel assembly become damaged, or badly
worn, these parts must be ordered as a matched set and replaced, but testing and re-setting must
be carried out as described la te r under the heading TESTING.
D is m a n tlin g
Before commencing to dismantle a pump, wash the ex terio r in clean fuel o il to remove a ll
d ir t etc. Remove protection plugs or caps if fitte d , and pour o ff any fuel o il which may remain
in the pump.
A fter disconnecting a ll piping, proceed as follow s:-
(1) Disconnect control rack and remove fixing s securing pump to its bracket.
(2) L i f t off pump from its mounting bracket.
(3) Mount the ppmp v e r t ic a lly , flange uppermost, in a vice fitte d with protection clamps,
and grip it by the f la t s of the retaining nut.
(N) Depress the tappet c le a r of the lower c ir c lip . This can be done by using the
wooden handle of a hammer. However, when numerous pumps are being overhauled
the use of a depression toot (as illu s tra te d and made up lo c a lly ) may be found
more convenient.
(5) With tappet depressed, push a steel rod 3 to 4 mm. (0.12 to 0.15 in .) through one of
the radial holes in the spigot to displace the lower c ir c lip from its groove.
(6 ) Prise out the c ir c l i p using a small screwdriver, then release tappet slowly as it
is s t i l l under spring pressure. Remove tappet.

FUEL INJECTION PUMPS INSTRUCTION A 7 l ) 5 / l 5 / l / 7
Tool ref745/t 4
S P R IN G R IN G E X T R A C T O R TO O L
(7) f u ll out the lower spring plate, plunger and spring. Place in a clean container
taking care to avoid damage.
(8 ) Pull out the control sleeve using p lie r s ,.t h is w ill also l i f t out the upper spring
plate and the upper c ir c lip .
(9) Slid e out the control rack without removing the stop c o lla r . (Shims are fitte d unde
the stop c o lla r during manufacture and, If any pump parts are renewed the shim s e tti
w ill no longer apply and the pump w ill have to be re-set in accordance with the
■ Dynamic t e s t detailed la t e r ),
NOT E : - Do n ot remove the shim p l a t e end adj u s tabte shim r i v e t e d to the pump housi ng
flange u n t i l it is known t ha t the s p i l l t i m i n g has t o be r e - s e t due to r e
placement o f p a r t s . Thi s w i l l i n v o l v e r e - s e t t i n g i n accordance w i t h the
P o r t c l o s u r e t e s t and s e t t i n g d e t a i l e d l a t e r . When n ec e s s a r y, the
c o r r e c t method o f removing the shi m p l a t e is to d r i l l out the t u b u l a r
'pop' r iv e ts with a 3 . 2 mm. ( 1/8 i n . ) d i a me t e r d r i l l . Do n ot at t empt to
l e v e r the p l a t e o f f as t h i s can cause damage o r d i s t o r t i o n ,
(10) Remove pump from vice , turn over so that the delivery connection is uppermost, and
grip firm ly across the flange. Using a good f it t in g ring or socket wrench 24 in.
(70 mm.) A/F hexagon size, capable of applying 750 lb f . f t . (1,000 Nm) torque,
unscrew and remove the retaining nut with delivery valve holder, 'O' ring and
leather washer.
(11) Separate retaining nut from the d elivery valve holder and remove 'O' ring and
leather washer unless these two seals are known to be in good condition.
(12) Remove '0 ' ring from counterbore of pump housing.
(13) Remove d e livery valve spring, and remove the delivery valve and d e livery valve seat
by lif t in g the valve part way and t ilt in g .
{I>0 Remove the locking wire,and unscrew the s p ill plug and washer. Remove barrel lo c
ating screw and washer.
(15) Unctamp housing from vice, and place i t on its side on the bench.
(16) Remove the barrel, by pushing or tapping with a soft metal d r if t , from the lower
end of the pump housing. ( I f barrel is hard to move, ensure that the barrel
locating screw has been removed as in ( I ) above).

(17) Wash the barrel and check that both 2 mm. inclined holes are c le a r using a squ irt
o il can, assemble it to its mating plunger using clean te st o i l .
(18) Remove 'O' ring from its groove in the pump housing. Wash a ll parts in clean,
1 ight diesel fu e l.
Exam in at ion
Examine the *0'! ring seals and jo in t washers. These should be removed during pump over
haul, p a rtic u la rly i f there is any doubt about th e ir s u it a b ilit y fo r further use. The cost
of an unscheduled shut-down of an engine to change or repair a leaking pump w ill outweigh the
cost of replacement seals. However, if circumstances require the re-use of a seal the following
points should be noted.'-
(1 ) 'O' rings must be free from cracks, tears, f la t s or other defects, p a rtic u la rly
on the outer and inner diameters which form the sealing surfaces. The cross-
section should be c ir c u la r , an oval or flattened section w ill reduce the radial
compression which is essential fo r e ffe c tiv e .s e a lin g .
(2 ) Jo in t washers must be free from d isto rtio n and have unbroken sealing faces
without ridges or indentations. Copper washers should be annealed.
Examine the element assembly (barrel and plunger). The most usual reasons fo r element
replacement are wear, or occasionally erosion damage, of the upper end of the plunger in the
area swept by the ports. This reduces pumping e ffic ie n c y , resulting in the need to increase
control rack opening, as mentioned previously under GENERAL. Plunger wear is indicated by
axial scratching or scoring between the top face and the h elix . When -such scratching has
o bliterated the o riginal fin is h of the plunger, or presents d iscreet scores which can be seen,
or f e l t with a finger n a il, the element should be replaced. With clean fu e l, elements may be
expected to give long service, and a requirement for e a rly replacement w ill indicate the need
to improve fuel f ilt r a t io n . Erosion damage of the plunger is recognisable as a matt grey
shading on the otherwise fin e ground or lappedsurface. I t w ill be in the area corresponding
to one or other of the ports at the helix s p ill position, not n ecessarily on the helix side,
and the f i r s t sign w ill be a small crescent-shaped--mark. Gradually the mark w ill extend, event
u ally to form an imprint of the en tire port on engines running at su b stan tia lly constant load;
when the corrosion damage is on the helix side, the imprint w ill reach the helix. On engines
running under constantly varying load, the crescertt-shaped marks w ill form a continuous lin e
inclined at the same angle as the h elix. Such erosion is not d ire c tly detrimental to element
performance u n til i t has reached within 2 mm. of the helix, or top face of the plunger, at
which point the element should be replaced. Erosion damage progresses at a reasonably unifor
rate, thus an estimate of the remaining service l i f e can be made i f the hours run to date are
known. If the erosion damage is noted only on individual pumps i t may be due to a re s tric tio n
in the in jecto r or high pressure lin e causing excessive pressure. Check that the nozzle needle
l i f t is c o rre c t and th at the high pressure pipe ends are not closed. Another cause of element
d eterioration is the presence of water in the fu el, which is indicated by gradual blackening
of the mating surfaces of the barrel and plunger by the formation of black iron oxide. This
causes breakdown of fin is h resulting in rapid wear. Check the top face of the barrel for
leakage, which w ill show as fin e , irregu lar radial tracking marks. It is possible to remove
these by lapping, provided they are not too deep, but the sealing face must be maintained
p a ra lle l to the barrel seating within 0.025 mm. (0.001 in .) across the diameter. It is un
lik e ly that wear of the plunger lug, or of the foot w ill be s u ffic ie n t to require replacement of
the element assembly, but these features should be checked for clearance in conjunction with the
related working parts, see la te r information on the tappet, control sleeve and lower spring plate.
Examine the d e livery valve assembly (comprising valve seat and v a lv e ). Examine the
faces of both parts for evidence of tracking, as described previously for the element assembly

FUEL INJECTION POMPS INSTRUCTION A 7 ^ 5 / 1 5 / 1 / 9
(barrel and plunger). If lapping is required, the two faces must be maintained p a ra lle l within
0.05 mm. (0.0019 in .) measured across the upper face. Check the delivery valve assembly for
seat tightness by carrying out the a ir pressure te st described under heading S t a t i c t e s t s .
Replace the assembly if there is leakage, i f the unloading c o lla r of the valve is scored, or
rounded at the lower edge, or i f the mitre seating of valve or valve seat is r-idged or not
continuous.
Examine the delivery valve holder. Check lower face for evidence of leakage or of in
complete contact with d e livery valve seat. Jo in t faces between holder and seat must have 360°
contact. I f lapping is required, the lower face of the d elivery valve holder must be maintained
p a ra lle l with the clamping shoulder within 0.05 mm. (0.0019 in .). Check the cone for the high
pressure pipe connection, and replace if th is is ridged or indented, also if the threads are
damaged or distorted.
N O T E : ~ ! n t ap pi n g the s e a t i n g faces o f the b a r r e t , d e l i v e r y v a l v e sea t and d e l i v e r y

valve hol der, to remove i mp er f ec t i o n s , it is i mpor t ant t h a t the combined
t hi ckness o f these three components from b a r r e t s eat s h o u l d e r to d e l i v e r y
v atve h o l d e r c l ampi ng s h o u l de r is n o t less than 8 6 . 7 5 mm. ( 3 . 4 1 5 i n . I .
Examine the retaining nut. Check that the threads are undamaged, and that i t w ill ass
emble freely into housing u n til the shoulder meets the top face. .
Examine a ll lower end parts of the pump, i . e . , tappet, housing, control rack and sleeve,
springs, lower spring plate, s p ill plug and barrel locating screw. These should a ll dismantle
freely and at the most be coated with a film of carbonised o il on the non-wearing surfaces.
Presence of a cocoa coloured paste indicates poor venting of the tappet chamber - check that
a ll drain holes in pump tappet, and the pump mounting are cle ar.
Examine the tappet; the outside diameter should be clean, with polished bands extending
round the en tire periphery for a distance of about 10 mm. (0.394 in .) from each end. There
should be a bright contact mark each side of the end w all, made by the plunger foot, and the
engine tappet head. Any tappet which is cracked in th is area, or on which the indentation ex
ceeds 0.05 mm. (0.0019 in .) should be replaced as further running can cause rapid wear resulting
in retarded injection timing, with eventual breakage and other consequental damage.
Examine the pump housing. Check for wear in bore provided for control rack. With the
control rack assembled, at mid-travel the clearance in the horizontal and v e rtic a l planes should
not exceed 0.25 mm. (0.010 in .).
Examine the control rack and control sleeve. Replace any component with teeth which is
v is ib ly worn or damaged. Backlash in the assembled condition should not exceed 0.2 mm. (0.008
in .). The s lo t in the control sleeve should be free from v is ib le wear, or step, at top of
plunger stroke. Clearance between plunger lug and control sleeve slo t should not exceed 0.2 mm.
(0.008 in .).
Examine a ll springs. Replace any springs showing signs of broken c o ils , corrosion, p ittin g
collapse or disto rtio n , the la t te r being indicated by f la ts worn on the outside diameter of the
c o ils . Check the free length, and for squareness of the end faces when stood on a f la t surface
and rotated against a square. Replace springs if they do not comply with the following spec-
i f icat ion:-

Spr ing Min imum Squareness Deviation

Length over Length
Delivery Valve 42.7 mm. ( I . 6 8 in . ) 0 . 6 mm. (0.024 i n . )
Plunger 72.4 mm. (2.85 i n . ) 2 . 0 mm. (0.080 in . )
Examine the lower spring plate. Check axial clearance for plunger foot by 'trapping'
plunger against a f l a t face. The plunger must be free to rotate, but axial clearance should not
exceed 0.25 mm. (0.010 in .). (Total clearance, with tappet indented to maximum permissible
0.05 mm. (0.002 in . ) , not to exceed 0.3 mm, (0.012 in .).
Examine the s p ill plug. Replace plug if the erosion crater exceeds 1 mm. (0.039 in .)
depth, or extends to the edge.
Examine barrel locating screw. Replace i f threads or plain end are damaged or chipped.
A s s e m b l i ng
Before startin g , ensure that a l l parts are clean, undamaged and ready fo r use, also th a?
the ' 0 ' ring groove in the barrel locating bore in the housing is free from s liv e r s of rubber
which may have been produced when removing the old ' 0 ' ring.
Soak the leather, washer in clean te st o il for at least 10 minutes to ensure that it is
fle x ib le .
Various checks are required during assembly or testing , depending on the work done or new
parts fit te d . P a rtia l dismantling of the pump w ill be necessary. These checks are:-
(1) V e rific a tio n that there is an even 360° contact marking between the sealing-faces of
the d elivery vaive holder and d e livery valve seat. This is p a rtic u la rly necessary
if element assembly, d e live ry valve assembly, d elivery valve holder, retaining nut
or housing have been replaced, or lapped on the sealing faces.
(2) A ir te st of low pressure seals.
(3) Measurement, and i f necessary, adjustment of s p ill timing. This is required i f |

element assembly, tappet or housing have been replaced, or if there is indentatiorT'
of the tappet faces, and must be carried out with the d e live ry valve removed if
a suitable pressure source is not availab le.
N O T E : - F o r checks ( 2 ) end ( 3 } above r e f e r to in f o r m a t i o n i n c l u d e d under l a t e r s ub
headi ngs S t a t i c te s ts end P o r t c l o s u r e t e s t and s e t t i n g .
The, f o ! l o w i n g assembly p r o ce dur e assumes t ha t i f s p i i t t i m i n g i s r e q u i r e d ,
a s u p p l y o f t e s t o i i a t a p r e s s u r e o f f . 3 7 g kN/ n^ ( 2 0 0 p . s . / . ) i s a v a i i a o t e
to l i f t the v a l v e .
I f the g r a v i t y head method is to be used f o r s p i f f t i mi n g , the pump s h o u l d be
assembled w i t h o u t d e l i v e r y v a l v e and s p r i n g . The check f o r c o n t a c t marki ng
can be made a f t e r s p i l l timing, when the d e l i v e r y v a l v e and s p r i n g are b ei ng
refitted.
Proceed to re-assemble the pump as follow s:-
(I) F i t oiled leather washer to bore in retaining nut with the smooth side pushed f la t
against the shoulder, followed by greased 'O’ ring and d e live ry valve holder. The
la t te r being pushed home against the ' 0 ' ring.

FUEL INJECTION PUMPS INSTRUCTION A 7 4 5 / I 5 / I / I I
(2) Stand the pump housing upright with a mandrel entered into the barrel locating
bore u ntil the top face is level with the lower edge of the ' 0 ' ring groove.
NOTE: ■
‘ The mandre / can be made up l o c a l l y and is a c y I i n d r i ca i p l u g w i t h f l a t ends,
manuf actured to the f o l l o w i n g dimens ions and h a v i n g no sharp e d g e s : -
Length.'' / 1 5 . 8 ^ 0 . 2 mm. ( 4 . 55— 0.008 i n . )
D i ame t er : • 4 ! . 2 — 0 , 2 mm. ( /. 6 6 2 ^ 0 , 0 0 8 i n . )
(3 ) Push a greased '0 ' ring from the top of the housing onto the face of the mandrel,
and using two clean rods, free from sharp edges, push the *0 ' ring into the groove
until i t is evenly bedded. (Hardwood or hard p la stic or aluminium kn itting needles
are suitable, or discarded ballp o int pen cases. Pencils are not recommended as
loose paint or wood s liv e r s may lodge under sealing faces). Remove the mandrel.
{¥) Place the housing horizontally on the work surface, with the tapping for the barrel
locating screw facing upwards. (This is the through tapping next to the s p ill plug)
(5) Enter the barrel into the housing with the locating s lo t facing upwards, and push it
onto its seating. Check that the s lo t is central in the tapping, using a small rod
not exceeding 6.35 mm. (4 in .) diameter, if necessary, to rotate the barrel.
(6 ) F it a new washer to the barrel locating screw and, with fingers only, screw in u n til
the plain end has entered the barrel locating s lo t. Check that i t has entered by
pushing the barrel away from its seating, i t should move only I to 1.5 mm. (0.039
to 0.059 in .) before being stopped by the screw. Tighten the screw only when it
is evident that i t has located the barrel, and push the barrel back onto its seat.
(7) Place the d elivery valve seat, d elivery valve and spring in position on the barrel,
central by eye.
(8 ) Place greased 'O' ring onto the 61 mm. ( 2 . i n. ) diameter spigot of the retaining
nut.
(9) Smear threads of retaining nut with molybdenum disulphide grease and screw the nut,
complete with 'O' ring and d e livery valve holder, into the housing. Tighten nut
to the torque loading quoted in DATA using a steady pu ll. A torque wrench with a
handle of 1.5 m (60 in .) or double handle is necessary. Hexagon size 70 mm. (23 in
across fla ts .
(10) After tightening the retaining nut, slacken o ff and remove the nut and check that
there is even width contact marking over 360° between the mating faces of the delive
valve holder and the delivery valve seat. I f sa tisfa cto ry, reassemble and tighten
again to the torque loading quoted in DATA. If not s a tisfa cto ry , correct flatness
or parallelism of delivery vaive holder, delivery valve seat, or element barrel as
necessary.
(11) Place washer on s p ill plug, screw into housing and tighten. Wire lock s p ill plug
to barrel locating screw.
(12) F it blanks to fuel delivery connection and fuel in le t tapping.

FUEL INJECTION PUMPS INSTRUCTION A 7 H 5 / I 5 / I / 1 2
(13) Release housing from vice, turn upside down, and g rip in vice on the f la ts of the
retaining nut.
(14) Push control rack into housing, check that it slid e s fre e ly over its tra v e l, and
move the rack u n til the middle tooth marked with a s lo t is in the cen tral position.
(15) Assemble the control sleeve so that the tooth space marked with a punch dot engages
with control rack tooth marked with a s lo t.
(16) Check that the control rack slid es fre e ly over the travel which is lim ited by the
curved tooth run-out abutting the control sleeve outer diameter - approximately
36 mm. ( I .42 in . ).
(17) Assemble upper spring plate and c ir c lip , pushing the la t te r u n til it traps the
spring plate against its mating shoulder in the barrel.
(18) F it plunger spring in position, press it against the upper spring plate and check
that the control rack is s t i l l free.
(19) F it lower spring plate over plunger foot, assemble plunger c a re fu lly into barrel,
and align the plunger lug with the s lo t in the control sleeve. Check alignment by
pressing plunger foot and moving the control rack u ntil the lug engages the slo t
and the plunger is rotated by control rack movement. Release plunger but do not
rotate i t or move the control rack.
(20) F i t the tappet in position and depress i t u n til the end face is below the lower
c ir c lip groove in the housing. If the tappet stops before reaching c ir c lip groove
the plunger lug has not entered the s lo t. Do not apply force, but feel it into
engagement by moving the control rack a small amount in each d irection while
a lte rn a te ly pressing and releasing the tappet.
(21) Sprag the tappet by pushing a 3 to 4 mm. (0.12 to 0.16 in .) steel rod through the
hole in the sp'igot. F it lower c ir c lip , ensuring that i t has bedded into its groove
co rre c tly . Withdraw steel rod. llnclamp pump from vice.
T E S T IN G
S ta tic te s ts
These tests can be performed with the pump completely assembled or ( i f a suitab le bridge-
piece is bolted to the underside of the flange to support the plunger fo o t) without the tappet,
spring, control sleeve and associated components. (The plunger must remain in the b a rre t).
Attach an a ir supply lin e to the connection specified for each te s t below. Apply an a ir pressure
of 344.7 to 551.6 kN/m2 £50 to P . s . i } and immerse the pump in clean test o il or fuel o il.
Observe for a ir leaks as follow s:-
(l) Admit a ir to the d elivery connection of the d e livery valve holder, a ir leakage
indicates a poor d e livery valve seat.

FUEL INJECTION PUMPS INSTRUCTION A 7 4 5 / I 5 / I / I 3
(2) Admit a ir to the fuel in le t. Remove plug and washer below fuel in le t.
Leakage from th is in le t indicates a fa u lty barrel seating. Any a ir leaking
from around the d e livery valve holder indicates that the tow pressure seals
are fa u lty.
(3) Admit a ir to the lubricating o il gallery eith e r v ia the lubricating o il in le t

or barrel locating screw hole (both 1/8 in. gas tappings). A ir leakage from the
fuel in le t shows fa u lty barrel seating, w hilst a ir leakage from the bottom
indicates a fa u lty barrel 1 0 1 ring sealing.
P o r t c l o s u r e t e s t and s e t t i n g
Whenever overhaul has included the f it t in g of a new element the following te st procedure
must be carried out. Set up the fuel pump in the tappet adjusting fix tu re and to aid accuracy a
s p ill pipe should be connected to the delivery valve holder, as illu s tra te d . A fuel o il supply
should be connected to the pump in le t. I f a pressure sourceis availab le use apressure which
w ill l i f t the delivery valve and produce a flow at the o u tlet (approx.1379 kN/m2 (200 p . s . i . )
required to open v a lv e ). I f a pressure source is not availab le the delivery valve and spring
must be removed and a minimumgravity feed of 609 mm. ^2 f t ) used, giving a flow at the o u tlet.
Set up the pump in the tappet adjusting fix tu re , as illu s tra te d , with the control rack in
approximately mid-position. Slowly raise the pump tappet by means of the screw in the fix tu re
u n til the flow from the d elivery valve holder just ceases.
Spill Pipe Pump Housing

I/
Delivery Valve Holder

Retaining Nut
Shims
Pump Housing (FT . jfivery valve and
spring removed
when gravity feed Shim Plate
Delivery Valve I used for testing
‘ _ instead of a
Seat pressure source Tappet Screw Tappet Adjusting Fixture
S P IL L P IP E TAPPET A D JU S TIN G F IX TU R E
Measure the exact distance 'X ' from the shim plate, attached to the base of the pump, to
the bottom of the tappet. This distance should be 0.15 to 0.57 mm. (0.017 to 0.022 in .). If
the dimension is outside these lim its, extra shims can be fitte d , or shims removed as follow s:-
(1) Remove fix tu re . D r ill out the riv e ts using 3.2 mm. (1/8 in .) diameter d r i l l
and remove shim plate and shims. Avoid damaging the shims.
(2) Add or remove shims as required to give the 1 Xr dimension above, using only shims
which are clean, f l a t and undamaged. Secure the shim plate and shims with new riv e t
The riv e ts are the steel Tucker ’ pop' type, ref. TLP/D140 (1/8 in. d ia . ) Bryce part
number 369/1. Do not use a liquid join tin g compound between the shims.

FUEL INJECTION PUMPS INSTRUCTION A 7 H 5 / I 5 / I / IU-
D y n a m ic t e s t
When replacement parts have been fit te d to the pump the location of the stop c o lla r on
the control rack M ilt require resetting and th is can only be done by dynamic testing on suitab le
equipment.
A setting gauge of a s p e c ific thickness is

inserted between the pump housing and the stop c o lla r
on the control rack to give a nominal control rack
Shims
opening. A change in output for a p a rticu la r setting
gauge (e.g. at setting point) is effected by removing
Width-
the control rack stop c o lla r and removing or adding O see below
shims as required. Therefore, check d e livery and
adjust the shimming under the stop c o lla r to obtain
the correct output.
Use o f r e f e r e n c e pump
Front of Pump
The figures quoted in the following c a l Setting Gauge'
ibration table for a p articu lar pump build have
£ For widths refer to
been derived from pumps tested by the pump man Calibrating Table
ufacturers (Messrs. Bryce Berger L td .) using
p a rticu la r te s t machines. Due to differences S E TTIN G G AUG E
in design, construction and individual c h a ra c te rs - -----
t ic s of pump te s t machines, i t is recommended that
a new pump of the correct type is tested f i r s t on
the te s t machine availab le. The output from
th is pump should then be used for setting each subsequent pump onte s t rf it varies from the
output at the setting point given in the following c a lib ra tio n table, i. e . , the new pump outputs
should be noted, and the figures obtained used fo r checking the pumps to be tested. The output
tolerances s t i l l apply-
T E S T IN G BY MANUFACTURER
The following te st equipment was used by the pump manufacturer to obtain the figures
lis te d in the ca lib ra tio n table.
T e s t e q uip m e nt
Test flu id In jecto r te st o il

Hartridge 'C'
Cambox
Hartridge 'C' (tV7U5KS) with 'FAST 1 and 'SLOW' flanks
Cam
75/669A (27-B-200G9 Holder 27-3-20004 Nozzle)
Injector
3000 lb f/ in 2 (20.7 MN/m )
In jecto r setting pressure
High pressure pipe 8mm x- 3mm x 820mm
3mm - 0.02 mm. This is the amount by which the tappet
'A' dimension is below the pump mounting face when the
tappet is on the base (sm allest diameter)
of the cam.
30-32.5 lbf/«n 2 (0.21-0.23 MN/m2)
Fuel feed pressure
Delivery valve holder
600-650. Ib f/ ft (813-881 Mm)
Tightening toque

FUEL INJECTION PUMPS INSTRUCTION A 7 4 5 / I 3 / 1 / I
ASSEMBLING FUEL INJECTION PUMPS TO THE ENGINE
CONTENTS
GENERAL ......................................................................................................................................................................... 3
IN S T A L L A T IO N .......................................................................................................................................................................... 3
S E T T IN G THE FUEL CONTROL RACKS . 3
S e t t i n g a t "NoF u e l" p o s itio n . . . . . 3
S e t t i n g a t " B a la n c e P o in t" . . . . . N
T U N I N G ........................................................................................................................................................................................ **
S P E C IA L TOOLS REQUIRED ........................................................................................................................................ 5 .

INSTRUCTION A 7 4 5 / I 3 / 2 / 2
TAPPET H E IG H T A D JU S TM EN T
"N o Fuel" "Balance Point"

Tool ref. 745/16 Tool ref. 745/17
RACK S E TTIN G GAUGES
ASSEMBLING FUEL INJECTION PUMPS T O TH E ENGINE

FUEL INJECTION PUMPS INSTRUCTION A 7 » t 5 / l 3 / 2 / 3
ASSEMBLING FUEL INJECTION PUMPS TO THE ENGINE
GENERAL
As the fuel cams are fixed to the engine camshaft, and the rate of fuel d e livery is det
ermined by the pump plunger stroke and diameter, the only adjustments to be considered are those
concerned with the timing of the fuel injection and the quantity of fuel delivered.
The fuel injection pumps must be timed to d e live r the metered quantity of fuel to the
engine combustion chambers at the exact point in the engine cycle at which it is required.
Each fuel pump is shimmed during manufacture to counteract tolerance va ria tio n s. Each
tappet is shimmed to give a standard datum point fo r pump mountings so that any pump, properly
shimmed, can be fitte d to any position on any engine.
IN S T A L L A T IO N
Before commencing, check that the shims, plate and riv e ts are in position on the under
side of the pump mounting flange. Then proceed as follow s:-
(1) Bar round the engine u n til the fuel cam on the cylinder concerned is at the injection
point. This point is nominally 18° before T.D.C. on thecompression stroke, but
individual applications may require s lig h tly d iffe re n t settings; the correct point
is scribed on the engine flywheel.
(2) F it the tappet assembly, with its shim pack, and, using the gauge, tool ref.
7*16/12, check the height of the tappet in its housing and adjust the shims to
su it,
N O T E : - t n d i v i d u a / shims are p r o v i d e d in packs o f f i v e , 0 , 00 2 i n . ( 0 . 05 mm./, 0 . 0 0 4 i n.
( O . I O mm.!, 0.008 in. ( 0 . 2 0 mm. /, 0 . 0 ( 6 ■i n. ( 0 . 4 1 mm. J and 0 . 0 3 2 i n. ( 0 . 8 / mm./
thick. Any combi nat i on o f up to f o u r o f these shims w i l l g i v e any t hi ckness in
stages o f 0 . 0 0 2 i n. ( 0 . 0 5 mm.) up to a maximum o f 0 . 0 6 0 in. ( 1 . 5 2 mm.), which
s h o u l d be s u f f i c i e n t f o r normal a d j u s t m e n t . O l d e r engi nes are f i t t e d w i t h
l ami nated shim packs, each l ami nat i o n bei ng 0. 0 02 i n. ( 0 , 0 5 mm.) t h i c k , and the
t hi c kn es s o f the pack is a d j u s t e d by p e e l i n g o f f the shims. When new shims are
or der ed as s par es , the i n d i v i d u a l type o f shim pack w i l l be s u p p l i e d .
(3) Assemble the pump to its tappet.
N O T E : - F u e t pump ma n u f a c t u r i n g t o l e r a n c e s are such t h a t i f the procedur e w i t h -

f u e l t appet s e t t i n g gauge ( T o o ! Ref . 746/12) is f o l l o w e d , the c l ear ances
w i l l be w i t h i n accept abt e limits.
S E T T IN G THE F U E L CONTROL RACKS

Hew and reconditioned fuel injection pumps are calibrated a fte r assembly to give equal
d e liv e rie s of fuel when th e ir control racks are placed at a p a rticu lar setting. This setting ,
called the "Balance Point" is also used as the datum to which a ll fuel control racks are adjus
ted to give equal d e liv e rie s of fuel when the pumps are in stalled on the engine.
The control racks are also set so that, when the hand control lever is placed at "Stop",
a ll pump plungers are turned to the "No Fuel" d e livery position. When th is occurs the engine w ill
stop and there w ill be no danger of it "running away".
When the fuel pumps are assembled on the engine, the fuel rack adjustment is set by
gauge - tool re f. 7*15/17 - to the "Balance point". S im ila rly , a gauge - tool ref. 7*15/16 is used
when adjusting the racks at the "No Fuel position.
S e ttin g a t "N o F u e l " p o s itio n
Individual fuel pumps are adjusted by the rack adjusting screw, using tool ref. 745/2,

FUEL INJECTION PUMPS INSTRUCTION A7 4 5 / 1 3 / 1 / 4
to release the locknut and to turn the adjusting screw in the required d ire ctio n , At the in it ia
stage, a rough setting w ill s u ffice; provided that the "No Fuel" gauge can be inserted between
the rack c o lla r and the fuel pump body, the fin al adjustment can be le f t u n til la te r. The ad ju st
ment must be made with the engine stopped and with the governor over-riding lever at RUN.
S e ttin g a t " B a la n c e P o in t"
Disconnect the fuel control linkage at the governor and prop open the linkage so that
the "Balance Point" gauge can be inserted between the rack c o lla r and the body of the fuel pump
n e a re s tth e governor. The racks of a ll remaining pumps should then be checked with the "Balance
Point" gauge and adjusted as necessary,
I t is important that the gauge is a lig h t s lid in g f i t ; i f any force is used the control
shaft w ill be deflected and a fa lse reading w ill result.
NOTE:-On c e r ta i n instaI fations, i t may be t h a t the " B a l a n c e P o i n t " is ou tside the s i t e
l o a d r a n g e and, i n such instaltations, the maximum f u e l s t o p m u s t be u n s c r e w e d .
Be f or e u ns cr ewi ng the s to p , mark i t to p l a c e and open the c o n t r o l l i n ka g e u n t i l
r e s t r a i ned by the s to p . Then measure the d i s t a n c e between the rack c o l l a r and
the pump body f f u e l pump n e a r e s t g o v e r n o r ) . Thi s measurement s ho u l d be used
l a t e r when the maximum f u e l s top is r e s t o r e d to i t s o r i g i n a l s e t t i n g .
On completion of adjustments at the "Balance Po int", fo r Vee engines, check that the
mean rack travel (from "Balance Point" to "No F u e l") is uniform for both banks. Any.discrepancy
should be corrected by adjustment of the control linkage. I f th is results in the "No Fuel" s e t
ting being exceeded on any cylin d er, the control linkage should be adjusted at the governor.
When the rack is at the lim it of its tra v e l, the distance between the rack c o lla r and
the fuel pump body is nominally 27.5 mm. I t is important for the "No Fuel" setting to be between
the nominal dimension and the thickness of the "No Fuel" setting gauge.
I f an individual injection pumphas to be changed, we recommend that the top clearance
is checked and the records amended accordingly. The same check should be made i f a fuel cam has
been changed.
TUNING
Tuning should not normally be carried out once the pumps have been in stalle d by the
methods described. However, i f a test run is required for other purposes and re lia b le indicating
equipment is availab le , i t would be prudent to check that the cylin der exhaust temperaturescat
te r (on fu ll load) is within I20°F (70°C) and that peak pressure scatter (also on f u ll loa
within 100 p .s .i. (7.0 kg./sq.cm.).
Greater scatter, p a rtic u la rly with respect to exhaust temperatures, may be leg itim ately
accepted on certain types of engine, provided that the scatter conforms to a d is tin c t pattern.
Scatter can be due to factors - such as instrument s itin g or manifold layout - which have no
s ig n ific a n t e ffe c t on cylin d er behaviour. Operators w ill generally know whether or not th is
applies to th e ir engines and, in applicable cases, points to check are:-
(1) That the individual cylinders conform (30°F or approx. 20°C) to the pattern.
(2 ) That the turbine in le t temperatures are s t i l l within the I20°F (70°C) range.
I f these conditions are not evident, investigations of settings and build should be
made and co rrective measures taken; i f the investigations reveal no s ig n ific a n t defects, ex
change injectors and/or fuel pumps between cylinders with extreme readings (changes of less
than 20°F (I0 °C ) or 20 p .s .i. (1.4 kg./sq.cm.) are not s ig n ific a n t).

FUEL INJECTION PUMPS INSTRUCTION A 7 4 5 / I 3 / I /5
The settings of the exchanged pumps should be checked and reset as necessary in accord-
ance with th is instruction, but otherwise the injection timing settings must not be d istu rbed.
No attempt must be made to level cylinder exhaust temperatures by interference with the rack
adjusting screws as th is may well aggravate unequal loading between cylinders.
S P E C IA L TOOLS REQUIRED
Tool re f. T itle
.745/2 RACK SCREW ADJUSTMENT TOOL

745/16 RACK SETTING GAUGE - "NO FUEL"
745/17 RACK SETTING GAUGE - "BALANCE POINT"
746/12 FUEL TAPPET SETTING GAUGE

FUEL IN J E C T IO N PUMPS INSTRUCTION A 7 H 5 / I 5 / I / I 5
C a lib ra t ion table
Cam'’ Control No. of Pump output

Test No. Rev/min Rack In ject i ons Lim its (CC)
Opening mm.
1 400 'FAST' 1 2 1 0 0 185-.187 *
2 400 'FAST' 24 1 0 0 50-62
3 400 'FAST' 29-31 1 0 0 0 (Oead Rack)
4 200 'FAST' 1 2 1 0 0 157-175

5 200 'FAST' 24 1 0 0 35-53
•Setting Point
NO T E : - Th e above f i g u r e s have been d e r i v e d from pumps t es t e d a t Br y c e . Due

to d i f f e r e n c e s in d esi gn and i n d i v i d u a i c h a r a c t e r i s t i c s o f pump t e s t
machines, it is recoemended t h a t a new pump o f the a p p r o p r i a t e type
be t e s t e d f i r s t . I f the out put s o f the new pump a r e found to v a r y
s l i g h t l y from the f i g u r e s above, the t es t l i m i t s may be v a r i e d
accordingly.
DATA
Tightening torque on retaining nut 810 to 880 Nm. 600 to 650 I b . f . f t .

FUEL SYSTEM INSTRUCTION A 7 ^ 5 / 8 / M - / l
FUEL OIL SPECIFICATION
CONTENTS
GENERAL . . . . . . . . . . . 2
BLENDED FUELS ............................................................................................................................................................ 2
V IS C O S IT Y /T E M P E R A T U R E GRAPH ......................................................................................................................... 3
R E S ID U A L ( H E A V Y ) F U E L S P E C I F I C A T I O N (B e fo re T re a tm e n t) . . . 4
■ D IS T IL L A T E ( L I G H T ) F U E L S P E C I F I C A T I O N ....................................................................................... ^

FUEL SYSTEM INSTRUCTION A 7 ^ 5 / 8 / ^ / 2
FUEL OIL SPECIFICATION
GENERAL
A ll Riiston RKC diesel engines are designed to operate on a re s tric te d maximum engine
ratin g when burning residual (heavy) fuel o il which should comply with the requirements of Class F
of B r it is h Standards S p e cifica tio n No. 2869:1970, but having a maximum v is c o s ity of 1500 seconds
(Redwood No. 1 at IOO°F (38 °C ). The reference heavy fuel s p e c ific a tio n is tabulated la te r .
Heavy fu e ls outside th is s p e c ific a tio n - but being of the co rre c t v is c o s ity fo r the heating
equipment - may be used, but maintenance periods may have to be reduced and in ce rta in cases
these period reductions may be severe. I f in doubt, consult with Ruston D iesels Limited who
w ill in vestig ate each enquiry in d iv id u a lly and report.
It is also necessary, when burning heavy fuel o i l , to use a lu b rica tin g o il which is
matched to the heavy fuel o il being used. See the separate LUBRICATING OIL SPECIFICATION
in stru ctio n .
When burning d i s t i l l a t e ( l i g h t ) fuel o il the engine is rated fo r f u ll power and speed

when the fuel used complies with the general requirements of Class A or Class B of B r it is h
Standard S p e c ific a tio n No. 2869:1970; however, d i s t i l l a t e fu e ls of Class A q u a lity are preferred
and recommended. The approved d i s t i l l a t e fuel s p e c ific a tio n is tabulated la te r. A ll fu els
lying outside the lim its of Class 82 are regarded as heavy fu e ls and must be treated accordingly;
pre-heating equipment must be incorporated to ensure that the heavy fuel is heated to the co rrect
in je ctio n temperature, and cen trifu g in g equipment is necessary to ensure th at the sediment and
water content are co ntro lled to w ith in the maximum values sp ecified fo r Class B2 fu e ls . The
fuel preparation equipment is designed to bring fuel with a v is c o s ity of 1500 seconds Redwood
No. I at I00°F (38 °C ), to a v is c o s ity of 75 seconds Redwood No. I at 226°F (I0 8 °C ) at the
in je ctio n equipment. See the viscosity/tem perature graph - heavy fu e ls . The graph can also
be used to determine the degree of adjustment necessary on the residual fuel temperature thermo
s ta t i f fuel with a v is c o s ity below 1500 seconds - Redwood No. I - is used.
BLENDED FUELS
Blending is a normal re fin e ry technique to achieve a p a rtic u la r v is c o s ity value and

thereby produce a s a tis fa c to ry fu e l. However, simply "cu ttin g " a heavier grade with Class A
or B fu e ls to produce a p a rtic u la r v is c o s ity should be viewed with caution. As a r e la t iv e ly
small amount of lig h t fuel is needed to s u b s ta n tia lly reduce the v is c o s ity of a p a rtic u la r
quantity (a 1 0 $ addition may halve the v is c o s it y ), the "c u t” fuel reta in s a s im ila r an alysis
to the o rig in a l excepting lower v is c o s ity .
P a r tic u la r problems with blended fu els a re:-
(1 ) Constituents of the mixture may separate under theinfluence of heating during

c ir c u la tio n , causing the lig h te r elements to vapourise or "gas".
(2 ) Separation may occur in storage.
(3 ) Poor blending and/or compatabi 1ity . of fuel stocks may give ris e to the formation
of sludges and gums, to flo c c u la tio n , wax deposition, etc.

c/>
-<
V*
V IS C O S ITY / TE M P E R A T U R E GRAPH
HEAVY FUELS
INSTRUCTION
A 7 Y 5 /8 /4 /3
F U E L SYSTEM INSTRUCTION A 7 Y 5 / 8 / 1 / *
R E S ID U A L (H E A V Y ) F U E L S P E C I F I C A T I O N {B e fo re tre a tm e n t)
Maximum v is c o s ity (Redwood No. I ) at 100°F (38°C) 1500 seconds

Water content % by volume 0.75
Ash content $ by weight 0.15
Sed iment % by weight 0.25
Carbon residue (Conradson) % by weight 1 0
Sulphur content $ by weight 3.5

Sodium content % by weight 0.003
Vanadium content Jt by weight o.oto
Asphaltenes 1> by weight 8
A 1 umi n i urn 0.003
D IS T IL L A T E ( L I G H T ) FU E L S P E C I F I C A T I O N
B.S .S. 2869: 1970
Class Al Class A2 Class Bl Class B2
V isc o s ity , Kfnematic at IOO°F

38 C), - centistokes Min. 1 . 6 1 . 6 - -
Hex. 6 . 0 6 . 0 14 14
Cetane number Min. 50 45 35 -
Carbon residue, Conradson,

% by weight Max. - - 0 . 2 1.5
Carbon residue, Conradson
$ by weight,on I 0 J residue Max. 0 . 2 . 0 . 2 - -
D is t illa t io n , recovery at
675°F (375°C) % by volume Min. 90 90 - -
Flash point, P.M. closed cup Min. I30°F I30°F I50°F I50°F
(54.4°C) (54.4°C) (6 5 .6°C) (65 .6 °C )
Water content, % by volume Max. 0.5 0.5 0 . 1 0.5
Sediment % by weight Max. 0.01 0.01 0 . 0 2 0.05
Ash % by weight Max. 0.01 0.01 0.01 0 . 0 2
Sulphur content, % by weight Max. 0.05 1.0 1.5 1 . 8
Copper corrosion te s t Max. i 1

- -
In the U .K., th is fuel is normally a v a ila b le from ocean bunkers only.

INJECTORS INSTRUCTION A 7 W / 8 / 2 / I
FUEL INJECTORS
CONTENTS
GENERAL
CONSTRUCTION
OPERATION . *
MAINTENANCE I*
I ,5 0 0 hou rs
REMOVAL
C LEANING AND CHECKING 5
6
R E F IT T I N G .
DATA .

INSTRUCTION A 7 ¥ 6 / 8 / l / 2
INJECTORS
Inlet Connection Leak-off Connection

Inlet Connector op Nut
Clamp Plates (2 ) Locknut

and
C/S Socket Head Screw
Adjusting Screw
Sealing Washer
Leak-off Union
Fuel Injector secured in Cylinder Head

by means of Injector Clamp, Stud ,Njt,
Spherical Seating and Spherical Washer
| ( these items not illustrated )
Clamp Block
Sealing Washer
Sealing Washer
Cross-drilling to Leak-off Passage
Nozzle Holder Body

Spring Guide
Thrust Spindle
Transfer Block Injector Spring
Nozzle Nut Dowels (2 )
Nozzle Body Nozzle Valve
FUEL IN JE C TO R
BRY C E

INJECTORS INSTRUCTION A 7 ^ 6 / 8 / l / 3
FUEL INJECTORS
GENERAL
A "low spring" type in je cto r is fitte d to the cylinder head and its purpose is to discharge
accurately metered quantities of liquid fuel from the injection pump into the engine combustion
chamber, suitab ly atomised and distributed to promote rapid and complete combustion. Each d is
charge, or in jection, terminated cleanly without dribble.
As each injecto r makes several hundred separate injections each minute, in conditions of
high temperature and pressure, i t is essential that regular and careful maintenance is carried
out.
This in je cto r is termed a "low spring" type because the adjustable in jecto r spring is
situated in the lower portion of the nozzle holder body and not in the upper end as on e a r lie r
conventional types.
CONSTRUCTION
Each in jecto r consists of a nozzle holder body housing a fuel in le t connector, leak-off
union, pressure adjusting mechanism and a spray nozzle.
The fuel in le t connector is screwed into the nozzle holder body and is clamped to' the
leak-off union by two clamp plates secured with a countersunk socket-head screw.
Leakage between the connector and nozzle holder body is prevented by a spring-loaded
'O' ring.
The leak-off union is screwed into the top of the nozzle holder body and a sealing washer
is fit te d between the union and the body. A cap nut which screws on to the top of the leak-off
union can be removed to gain access to the pressure adjusting screw and locknut. A sealing washer
is fit t e d between the cap nut and leak-off union top flange.
The lower end of the pressure adjusting screw engages a spring guide, the bottom of which
forms a guide for a spring-loaded thrust spindle which is in contact with the nozzle valve. A
tran sfer block is fitte d between the nozzle holder body and the nozzle body. This block is dowel
located to the nozzle holder body to ensure that the transfer passages register co rrectly on
assembly. The block also provides a stop face for lim itin g nozzle valve l i f t and is e a s ily re
newable, thus elim inating the need to replace the holder body due to wear at this point.
The nozzle velve operates in an accurately lapped c y lin d ric a l bore in the nozzle body.
The lower end of the valve is reduced in diameter to produce a small stem terminating in a
conical seating. The upper end of the nozzle valve is also- reduced in diameter to produce a
s talk thrust pin which passes through the tran sfer block and engages with the face of the
spring-loaded thrust spindle. The spring is madefrom special spring steel to re s ist s e ttlin g
at the higher temperature adjacent to the nozzle. The spring is only accessible by removal of
the nozzle and transfer block.
The nozzle assembly is of the "closed" type, so called because the nozzle valve is closed
a fte r each injection of fuel into the combustion chamber.
The complete assembly of nozzle body (with its v a lve ), transfer block, thrust spindle,
spring and guide is secured to the nozzle holder body by a nozzle nut.

INJECTORS INSTRUCTION A 7 4 6 / 8 / 2 / 4
Each injecto r is secured to the cylin d er head by an in je cto r clamp which bears on to a
clamp block (fitte d above the leak-off union flange) and is secured to a stud by a spherical
seating, spherical washer and nut.
N r '
Nozzle Holder,
Dowels and
Transfer Block Nozzle Valve Nozzle Body Nozzle Nut
OPERATION
Fuel is pumped by the fuel in jectio n pump down the feed d r illin g in the in le t connector
and on through the feed d r illin g in the nozzle holder body to the nozzle. The fuel then passes
through small feed holes d r ille d in the nozzle body; these holes terminate in an annular g a llery
ju s t above the valve seating. When the fuel pressure reaches a pre-determined figure, set by the
adjusting screw, the nozzie valve l i f t s o ff its seating; th is allows the fuel o il to pass through
the small hotes in the tip of the nozzle and enter the combustion chamber in the form of a fine
spray.
A cross d r illin g in the upper end of the nozzle holder body, adjacent to the base of the
in le t connector, is communicated with the leak-off passage at the base of the leak-off union.
S lig h t leakage of fuel o il which accumulates within the nozzle holder body is s u ffic ie n t
to lu b ricate the nozzle valve; any excess fuel is fed away by a pipe connected to the leak-off
un ion.
MAINTENANCE
The in jecto r fuel in le t and leak-off pipe connections should be inspected frequently to
ensure that there is no leakage.
1 ,5 0 0 ho u rs
Remove a ll in jectors and f i t replacements which have been set at the correct blow-off
pressure lis te d in GENERAL DATA.
REMOVAL
(!) Disconnect the fuel in le t pipe from the in le t connector. Holdin le t connector
with a spanner when disconnecting the pipe union nut.

INJECTORS INSTRUCTION A 7 W / 8 / 2 / 5
(2) Disconnect the fuel leak-off pipe from the leak-off union cap nut with a
spanner when disconnecting the pipe union nut.
(3 ) Unscrew and remove the countersunk screw securing the two clamp plates to the
in le t connector and leak-off union. Remove clamp plates.
(^) Remove nut, spherical washer, spherical seating, in jecto r clamp and clamp block
which secure the in jecto r to the cylin d er head.
(9 ) Remove cap nut from leak-off union.
(9 ) Using withdrawal tool ref. T .746/13, screw the tool connector to the
leak-off union and by vigorously s lid in g the bob-weight against the c o lla r
the in jecto r can be withdrawn from the cylin d er head. Remove withdrawal tool
from the in jecto r.
Jt
•/
fu e l in je c t o r
Sliding Bob- weight W IT H D R A W A L T O O L
,/y '
CLEANING AND- CHECKING
Clean a ll carbon from the exterior of the nozzle using a brass wire brush, do not use
a steel wire brush as th is can cause damage. F it the in jecto r on a testing o u tfit and check the
spray form and blow-off pressure, lis te d in GENERAL DATA. If sa tisfa cto ry, return to service.
WARNI NG: - Us e recommended b a r r i e r creams on hands when w o r k i n g w i t h test o i l s .

Wash hands b e f o r e u s i n g the t o i l e t , also at the end o f each w o r k i n g ■
p e r i o d and p a r t i c u t a r t y b e f o r e e a t i n g .
Use the recommended t e s t o i l ^ when w o r k i n g w i t h or testing injectors.
When c a r r y i n g o u t this t e s t , ensure that the f u e l spray is sh ielde d
an d d i r e c t e d away from the p e r s o n . Keep hands away from t he s p r a y .

Oil from the s pr a y can p e n e t r a t e the s h i n and w i l l cause i n j u r y . If

o i l p en e t r a t e s the s h i n , prompt h o s p i t a l a t t e n t i o n w i l l be r eg ut r e d
to d r a i n the o i l , to remove any f o r e i g n body and to p r e v e n t i n f e c t i o n .
Use g og gl es o r s i m i f a r eye p r o t e c t ion i f the s pr a y i s exposed.
R E F IT T I N G
(1) Ensure that in je cto r is an easy f i t in the in je cto r tube. I f the nozzle end seems
tig h t in the cylin der head, the hole must be cleaned, using a piece of hard wood.
(2) Withdraw the in je c to r and f i t a new jo in t washer on to the shank of the nozzle
body, ( i f , due to an emergency, i t is necessary to r e f it the oldjo in t washer
i t must be clean, free from damage and annealed),
NOTE:~!t is e s s e n tia l t h a t o n l y one j o i n t w a s h e r i s fitted.
(3) Assemble the in je cto r, complete with jo in t

washer, to the cylin d er head and check
Cylinder Head Copper
that it seats co rre ctly without the use Injector Tube
of undue force.
(4) F i t the clamp block over the bottom flange

of the leak-off union.
(5 ) F it the in je cto r clamp, spherical seat

ing, spherical washer and nut onto the
Nozzle Body w Jo in t Washer
fix in g stud and tighten the nut to secure
FU E L IN JE C T O R
the in je cto r to the cy lin d e r head.
S E A T IN G W ASHER
( 6 ) F i t the clamp plates and securing counter

sunk screw to the in le t connector and
leak-off union. Tighten the bolt evenly to
avoid canting the nozzle and to ensure that thenozzle is not"nipped" or
binding in the cylin der head,
N OTE:'it is i mp or t a n t t h a t uneven t i g h t e n i n g is a v o i d e d s i n c e t hi s c o u l d r e s u l t
in d i s t o r t ion o f the n o z z l e , i n e f f e c t i ve s e a l i n g and d e f e c t i v e oper at ion.
(7). F i t the cap nut to the leak-off union.
( 8 ) Connect the fuel leak-off pipe to the leak-off union cap nut.. Hold cap nut with
a spanner w h ilst tightening the pipe union nut.
(9) Connect the fuel in le t pipe to the in le t connector. Hold in le t connector with a
spanner w h ilst tightening the pipe union nut.
Tool re f. T itle
T .746/13 In je cto r withdrawal tool

INSTRUCTION A 7 4 6 / 8 / 2 / 7
INJECTORS
DATA
Torque lo a d in g s
7 5 Ib .f.ft . 1 0 2 Nm.
In le t connector 150 I b . f . f t . 203 Nm.
Injecto r nozzle nut
R eference:- 1 Shell Calibration Fluid 'C

INJECTORS INSTRUCTION A 7 4 6 / 9 / I / I
INJECTOR OVERHAUL AND TESTING
CONTENTS
GENERAL ....................................................... 3
DISMANTLING .......................................................
Removal of nozzle assembly 4

Top end of in jecto r 4
In le t connector seal 4
CLEANING . . . . . . 4
INSPECTION ....................................................... 6
Nozzle nut . . . . . 6
Nozzle holder body, nozzle body and valve 6

Transfer block . . . . 7
Thrust spindle . 7
In je cto r spring . . . . S
Spring guide . . . . 8
Adjusting screw . . . . B
In le t connector . . . . . 8
Leak-off union and cap nut 8
Jo in t faces . B
ASSEMBLING ....................................................... 8
TEST PROCEDURE ............................................ 9
Low pressure a ir te s t 9
High-pressure te s t preparation 1 0
Blow-off pressure settin g 1 0
Seat and jo in t face tightness te s t . II

Spray form and ch atter te s t II
Back leakage te st 11
STORAGE ....................................................... 12
SPECIAL TOOLS REQUIRED . . . . 12
DATA 12

INSTRUCTION A 7 ^ 6 / 9 / l / 2
INJECTORS
Inlet Connection Leak-off Connection
Inlet Connector ap Nut
Ctamp Plates (2 ) Locknut

and
^ S Socket Head Screw
Adjusting Screw
Sealing Washer
Leak-off Union
Fuel Injector secured in Cylinder Head

by means of Injector Clamp.Stud.Nut,
Spherical Seating and Spherical Washer
( these items not illustrated )
Clamp Block
Sealing Washer
Sealing Washer
Cross-drilling to Leak-off Passage
Nozzle Holder Body

Spring Guide
Thrust Spindle
Transfer B lo ck Injector Spring
Dowels (2 )
Nozzle Nut
Nozzle Body Nozzle Valve
FU EL IN JE C T O R
BRYC E

INJECTORS INSTRUCTION A 7 4 6 / 9 / I / 3
INJECTOR OVERHAUL AND TESTING
GENERAL
Fuel injectors depend on close tolerances for correct functioning and it is important to
ensure that th is equipment is kept absolutely clean. Therefore, any work on injectors should be
carried out on a separate bench kept for th is purpose. The bench should be covered with zinc
or linoleum and should be fit te d with a vic e , equipped with soft-jaw clamps or copper or
aluminium shields. Ho cotton waste or flu f f y rag should be allowed on or near the bench which
must also be kept free from dust, d ir t, filin g s , grease or acids. A dust-proof drawer or box
should be provided for storage of cleaning to ols, e tc ., a supply of new jo in t washers should be
readily a vailab le.
A number of clean trays, or sim ila r containers, should be a v a ila b le for the components
together with a clean vessel containing clean fuel o il for washing dismantled parts. The use
of kerosene (p a ra ffin ) is not recommended fo r washing parts as i t may contain water which can
cause corrosion.
During dismantling operations, the components for each individual in jecto r should be kept
separate; it is essential that each nozzle valve is only re fitte d to the nozzle body to which i t
was o rig in a lly mated. When assembling nozzles, neither the nozzle valve nor the mating orsealing
surfaces of the body should be touched with a f i l e or other hard tool.
If the nozzle valve or nozzle body become damaged they should be sent to thenearest Bryce
Service Agent or a properly equipped workshop for attention.
Special tools are required fo r cleaning, testing and dismantling of in je cto rs, and these
are liste d in the TOOLS section.
Injectors must not be dismantled unless the nozzle test o u tfit is a vailab le.
Before dismantling, i t is recommended that the injecto r is examined ex tern ally, and
evaluated on a te st pump, as described la te r, for nozzle opening pressure, and hand te st be
haviour. This can provide useful information on its condition, s u it a b ility for further service,
‘ and the nature and extent of servicin g work required.
In p a rticu la r, low nozzle opening pressure can reduce engine performance, and lead to
blow-back causing rapid deterioration of the nozzle and requiring its premature replacement.
If the nozzle opening pressure has dropped by more than 10%, look for the following
causes at the appropriate stage of dismantling.
(1 ) Loose adjusting screw.
(2) Broken, collapsed or corroded in je cto r spring. Worn spring end faces or abutment
faces on the spring guide and thrust spindle.
(3) Wide seat or incorrect seat contact position on the nozzle valve, worn or broken
thrust spindle.
I f none of the above fa u lts can be found, bear in mind that the nozzle opening pressure
may not have been set co rre c tly , possibly due to a pressure gauge error.

D IS M A N T L IN G
Removal of nozzle assembly
Remove the nozzle assembly as follow s:-
(1 ) Remove in je cto r from engine cylin der head as detailed in FUEL INJECTORS.
(2) Clean the in je cto r ex tern ally.
(3) Remove the cap nut and washer from the leak-off union on the top end.
(4) Relieve the in je cto r spring compression by releasing lockout and unscrewing the
adjusting screw a few turns.
(5) Grip the head of the nozzle holder body c a re fu lly in a suitab le, firm ly mounted
vice, with the nozzle uppermost. Ease o ff the nozzle nut with ring spanner
(P a rt No. Ii-P46IZS1039/1).
N O T E : - Do n o t a p p l y an impact l oad to the spanner. The n o z z l e shank MJST NOT

be g r i p p e d in any way. .
(6 ) Remove nozzle assembly, comprising nut, body, valve and washer.
(7) Remove tran sfer block, thrust spindle, spring and spring guide. (The transfi
block is a free f i t on the dowels in the nozzle holder body).
Top end of in je cto r
(1) Grip the nozzle body in the vice , with the top end uppermost.
(2) Unscrew adjusting screw and remove complete with locknut.
NOTE:-The t e a k - o f f u ni on and i n l e t c o n n e c t or can now be unscrewed from the n o z z l e

body. These items s h o u l d n o t be removed u n n e c e s s a r i l y ,' i f removed, new
s e a l i n g washers s ho u l d be f i t t e d on r e - a s s e m b i i n g . (See ASSEMBLING].
I n l e t c o n n e c to r s e a l
(1) Unscrew and remove in le t connector.
(2) Remove sealing washer from base of tapped hole from which in le t connector was
unscrewed.
(3) Push back seal thrust ring and ro ll the 'O' ring over the threads of the
connector. S lid e o ff thrust ring and spring.
CLEANING
When cleaning the nozzles, as outlined in the following instructions, use the nozzle
cleaning o u tfit, Part No. II-P46IPLt781C,40.

(1 ) Soak th e n o z z le n u t, body and v a l v e in c l e a n f u e l o il to so ften th e c a rb o n .

Clean o ff a ll carbon from the exterior and in te rio r of the nozzle nut, paying
p a rticu lar attention to the smaller bore which locates the nozzle body.
Clean the valve tip , c a re fu lly brushing away the carbon with a brass wire,
brush.
Clean ex terio r of nozzle body, using a brass wire brush. Do not use a steel
wire brush, p a rtic u la rly on the tip , th is can damage the outer ends of the
spray holes which need to retain a sharp corner. I t is permissible to polish
the exterior of the tip a fte r brushing, using only spent fin e emery cloth.
Clean out the small feed holes leading to the fuel g a lle ry in the nozzle body;
these holes are rarely choked and the insertion of a 1/16 in, (1.59 mm.) diameter
d r i l l should clean them.
(2) Insert the special scraper tool into the centre hole of the nozzle body u n til the
nose of the tool locates in the fuel g a lle ry. Press and rotate the toot against
the side of the g a lle ry to cle a r a ll carbon deposits from the g a llery ca v ity .
(3) insert the valve seat cleaning tool in the nozzle body; press and rotate the
tool on the seating u n til a ll carbon has been removed.
(>+) Clean out the nozzle body spray holes, using the special probing tool fit t e d with
a clean wire which must be at least 0 . 0 2 mm. smaller than the hole diameter.
N O T E : - Extreme care must be taken to p r e v e n t the w i r e s from b r e a k i n g in the hol es

because i t is al most i mp os s i b l e to remove broken p i e c e s . The c l e a n i n g w i r e
s h o u l d p r o t r u d e o n l y about 1/16 i n. ( 1 . 5 9 mm. ) from the t o o t chuck to g i v e
maximum r e s i s t a n c e to b endi ng. The w i r e s h o u l d be e n t e r e d i n t o the hol e
and g e n t l y pushed and r o t a t e d u n t i l the h ol e is dear.
(5 ) After each cleaning, remove loose carbon from the nozzle body by tapping the
body on the bench. F in a lly , wash out the body in clean fuel o il.
(6 ) Flush clean o il through thenozzle body, using the test pump. This is most
important fo r i t thoroughly cleans the body c a vity and bores and also washes
away any loose p a rticle s that may s t i l l be present in the spray holes.
(7) Wash the nozzle holder body in clean fuel o il and remove a ll d ir t and rust
from the ex terio r surfaces. Ensure that a ll passages and d r illin g s are free
from obstruction and clean. I f necessary, probe with a brass rod and blow
out using compressed a ir .
(8 ) Wash the tran sfer block in clean fuel o il. Ensure that a ll d r illin g s and jo in t
faces are clean.
(9) wash the thrust spindle and spring in clean fuel o il.
(10) Wash the spring guide in clean fuel o il. Ensure that the small d r illin g s in the
bottom of the guide are clean and free from obstruction asthesed r illin g s form
a leak-off path for the fu el.
(11) Wash the adjusting screw in clean fuel o il and ensure that the small d r illin g s
in the top of the screw are clean and free from obstruction as these d r illin g s
form a leak-off path for the fuel.

(12) Wash the in le t connector in clean fuel o il and ensure that the centre d r illin g ,
forming the fuel in le t passage, is clean and free from obstruction. Also ensure
that the seating fo r the 'O' ring is p e rfe ctly clean.
(13) Wash the leak-off union and cap nut in clean fuel o il and ensure that the bore in
each item is clean and free from obstruction.
( I 1!) F in a lly , ensure that the jo in t faces on the nozzle holder body, nozzle body and
transfer block are p e rfe ctly clean.
Feed Holes ( 3 ) Fuel G o llery
IN S P E C T IO N
A ll parts should be scrupulously clean and should be inspected as detailed below before
reassembli ng.
N o z zle n u t
Check that a ll screw threads are complete and not chipped. Ensure that the end jo in t
face and internal clamping shoulder are clean, f l a t and free from damage. Try the nozzle body
in the nut; check that i t seats against the clamping shoulder, can be rotated fre e ly and has no
tendency to jam when removed.
Nozzle holder body, nozzle body and valve
Examine the nozzle holder body, nozzle body and valve.
A ll potished surfaces of the valve and body must be r e la t iv e ly bright, without scratches
or dull patches, and i t is essentia! that the pressure faces on the nozzle body and the nozzle
holder body are absolutely clean and free from damage as these faces must re g iste r together
p e rfe ctly to form a high-pressure jo in t.
Check that a il screw threads on the nozzle holder body are in good condition and that
the seating face fo r the in le t connector 'O' ring is free from damage.
The needle valve guide diameter in the body should be bright and free from scratches.
Both the guide diameter and seating cone should be free from discolouration. Blackening of
e ith e r indicates blow-back of combustion gases, possibly due to low nozzle opening pressure,
excessive nozzle valve l i f t or the presence of water in the fu el.
Reject any nozzle assembly in which the valve is blued or the body has a dull circum
fe re n tia l ring on the seating, indicating wear or p ittin g .

The seat cone of the vaive should be clean, free from ridges and showing a narrow, bright,
continuous seating line at the largest diameter. Seating lines wider than I mm., or towards
the middle of the cone indicate incorrect seat angle or form on the valve or in the body. The
l i f t shoulder on the valve should be f la t and with the edge continuous, free from burrs and lig h t
ly chamfered to remove sharpness. Check the valve l i f t . If it is necessary to remove metal
from the sealing face of the body, ensure that on completion th is face is lapped f la t , and
square to the nozzle valve within 0.05 mm.
Refer to nozzle data below for nozzle valve l i f t , valve and body seat angles.
Valve 1i f t Valve Body Cleaning

Seat Angle Seat Angle Wi re
0.5+0.08 mm. 6 0 °- l0 'l 1 0 ' 59°-27'± 5' 0 .¥ 0 -0 . > 1 2 mm.
Check the tip of the body for damage, or loss of material which is lik e ly to resu lt from
cold corrosion. Both of these fau lts weaken the nozzle body and necessitate its renewal.
Reconditioning of nozzle bodies and nozzle valves by hand is not possible, but can be
done on special servicing machines1* A lte rn a tiv e ly , the nozzle assemblies can be returned to
theinjecto r manufacturer's depot or th e ir service agent for treatment.
The mating dowels, for the tran sfer block, should beapush or lig h t tap fit in the nozzle
holder body and a free f i t in the transfer block.
Renew any mutilated or part sheared dowels, using only genuine Bryce replacements which
are made from special material to re s is t damage. I f the dowels were d if f ic u lt to remove, check
the holder body and tran sfer block for cracks. Oowels must not be a drive f i t , as th is can
crack the holder body or tran sfer block, thus necessitating replacement, or producing s liv e r s of
metal which w ill damage the nozzle or, if trapped between jo in t faces w ill cause leakage. The
correct projection of the dowels is 3 mm.to.5 mm. (0.12 in .i0 .0 2 0 in .).
T r a n s f e r b lo c k
Normal running w ill gradually resu lt in an indentation of the lower face of the tran sfer
block, caused by nozzle valve impact at fu ll l i f t . Such indentation can allow the nozzle valve li
to exceed the permitted maximum and further wear to occur at an increased rate. This is det
rimental to in je cto r performance and combustion c h a ra c te ris tics , and can overstress the in jecto r
spring loading to breakage and cause serious engine problems.
It is important to remove the indentation by surface grinding and lig h t lapping, or to

replace the tran sfer block. These*transfer blocks are surface hardened and are nominally 12 mm.
thick. The thickness may be reduced to 11.8 mm. to remove the indentation, but in doing so i t is
important to maintain the faces p a ra lle l w ithin 0.05 mm. (0.02 in .). F a ilu re to do so w ill
result in leakage due to uneven clamping. Further removal of material is not approved as it
w ill gradually expose the softer undersurface, leading to rapid wear.Therefore, the tran sfer
block must be replaced when the thickness is reduced by more than 0 . 2 mm. (0.008 in .) below the
nominal thickness of 1 2 mm. i . e . , below 1 1 . 8 mm.
Thrust spindle
Check that the thrust spindle slides smoothly in the bore of the spring guide and that it
is not damaged or bent.

INJECTORS INSTRUCTION A 7 « t 6 / 9 / l / 8
In je cto r spring
Replace the spring i f i t shows signs of corrosion, p ittin g , collapse or d is to rtio n . End
faces should be square to the axis within a deviation of 0 - 1 nun. fo r each 1 0 mm, of length when
stood on a f la t surface and rotated against a square. The minimum permissible length is 3 ^ .I mm,
(1.31 in .).
Spring guide
Check that the spring guide is not bent or damaged, p a rtic u la rly the bore into which the
th rust spindle f it s .
Adjusting screw
Check t h a t th e a d j u s t i n g s c r e w i s not b e n t o r damaged and e n s u r e t h a t th e s c r e w t h r e a d s

are in good condition.
In le t connector
I f the in le t connector has been removed, check that a ll screw threads are in good con
d itio n .
Check the condition of the spring-loaded 'O' ring which must be free from f la ts , tears or
other fa u lts which w ill impair sealing.
Check that the seal thrust ring slid es fre e ly on the connector when pushed against the
spring.
Check that the 'O' sealing diameter on the connector is free from damage.
Check that the seal spring is free from corrosion and d is to rtio n and that its free
length is not less then 18.5 mm. (0.73 in .) with the faces p a ra lle l w ithin 0.25 mm. (0.010 in .).
Leak-off union and cap nut
Check that the screw threads on both items are in good condition.
Jo in t faces
P a rtic u la r attention should be given to the jo in t faces on the nozzle holder body, nozzle
body and tran sfer block. These faces must be clean, free from damage, present an unbroken sealing
surface and have a fin e lapped fin is h ,
Apart from removing indentation, these faces w ill normally only require very lig h t lapping
by hand to remove staining and contact marks. Avoid heavy lapping as th is is lik e ly to a ffe c t
the uniform clamping pressure on components which is necessary to prevent fuel leakage in service.
ASSEMBLING
(1) Wash a ll parts in clean fuel o il and allow to drain.
(2) Grip the nozzle holder body in the vice , top end uppermost.

(3 ) F it a new s e a l i n g w a s h e r i n t o th e bottom o f th e tapped h o l e p r o v id e d in th e n o z z le

h o l d e r body f o r s c r e w in g in t h e i n l e t connector.
(4) F it the spring, thrust ring and 'O' ring to the in le t connector.
(5 ) F it the fuel in le t connector into the holder body and tighten to a torque loading
of 102 Nm. (75 I b . f . f t . ) . Check that the th rust ring fo r the 'O' ring seal slid es
fre e ly on the connector and when released is holding the ' 0 ' ring into contact
with the holder body.
(6 ) F it leak-off union, together with new sealing washer, to the nozzle holder body.
Tighten leak-off union into body.
(7) Screw adjusting screw, with locknut, into the leak-off union. Engage by only three
or four turns. This ensures that the injecto r spring is not compressed during assembly
of the thrust spindle, tran sfer block and nozzle assembly.
(8 ) Release nozzle holder body from vice and invert so that bottom end of body is
uppermost. Resecure in vice .
(9) F it spring guide, inserting the end which mates with the adjusting screw.
(10) F it the spring and thrust spindle; ensure that the spring is greased.
(11) Ensure that the mating faces of the nozzle holder body and tran sfer block are
Clean and f i t the tran sfer block. Ensure that the fuel d r illin g s and dowel
holes are registered c o rre c tly, i. e . , as noted during DISMANTLING.
(12) Ensure that the nozzle valve, nozzle body and nozzle nut are p erfectly clean.
Assemble the valve and body together w h ilst immersed in fuel o il to ensure that
the clo sely fit t e d lapped surfaces are not touched by hand. F i t the valve, body
and nut into position and screw up the nut hand tig h t. F in a lly , with ring spanner
(P a rt No. II-P46IZSI039/I), tighten the nut to a torque loading of 203 Nm.
(150 I b f . f t . ) . Do not apply an impact load to the spanner.
(13) Carry out the te sts detailed la te r under TEST PROCEDURE.
(14) When a ll pressure testing is s a tisfa cto ry, f i t the injecto r to the engine and
bleed the fuel system as detailed in FUEL INJECTORS.
TEST PROCEDURE
Low pressure a ir te st
(1) Connect a low-pressure a ir line to the leak-off union. Immerse the injector
2
assembly into a suitable tank f ille d with the clean te st o il , and apply a ir
at a pressure o f -50 pounds per square inch (344.7 kN/m2).
(2) Hold the pressure fo r two minutes and watch c a re fu lly fo r any sign of leakage.
P a rticu la r attention must be paid to a lt pressure jo in t faces, sealing washers
and connections.

INJECTORS INSTRUCTION A 7 W / 9 / I / I 0
(3) I f s a tisfa cto ry , disconnect the low-pressure a i r lin e . L if t out in je cto r and dry
o ff a ll o il.
High -pressure te s t preparation
The injecto r nozzle te s t o u t fit (P a rt No. 11-P^6IPLl83ICI0) should be used when high-
pressure o il tests are to be performed for any one of the following inspections:-
(1 ) Blow-off pressure setting .
(2) Seat and jo in t face tightness.
(3) s a tisfa cto ry spray form or atomisation.
The nozzle test o u t fit is self-contained and i t is only necessary to check that the o il
tank is fu ll and w ill supply o il at the end o f the pressure feed pipe.
(I ) Connect the in je cto r in le t connector to the end of the pressure feed pipe.
(2) Close the gauge valve to isolate the pressure gauge then operate the hand pump
u ntil o il, free from a ir bubbles, sprays from the in je cto r nozzle.
N O T E : ~ l t i s most i mp or t a n t to ensure t h a t p er s o n n e l are aware o f the dangers o f b r i n g i n g

hands i n t o c o n t a c t w i t h the s p r a y .
Goggles, o r s i m i t a r eye p r o t e c t i on , must be used i f the o i l s p r a y is exposed . ,
Use recommended b a r r i e r creams on hands when w o r k i n g w i t h test o i l s . Wash hands
b e f or e u s i n g the t o i l e t , a l s o a t the end o f each w o r k i n g p e r i o d and p a r t i c u l a r l y
b ef or e e a t i n g .
Use the recommended t e s t o i } 2 when w o r k i n g w i t h o r t e s t i n g i n j e c t o r s . .
When c a r r y i n g out t h i s s p r ay t e s t , ensure t ha t the f u e l s pr a y i s s h i e l d e d and
d i r e c t e d away from the p e r s o n. Keep hands away from the s pr a y . _ O i I from the
s pr a y can p e n e t r a t e the s k i n and w i l l cause i n j u r y . I f o i l p en e t r a t e s the s k m ,
prompt h o s p i t a l a t t e n t i o n w i l l be r e q u i r e d to d r a i n the o i l , to remove any
f o r e i g n body and to p r e v en t i n f e c t ion. D isplay a notice i n a p r o mi ne nt
p o s i t i o n b e a r i n g the f o l l o w i n g w ar ni n g.
WARNING
I T CANNOT 8 E TOO STRONGLY EMPHASIZED THAT WHEN AN INJECTOR IS SPRAYING,

I T MUST BE TURNED AWAY FROM THE OPERATOR: ON NO ACCOUNT MUST THE HANDS
BE BROUGHT INTO CONTACT WITH THE SPRAY WHICH HAS GREAT PENETRATING
FORCE.
Blow-off pressure settin g
To set the blow-off pressure proceed as follow s:-
(l) Open the gauge iso latin g valve and slowly increase the o il supply pressure
c a re fu lly and note the pressure at which the in je cto r blows o ff.

INJECTORS INSTRUCTION A 7 4 6 / 9 / I / I I
(2) Screw th e a d j u s t i n g sc r e w in o r o u t a s r e q u i r e d t o c o r r e c t t h e p r e s s u r e and s e c u r e

w ith th e lo c k n u t . (Sto w - o ff pressure is l i s t e d in GENERAL DATA).
NOTE: - Screw the a d j u s t i n g screw in to i n cr eas e the s p r i n g compress ion which

incr eases the b l o w - o f f p r e s s u r e , o r v i c e - v e r s a . .
(3) Re-check blow-off pressure a fte r tightening the locknut.
Seat and jo in t face tightness te s t
A simple te st can be carried out in the workshop using the nozzle te st o u tfit supplied.
Each in jecto r in the engine set must be tested as follow s:-
(1) Discharge each in jecto r nozzle and wipe dry the nozzle tip ,
(2) With gauge valve open, build up the pressure in the system to approximately
100 lb. per square inch (689.5 kN/m2) below the blow-off pressure and maintain
for a short period. A fter th is short time, any leakage at the nozzle tip must not
be s u ffic ie n t to form a blob of fu e l.
(3) Observe that no leakage occurs at the lapped pressure faces of the nozzle body
holder and the nozzle body - as indicated by leakage around the cap nut or
excessive drain from the leak-off union. If leakage at the lapped jo in t is
suspected, remove the nozzle and examine the pressure faces fo r d ir t or surface
imperfections. Rinse the parts in clean fuel o il, and i f a ll appears in order,
reassemble the parts and re-test.
Spray form and chatter test
(1) Close the gauge isolatin g valve.
(2 ) Operate the pump handle at the rate of one stroke in three seconds. The
nozzle should discharge with a crisp, chattering action without dribbling or
squirting je ts of non-atomised o il. The spray from each hole must be well atomised,
of regular form and free from ragged edges. A ll sprays must be of sim ilar form
and co rre ctly placed.
Back leakage te st
Measurement of back leakage time from the injecto r can be a useful te st, to indicate
too slack a f i t between the needle valve and the nozzle, to show when a new nozzle should be
fitte d . However, to make accurate and repeatable measurements of back leakage requires very
close control of the numerous variables involved and is normally only possible in a f u lly equipped
fuel injection workshop. In the absence of th is equipment a simple test is possible, using the
nozzle te s t o u tfit to indicate a fa u lty nozzle in an engine set but the leak-off times measured
under these conditions can only be used for comparison purposes.
The following procedure is to be used where f u ll f a c ilit ie s ex ist for controlled back
leakage tests
(1) Close control is required over te st o il vis co sity, pressure system volume, nozzle
nut clamping torque, and factors affectin g the shape of the leak path.
(2) The volume of the hand test pump, without in jecto r and connecting pipe, is to be
adjusted to a value of 4 5 t 1 .5 Hart ridge Units for a change of pressure from
150 to 100 atmospheres (2,205 to 1,470 lb.per sq. in .). Equipment required is a

INJECTORS INSTRUCTION A 7 4 6 / 9 / 2 / I 2
Hartridge Volume Micrometer^ (Hartridge Part No. HJ-018) and a Connecting Pipe
(Hartridge Part No. N T A .JIS). With the te s t pump adjusted to th is volume, remove
the micrometer and connecting pipe, f i t the in jecto r and pipe used fo r testing.
Expel a ll a ir and open the pressure gauge isolatin g valve. Raise pressure to
165 atmospheres (2,426 lb. per s q .in .).
(3) Measure the time taken for the pressure to drop from 150 to 100 atmospheres (2,205 to
1,470 lb. per sq. in .). This should not be less than 6 seconds at an o il temperature
of 20°C ( 6 8 °F ) .
(4 ) i f there is no other leakage from the in je cto r and the back leak time is p e rs is t
ently less than 6 seconds, or s ig n ific a n tly lower than otherinjectors in the
engine set, i t is lik e ly that the nozzle valve is too slack a f i t and a new nozzle
should be used. Cheek and reset the nozzle opening pressure, i f necessary,
(5) A fter s a tisfa cto ry testing, f i t the cap nut and washer to the leak-off union
and r e f it the in je c to r to the engine as detailed in the section headed FUEL
INJECTORS.
STORAGE
I f the injectors which have been tested and s a tis fa c to r ily set are to be stored, then
f i t the sealing washer and cap nut to the leak-off union. Lig h tly grease the external surfaces,
wrap i t in o iled paper and store in a suitab le rack which w ill give protection from damage.
Part No. T it le
II- P4 6 IZ S I039/1 Nozzle nut ring spanner

II-P46IPLI78I.C40 Nozzle cleaning o u t fit
11-P46IPLl831.CIO Nozzle te st o u tfit
DATA
Torque loadings
In le t connector 75 l b . f . f t . 102 Nm.

Nozzle nut 150 l b . f . f t . 203 Nm.
Refsrsncss:- 1 S e r v ic e m ae t a r, manufactured by M a r l i n E n g i n e e r i n g Co. Ltd., Hebble M i l l s ,

Salterhebbla, Halifax, Yorkshire, England.
2 Shell Calibration Fluid 'C .
3 M a n u f a c t u r e d by M e s s r s . L Hartridge, Buckingham, Bucks. England

FUEL SYSTEM INSTRUCT I OK A7»t7/7I / 1 / I
FUEL SYSTEM
CONTENTS
GENERAL ............................................................................................................. 2
MAINTENANCE ............................................................................................................. 2
D aily . . . . . . . . . . 2
1 5 ,0 0 0 h o u rs . . . . . . . . . 2
P R IM IN G THE FUEL S Y S T E M ..................................................................................................................................... 2

FUEL SYSTEM INSTRUCTION A 7 4 7 / 7 1 / I / 2
FUEL SYSTEM
GENERAL
The engine is fit t e d with an engine-driven fuel tran sfer pump with a safety valve
connected in p a ra lle l. This pump draws fuel from a d a ily service tank and passes it through
a duplex f i l t e r to the main fuel r a il in the engine. From the main r a il, fuel is supplied
to the injection pumps and f i n a l l y through the in jecto rs into the engine cylin ders. Double
skin pipes are fit te d between the pumps and in jecto rs and any fuel leakage from these pipes
is transferred to a leakage drain tank.
N O T E : - A p re s s u r e s w i t c h i s f i t t e d to the doubke s k i n f ue l o i l leakage d r a i n p i p e s

t o p r o v i d e a s i g n a l f o r an a l ar m i n d i c a t i o n ; when such an i n d i c a t i o n is g i v e n ,
immediate a c t i o n s h o u l d be taken to t r a c e and remedy the f a u l t , ,
A by-pass valve is incorporated in the system to enable fuel to be g ra vity fed in an

emergency and a pressure regulating valve relieve s any excess pressure back to the suction
side of the pump; th is valve is set to re lie ve at 1 0 p.a.-i. Fuel from in je cto r s p ill is piped
into the fuel drain tank.
A low fuel o il pressure switch is fit te d , in itia tin g an alarm should the pressure droTF
below 5 p.s. i.
Each of the main components, as necessary, is described in separate instructions w ithin

th is section and in the component manufacturers lite ra tu re , and maintenance of such components
is f u lly detailed.
MAINTENANCE
Dai ly
Check the level of fuel in the d a ily service tank and open the drain valve to drain off
any sediment or water. With the engine running, inspect the system fo r leakage. Remedy as
necessary.
15,000 hours
Renew the high pressure fuel pipes and a ll jo in ts.
PRIMING THE FUEL SYSTEM
When any part of the system has been disturbed, i t w ill be necessary to prime the system
as follow s:-
(1) Ensure that the engine in le t valve and the byrpass valve are open. Vent the fuel
f i l t e r s , allowing a small quantity of fu e l, free from a ir bubbles, to escape
before re-tightening the vent plugs.
(2) Slacken the vent screw at the end of the fuel r a il and allow fuel to escape
u n til free of a ir bubbles. Re-tighten the vent screws.
N O T E : - I t i s . i m p o r ta n t to ensur e t h at a i r vent screws are s e c u r e l y . t i g h t e n e d
and, where l o c k i n g f a c i / i t i e s are p r o v i d e d , t ha t t hey are p r o p e r t y l o c k e d . .
A f t e r v e n t i n g the system, i t s h o u l d n o t be n ec es sa r y to r ep e a t the o p e r a t i o n
untit the system i s d i s t u r b e d a g a i n . .

FUEL SYSTEM INSTRUCTION A 7 4 7 / 6 7 / I / I
DOUBLE SKIN FUEL PIPES
CONTENTS
GENERAL , . • • • • •
ASSEMBLY ..................................................................

DOUBLE SKIN FUEL PIPES
GENERAL
Double skin fuel pipes are fit te d as an added safety precaution should the in jecto r pipe
fracture. The assembly comprises of an in je cto r tube - that is fitte d into a fle x ib le protective
sleeve - and an outer tube and standpipe, together with the necessary couplings and connections.
A standpipe is fit t e d onto each fuel pump and is equipped with a d r a in connection. Any
fuel escaping from the inner pipe is ducted through th is connection and piped to a fuel o il drain
tank. A pressure switch is connected'to the fuel o il leakage drain r a il, in itia tin g an alarm
should the pressure rise above 1 bar (11.5 p.s. i . ) .
When replacement parts require to be fit te d the following procedure should be followed.
ASSEMBLY
A.I Assemble in je cto r pipe through the outer tube (in je c to r end)
2 S lid e pro tective sleeve over injecto r pipe
3 F i t connection and union fe rru le on to small projecting t a il of in je cto r pipe
and lock in place
B.I F it coupling, taking care to ensure i t is the co rrect way round as the end
form d iffe rs .
2 Assemble nut, sleeve and 'O' ring on to the standpipe and f i t over the injector
pipe. Ensure the standpipe is passed into the coupling as fa r as possible and
that the nut and sleeve are co rre ctly positioned on outer tube.
3 Do not tighten nut at th is stage.
4 F i t connection and union fe rru le and lock into place.

FUEL SYSTEM INSTRUCTION A7M-7/M-3/ 1 / I
FUEL TRANSFER PUMP AND DRIVE
CONTENTS
G E N E R A L ...................................................... 3
MAINTENANCE .............................................................................................................. 3
Light overhaul . . . . . . . . 3
Heavy overhaul . . . . . . . . 3
REMOVAL .................................................... 3
DISMANTLING 3
Pu<np 3
Drive . . . . . . . . . . 5
REASSEMBLY 5
Pump 5
Drive . . . ■ • « ■ • • • 3
DATA 5

INSTRUCTION A 7 W / W / I / 2
FUEL SYSTEM
Relic 1 Valve End Cover Long Studs .Spring Washers and Nuts
B y p a s s Washer
Adjusting Screw
B y p a s s Cap
Short Studs, Spring Washers

and Nuts Dome Sealing Nut
Paper Jo in t Jo in t Pings
Pump Body
Pump Discharge
Idler Shaft Rotor
Pump Suction Paper Jo in t
Mainshaft Bearings
Idler Shaft and Bearings (2 )
( 2)
M ainshaft Rotor (keyed to MainshafO
Gland Seal Assembly

and
Twicklip Gland End Cover
Gland Seal Cover

Setscrews and Spring Washers
(4 )
Outer Bearing Bush Keyway for Coupling Key
F U E L TR A N S F E R PUMP
FM C D H 31S)

FUEL TRANSFER PUMP AND DRIVE
GENERAL
The self-priming fuel transfer pump is of the positive-displacement type. Each of the
two rotor shaft assemblies runs in plain bearings; the rotors are a force f i t on the shafts
and the mainshaft rotor is key-located. An adjustable pressure r e lie f valve, mounted in the
upper end cover relieves any excess pressure on the d e livery side back to the suction side
of the pump, the relievin g pressure being set by an adjusting screw. The setting should not
normally require a lte ra tio n .
MAINTENANCE
L ig h t o verhaul
Remove and dismantle the pump; inspect a ll parts and renew any which are damaged or excess
ively worn. Renew the gland seal and the 'O' ring. Reassemble the pump, r e f it i t to the engine,
vent the system and reset the r e lie f valve.
Check the backlash of the spur gears. The correct dimension is quoted under DATA.
Heavy o v e rh a u l
Turn o ff the fuel supply, disconnect the fuel pipes and remove the fuel tran sfer pump.
Disconnect the lubricating o il feed pipe and remove the drive housing and its jo in t.
Note the end flo a t of the drive shaft. Clean a ll parts and discard the o il seal. Examine a ll
parts and renew any which are damaged or excessively worn.
F it a new o il seal and reassemble the drive. F i t the assembly, together with a new
jo in t, to the pumps drive casing. F it the transfer pump and connect the pipework.
Turn on the fuel and vent the system before startin g the engine.
REMOVAL
(1) Disconnect the necessary pipework, remove the pump fixings and separate the
pump from the housing.
(2) Unfasten the housing securing nuts and remove the tran sfer pump housing
and drive complete,
D IS M A N T L IN G
Pump
(1) Separate the tran sfer pump from the drive housing.
(2) Extract the pin securing the coupling shaft to the mainshaft and withdraw
the coupling.
(3) Mark the end covers and body to place. Remove the nuts from both end covers,
break the jo in ts and l i f t o ff the r e lie f valve end cover.
(1) Press the rotor assembly, complete with the gland end cover and bearings, out
of the pump body.
N O T E : - P r e s s u r e must be a p p l i e d e q u a l l y to doth mai nshaf t and i d l e r s h a f t bear i n g s .
Thi s is impor tant to a v o i d damage to the r o t o r s . Force must no t be a p p l i e d
to the s h a f t s .

INSTRUCTION A7M-7/M-3/1 /4-
FUEL SYSTEM
FUEL TRANSFER PUMP DRIVE

FUEL SYSTEM INSTRUCTION A 7 » * 7 / H 3 / l / 5
(5) Remove the key from the end of the mainshaft.
(6 ) Remove the gland seal cover, cover the keyway with p la s tic tape andwithdraw the
gland seal assembly. Remove the gland end cover.
(7) Remove the bearings from the shafts and mark them to place for correct assembly.
Bearings are not interchangeable.
(8 ) Dismantle the r e lie f valve.
Drive
(1) Remove both the nut and washer. Using a gear p u ller, withdraw the spur gear and then
extract the key from the driving shaft.
(2) Remove the pin from the c o lla r and then slid e the c o lla r o ff the driving shaft.
(3) Remove the coupling shaft o il seal and withdraw the driving shaft.
( « 0 Extract the two bushes.
REASSEMBLY
Pump
This procedure is the reverse of the dismantling sequence, using a new gland seal,
"0" ring and paper jo in ts . Observe a ll place markings and ensure that the rotors are co rrectly
fitte d . After assembly, f i t the pump to the drive, remake the fuel connections, vent the fuel
.system and adjust the r e lie f valve.
Drive
Assemble in the reverse order to that sequence detailed under DISMANTLING. F it a new
o il seal and tighten the gear retaining nut to the required torque given under DATA. F it the
assembly complete with jo in t to the pumps drive casing, attach the tran sfer pump and connect
the pipework.
Turn on the fuel and vent the system before startin g the engine.
DATA
By-pass valve setting 25 p .s .i. 1.76 kg./sq.cm.

Housing bore 1.6562 to 1.6572 in. 42.068 to 42.093 mm.
Shaft journal diameter 1.4-968 to 1.4975 in. 38.019 to 38.037 mm.
Bush bore afte r assembly 1.500 to 1.502 in. 38.100 to 38.151 mm.
Clearance of journal in bush - New 0.0025 to 0.0052 i n. 0.063 to 0.132 mm•
- Max. permi ss i ble 0 .0 J0 in. 0.254 mm•
Shaft end flo a t - New 0.003 to 0.015 in. 0.076 to 0.38 mm.
- Max. perm i ss i ble 0.030 in. 0.762 mm.
Spur gear backlash - New 0.005 to 0 . 0 2 2 in. 0.127 to 0.56 mm.
- Max. permi ssi ble 0.044 in. 1 . 1 18 mm.
Gear retaining nut torque 85 Ibf. ft. 115.24 Nm.

FUEL SYSTEM INSTRUCTION A 7 ¥ 7 / 4 2 / l / I
"VOICES" DUPLEX FUEL FILTER
CONTENTS
GENERAL .............................................................................................................. 3
MA INTENANCE........................................................................................................................ 3
1,500 hours . . . . . . . . . 3
DISMANTLING .............................................................................................................. 3
ASSEMBLY . 3
DATA . . . . . . . . . . . . 3

INSTRUCTION A 7 W 2 / I / 2
FUEL SYSTEM
C hangeover Plug Inlet O u tle t 'O 'R in g (1 o f 2 ) C ird ip
Air Release Plug

(each side of
Mounting Flange Headcasting)
Headcastirtg
Scaling Ring
Indicator Plate
Spring Ball Catch
Element Cartridge ■
Case
Stop Pin
Handle
Element Cartridge
Case
Seal
Washer1
Spring
C ird ip seal support wasner Centre Bolt
FUEL FILTER
YO K ES

FUEL SYSTEM INSTRUCTION A 7 W 2 / I / 3
" VCKES" DUPLEX FUEL FILTER
GENERAL
The f i l t e r i f of the dual-element type; each pair of renewable elements is made from
corrugated f e l t with perforated metal and gauze s tiffe n e rs . Each pair of elements, in its own
bowl or case, can function in p a ra lle l, can function singly w h ilst the other is being renewed
or can allow the clean side to be primed w h ilst the other side is carrying f u ll flow,' The
change-over is carried out by a lever-operated valve in the headcasting. When the lever is in
the mid-position both elements operate in p a ra lle l, but the lever incorporates a pointer which
indicates the valve position against a scale on the headcasting.
MAINTENANCE
The headcasting assembly requires l i t t l e attention, but, should leakage occur from the
"0" rings on the changeover valve plug then the "0" rings should be renewed. The valve plug can
be withdrawn a fte r removal of the handle and the c ir c lip which secures the valve plug in pos
itio n .
I ,500 hours
Renew the element cartridges.
DISMANTLING
Remove each element cartrid ge as follow s:-
(1) Isolate the elements to be changed. Slacken the a ir release plug,

(2) Place a suitable container beneath f i l t e r assembly. Hold f i l t e r case and unscrew
the centre bolt.
(3) Withdraw case and elements away from headcasting.
(1) Drain away contents, l i f t out elements, seal, washer and spring.
N O T E : - A f t e r remove! o f the r e t a i n i n g c i r e U p the c e n t r e b o l t can be wi t hdrawn from the
case i f d e s i r e d . ,
(5) Clean case thoroughly, inside and out, ensuring a ll parts are clean and dry before
re-assembly.
ASSEMBLY
( 1) F i t support washer and seal on the centre bolt. Secure to case with c ir c lip .
F i t spring, washer, seal and elements as illu s tra te d .
( 2) Ensure that the jo in t ring is in position in the head groove (a film of mineral
j e l l y w ill a s s is t assembly and ensure ease of dismantling on the next occasion),
o ffe r up the case to the head and tighten the centre bolt to the torque figure
quoted in Data.
(3) Prime and vent both f i l t e r cases before tightening the a ir release plug.
DATA
Centre bolt tightening torque 10 lb. f t . (13.56 Nm.)

FUEL CONTROL MECHANISM INSTRUCTION A 7 W / 4 6 / I / I
FUEL CONTROL MECHANISM
CONTENTS
GENERAL . . . . . . • . • • ■ 3
OPERATION....... .............................................................................................................. 3
SETTING THE LINKAGE ....................................................................................... 3
LOAD INDICATING SWITCH(ES) . 4
MAINTENANCE .............................................................................................................. 4
125 hours . • ■• • • « ■ • ■ »
Light overhaul . . . . . . . . . H
DATA • • • • • • • •

FUEL CONTROL MECHANISM INSTRUCTION A 7 W / W / I / 2
Free Lever
Fuel F\xnp Contrd Shaft

*A* Bank
Fuel Pump Rack
Panel Energising Switch

to be in contoct when
Hand Control Lever is
in ‘RUN* position
Rack
Adjusting Screw
Hand Control Lever
These
must NOT be
disturbed
F U E L P U M P R A C K M E C H A N IS M
Locknut
Fud Pump Control Shaft

Full Fuel Stop
B* Bank
FULL F U E L S T O P AND P A N E L E N E R G IS IN G S W ITC H

FUEL CONTROL MECHANISM INSTRUCTION A 7 W / * l 6 / l / 3

GENERAL
The quantity o f fuel delivered by the fuel injection pumps is controlled by the fuel pump
racks which are operated by adjustable leve rs fit te d to the control shaft (o r shafts) through
a linkage which incorporates a maximum fuel stop and a hand control.
Each rack operating leve r is fixed to the control shaft and c a rrie s a rack adjusting screw
which makes-contact with a second le ve r, free to turn on the shaft. The two leve rs are linked
by a spring; when the control shaft is turned in the "in crease fuel* direction the fixed leve r
moves the free le ve r by d ire c t contact with the adjusting screw. When the fixed le v e r moves in
the "decrease fu e l" direction , the free le v e r follows i t by the action o f the spring I inking
them together. But, should a fuel rack become jammed, the spring linkage becomes a safety de
vice enabling the fuel control shaft to return a ll other fuel pump racks.to the *no fuel*
position, regardless o f the jammed rack.
The fuel rack adjusting screws provide the means fo r setting the quantity o f fuel delivered
by the individual pumps. Turning a screw clockwise increases the amount o f fuel delivered by
the pump; conversely, turning the screw enti-clockwi se reduces the anount o f fuel delivered.
The maximum fuel stop is set, on load test, to lim it the amount o f fuel delivered to a
quantity s lig h tly above th at required fo r maximum engine output. This setting should not normally
be changed; when change is necessary, i t ahould be done as detailed in the separate RUNNIN&-IK
AND TESTING instruction.
A th ro ttle switch energises the alarm panel when the hand th ro ttle leve r is placed in the
"Run" position.
OPERATION
The control le ve r is placed in the "Run" position for startin g and normal running. This
le v e r is free to turn on the control shaft and, when in the "Run" position, leaves the governor
in control o f the engine. As the control le v e r is moved towards "Stop", a dog on the le ve r is
engaged wi th a sim ilar dog on the control shaft, thus turning the control shaft in the "decrease
fu el" direction and so over-riding.the governor. When the control le ve r reaches "Stop", a ll
fuel racks are in the "no-fuel" position and the engine is brought to rest.
Engine shut-dow by the oontrol le v e r or by operation o f the overspeed trip mechanimo is

made possible by the inclusion o f the telescopic lin k .
SETTING THE LINKAGE
(1) With governor set in mid position, f i t control leve r to governoroutput shaft, in
angular position shorn and tighten pinch bolt.
(2) With hand control le v e r in "Run” position, set compound le ve r, with leg "a " -"a"
ve rtic a l as show.
(3 ) Adjust adjustable lin k to give 15 mm., (mid fu e l) on ” 6 " bank; in th is position
the fixed pump control leve r should be p a ra lle l to compound le v e r leg ” b" - "b ".
(q) Adjust length o f cross lin k to give 1 5 mm. rack (mid fu e l) on "A" bank; in th is
position con.trol shaft leve r should be p a ra llel to compound le v e r leg "a " - "a” .

FUEL CONTROL MECHANISM INSTRUCTION A 7 W / 1 6 / I /«!
(5 ) F it telescopic lin k with lower end approximately mid travel in s lo t on lin e "c* - " c " .
(6 ) Hove control gear to fu ll load position (24 mm. rack approx.)-and check governor
output scale reading which should be 8 . Adjust ratio leve r, ref. "c " - "c " to
obtain th is figure.
(7 ) Return linkage to mid fuel position and check governor output reading (should be 5 );
i f not adjust tumbuckle as necessary,
(8 ) Hove control gear to id lin g position ( 6 mm. rack approx.) and check governor output
Scale reading which should be 2*
(9 ) Repeat 6 . 7 and 8 above to obtain best o verall governor settings, i. e . equal angular
travel e ith e r side o f the mid position marking within maximum and minimum fuel
markings w hilst endeavouring to maintain mid fuel geometry.
(10) Before startin g engine check that minimum fuel on the governor output scale is
le s s than cut-off fuel.
LOAD INDICATING SWITCH(ES)
The load in dicatin g switch(es) sho u ld,after reassembl^ be adjusted to operate at 95} o f
fu 1 1 I oad.
MAINTENANCE
125 hours
Check that the shafts and linkages are free; any fr ic tio n o r lo s t motion must be elim-
inated. Lubricate the external linkage with a few drops o f engine o i l .
Light overhaul
Examine the pins and shaft bushes fo r wear; renew any which are excessively worn.
DATA
Bore o f control shaft bush (except governor end) 0.891 to 0* 893 in. 22.631 to 22*682 atm.
Diameter o f shaft 0.870 to 0,872 in. 22-098 to 22.149 am.
Clearance o f shaft in bush - New 0*019 to 0 . 0 2 3 in. 0*483 to 0*584 mm-
Max. perm issible 0*040 in.
Bore o f control shaft bush (governor end only 0*875 to 0.8755 in. 22.225 to 22.238 am.
Clearance o f shaft in bush - New 0* 003 to 0*0055 in. 0*0762 to 0. 140 mm.
Max. perm issible 0 . 0 1 1 in. 0*279 mm.

FUEL SYSTEM INSTRUCTION A 7 4 8 / 6 2 / 1/<
FUEL LIMITER
CONTENTS
GENERAL 3
OPERATION . 3
MAINTENANCE
AIR CYLINDER
Di smantli ng
Assembli ng
Testing .

INSTRUCTION A 7 4 8 / 6 2 / 1 / 2
FUEL SYSTEM
Tie Rods 14) Spring ‘O 'Ring Air Supply Connection
Piston Rod
Rear End Cover
Front End Cover
Gasket (each end of barrel) Piston Barrel
A IR C Y L IN D E R
FU E L LIM ITE R

FUEL SYSTEM INSTRUCTION A 7 ^ 8 / 6 2 / I / 3
FUEL LIMITER
The fuel lim ite r is incorporated in the s tartin g a ir system to prevent o v e r s e llin g of
the engine on startin g . The system consists of a strain er, flow control valve, timing volume
and a ir cylinder with necessary fix ing s and a ir piping. An operating lever carrying an adjustable
stop, secured with a locknut, is fitte d to the end of the control shaft of the fuel control
mechan i sm.
OPERATION
This service only operates on engine startin g and the sequence is as follows:-
(1) Throttle lever must be moved to the RUN position a fte r a manual shut-down.
(2) The signal to s ta rt energises a solenoid valve which opens and permits a ir pressure
to pass to the engine startin g a ir d is trib u to r, the governor booster and also through
the s train er and flow control valve to the timing volume and a ir cylin d er. The
cylin der'p lun ger extends and contacts the adjustable stop, thus preventing further
movement of the operating lever and so lim itin g the fuel rack movement to 12-15 mm.
NOTE!:- The a d j u s t a b l e stop s ho u l d be a d j u s t e d to a l l o w I 2 ~ I 5 mm. f ue l rack movement when the

a i r c y l i n d e r p l u n g e r is f u l l y extended.
(3) A ir pressure from the d is trib u to r to the a ir s ta rt valves causes the engine to
motor and at the same time the a ir operated booster causes the governor to be f ille d
with o il,
(q) After the engine fir e s i t runs up to the speed permitted w hilst the fuel rack
movement is i n i t i a l l y limited to 12-15 mm.
(5 ) When the engine speed reaches 30^ of the rated speed a vane switch causes thesolenoid
valve to be de-energised through the control panel.
( 6 ) Engine runs up to f u ll speed and the a ir is allowed to exhaust at a controlled rate

from the timing volume and a ir cylin der, thereby permitting the adjustable stop on
the fuel shaft lever to push in the a ir cylinder plunger and allow the fuel racks
to reach " f u ll fuel" position.
MAINTENANCE
Possible causes of fa ilu re could be attributed to a choked strain er or to a worn or dam

aged " 0 " ring on the a ir cylin der piston.
Dismantling and assembling procedures for the s train er are obvious from a visual inspection.
The dismantling, assembling and testing of the a ir cylinder should be carried out as
described later.
AIR CYLINDER
Di smantling
(1) Turn o ff a ir supply and disconnect a ir piping from cylin der.
(2) Unscrew and remove the nuts securing the cylin d e r to its mounting brackets. Remove
the cylin der and place on a workbench which is scrupulously clean.

FUEL SYSTEM INSTRUCTION 4 7 4 8 / 6 2 / I / 4
(3) Dismantle the a ir cylin d er, ensuring that the tie rods are loosened in diagona
apposite pairs. Take care, when releasing the rear end cover, that the piston is
not allowed to shoot out under spring pressure. Thoroughly degrease a ll parts.
{■0 Examine the piston "0" ring fo r wear and renew if worn.
(5 ) Examine the barrel bore and the piston rod. Any s lig h t imperfections can be
removed by polishing with fine emery paper. I f deep score marks are present
then the component must be renewed.
(6 ) Clean and examine the end covers. Replace i f damaged.
(7) Examine the tie rods and if damaged they must be renewed.
Assembli ng
(1 ) Thoroughly grease the inside bore of the cylin d er b arrel.
(2) Replace the piston "0" ring.
(3) Insert the piston and draw the whole assembly into the barrel.
(4) S lid e the front end cover, complete with spring and new gasket, over the piston
rod and f i t into place on the barrel.
(5) Assemble the rear end cover complete with new gasket to the barrel.
(6 ) F i t the t ie rods and tighten the securing nuts evenly in diagonally opposite pairs.
Testing
Connect a ir cylin d e r to a suitable a ir supply and te st for smooth operation and freedom
from a ir leaks at a maximum pressure of 100 p .s .i. (689.5 kN/m2). When s a tisfie d with the per
formance, r e f i t a ir cylin d er to mounting brackets, connect a ir piping and turn on the a ir supply.

LUBRICATING OI L SYSTEM INSTRUCTION A 7 5 0 / 2 5 / 1 / I
LUBRICATING OIL SPECIFICATION
CONTENTS
GENERAL .............................................................................................................. 2
CLASS OF O I L ............................................................................................................. 2
INSPECTION .............................................................................................................. 2
ASH CONTENT AND ADDITIVE OEPLETION .................................................................. 2
WATER C O N T E N T ............................................................................................................. 3
SPECIAL NOTES (Lubricants for use in heavy-fuel engine) . . . 3

LUBRICATING OI L SYSTEM INSTRUCTION A 7 5 0 / 2 5 / I / 2
LUBRICATING OIL SPECIFICATION
GENERAL
The selection of correct lu b ricatin g o ils is most important and, for these engines,
heavy-duty o ils are recommended because of th e ir anti-oxident, dispersant and anti-wear proper
tie s which w ill keep the engine clean, reduce any tendency towards ring sticking and minimise
wear of cylin d e r bores, piston rings, etc.
Further considerations in the selection of a correct o il are the .operating conditions,
the q u a lity of fuel used, etc. - of p a rticu la r importance is the sulphur content of the fu el,
Reputable o il suppliers should be consulted and th e ir advice followed; whenever possible, th e ir
assistance should be sought in checking the performance of the o ils in service.
CUSS OF OIL
Provided that the fuel o il used complies with the sp ecificatio n s of Class A[, A2, Si or
82 fuels in 8.S . S . 2869:1967, the heavy-duty lubricating o il should comply w ith:-
United States Ordnance Sp e cifica tio n MIL-L-2I0UB
or
B ritis h M inistry of Defence S p e cifica tio n DEF 21010
The grade of o il used should be:-
Ambient temperature below H0 °F (4.<i°C) SAE 20W
Ambient temperature qO°F (4 .4 °C ) or over SAE 30
INSPECTION
A detergent o il is rapidly discoloured, in service, by the carbonaceous matter which is

held in suspension by the action of the dispersant additives. Therefore, the colour of the o il
should not be regarded as an indication of its condition and the o il should be subjected to v is
cometer te sts and laboratory analysis at the periods specified in GENERAL MAINTENANCE, If f a c ili
tie s are a vailab le, a spectrographic analysis of the o il should be conducted - see the separate
instruction. The o il should be changed at the period specified in GENERAL MAINTENANCE unless a
laboratory check shows that the o il is s t i l l f i t for use.
in service, the v is co sity of the lubricating o il may decrease due to contamination with
fuel o il or increase due to the presence of insolubles and carbonaceous material in the o il or
due to oxidation of the o i l . The la t te r may also cause a drop in the base number or even give a
p ositive acid number.
I t is possible for the above e ffe c ts ,to cancel out each other, but laboratory checks
should indicate the reasons fo r changes. The regular and frequent checks for o il d ilu tio n should
also be carried out.
ASH CONTENT AND ADDITIVE DEPLETION
The ash content of detergent o il is variab le, d iffe rin g for each su p p lie r's o il and aven
d iffe rin g between grades of o il from the same supplier.
The ash content of a sample of unused o il gives an indication of the quantity and type
of m etallic additive present but does not give an indication of the dispercancy property of the
additives.

LUBRICATING O IL SYSTEM INSTRUCTION A 7 5 0 / 2 5 / I / 3
The advice of the o il supplier should be sought to ascertain the most s a tisfa cto ry way
of measuring additive depletion for the p a rticu la r o il used.
WATER CONTENT
Most additives in detergent lubricating o il are water-soluble and may. to some extent,
be removed by water. Some are also emulsifying agents and tend to s ta b ilis e water/oil emulsions;
therefore, the amount of water in the lu bricating o il must be kept to an absolute minimum. Small
quantities of water may be removed by s e ttlin g and draining and traces w ill be removed during
normal engine operation. The effectiveness of removal can be assessed by withdrawing samples and
allowing them to s e ttle . A clean o il, with no settled water droplets, indicates n eg lig ible con
tamination.
SPECIAL NOTE {Lubricants fo r use in heavy-fuel engines)
Certain in sta lla tio n s are permitted to use heavy fuel and, in these, i t is important to
ensure that the lubricating o il is matched to the fuel. Advice should be sought regarding each
s p e c ific application.

LUBRICATING O I L SYSTEM INSTRUCTION A 7 5 0 / 2 / I / I
LUBRICATING OIL DILUTION
CONTENTS
GENERAL .............................................................................................................. 3
VISGAGE 3
VISCOMETER 3

LUBRICATING OI L SYSTEM INSTRUCTION A 7 5 0 / 2 / I / 2
R O L L IN G B A L L V IS C O M E T E R

LUBRICATING O I L SYSTEM INSTRUCTION A 7 5 0 / 2 / I / 3
LUBRICATING OIL DILUTION

GENERAL
Lubricating oil may occasionally suffer abnormal dilution with fuel oil and the commonest cause
of such dilution is loose high-pressure fuel pipe connections. Therefore, particular attention should be
paid to the tightening of these connections after changing the injectors. It is important to note that a
slight leak on a connection may not be evident at idling speed but would be obvious on full speed and load
conditions.
The viscosity of the lubricating oil should be checked daily to make certain that the oil is f i t
for service and if the results of the checks are plotted on a graph the amount and rate of dilution w ill be
readily apparent. Any untoward increases should be investigated immediately. The simplest method of check
ing is by means of a rolling-ball viscometer, which can be bought from a reputable manufacturer or made
locally if fa c ilitie s are available.
VISGAGE
This instrument, manufactured by Louis C. Eitzen Co., Leonardo, New Jersey, U .S.A ., consists
of two tubes. One of the tubes,known as the reference tube, is f ille d with a standard o il. The
other, known as the te st tube, is in e ffe c t a ca re fu lly-calib ra ted syringe into which a sample can
be drawn.
After a sample has been drawn into the test tube, the instrument is placed in the case
provided and, when the sample is at room temperature, the instrument should be manipulated in
accordance with the manufacturers instructions and the results read o ff and compared with the
table supplied.
VISCOMETER
This is a simple and easily-made instrument; drawings for the manufacture of one sim ilar
to that illu s tra te d w ill be provided on request. The instrument consists of fiv e identical glass
tubes, iin . (12.7 mm.) diameter and 104 in. (260.35 mm.) long, each holding a steel ball of £ in.
(6.35 mm.) diameter. The tubes rest in a t ilt in g holder secured toa stout base. The t ilt in g holder
is fitte d with a perspex end cover, a mirror and a support leg.
NOTE:* An e x t r a s u p p l y o f tubes is d e s i r a b l e , e s p e c i a / ! y i f s e v e r a l samples are to be

tes ted. ,
The viscometer is prepared for use by f i l l i n g four of the tubes with new lu b ricatin g o il,
of the type used in the engine, diluted with 2%, 3 ^ , 4 %, and 5i& of fuel o il (by volume) respectively.
Place a steel ball in each of the f ille d tubes and then f i t the stoppers taking care to exclude as
much a ir as possible. These f ille d tubes become the standard references tubes and they should
then be suitab ly id en tified and placed in the holder.
Tests can then be carried out as follows;-

(1) F i l l the f if t h tube with a sample of the o il to be tested, insert the ball and the
stopper. Repeat for any further samples to be tested.
(2) Place the assembled viscometer, and a ll samples to be tested, in a room where the
temperature remains reasonable constant and leave them for at least an hour to allow
a ll tubes to reach the same temperature.
NOTE:- It is essent ia t to ensure t hat samples o r standards are not exposed to l o c a l heat
o r touched w i t h bare hands d u r i n g t e s t i n g , no r s h o u l d the ambient temperature be
a l l o w e d to f l u c t u a t e .
(3) F it the sample for test in the holder, release the catch, raise the holder to the
ro llin g position and swing down the support leg,
(il) Observe the order in which the b alls reach the necks of the tubes. The d ilu tio n can thei

LUBRICATING O I L SYSTEM INSTRUCTION A 7 5 0 / 2 / I / U
be ascertained by comparing the rate of descent of the ball in the sample tube with th
rate of descent of the ball in each of the known standards, the speed of r o llin g being
inversely proportional to the v is c o s ity of the liq u id s.
N O T E : - Due to the d i s c o l o u r a t i o n o f the sample caused by carbon p a r t i c l e s in suspensi on,
the p o s i t i o n o f the b a l l i n the tube may be obse r v e d more c l e a r l y by i t s r e f l e c t i o n
i n the m i r r o r mounted i n the stand.
(5 ) I f the te s t reveals that the d ilu tio n is approaching 5K, an immediate laboratory check
should be made to confirm the resu lt. I f the d ilu tio n exceeds 5%, the lu b ricating
system must be drained, the fa u lt r e c tifie d , and the system r e f ille d .
Testing by the viscom eter method should not be used instead of periodic laboratory an alysis;
t is , however, a check that can ve made e a s ily by r e la tiv e ly u n skilled personnel.

LUBRICATING OIL SYSTEM INSTRUCTION * 7 5 0 / 3 / 1 /
SPECTROGRAPHIC ANALYSIS OF LUBRICATING OIL

LUBRICATING O IL SYSTEM INSTRUCTION A 7 S 0 / 3 / I / 2
SPECTROGRAPHIC ANALYSIS OF LUBRICATING OIL
The spectrograph is an instrument in which a mixture of elements can be subjected to an arc or

Spark discharge. The emitted lig h t thus obtained is passed through a dispersing medium to produce a
spectrum which is photographically recorded. The photographic image appears as a series of lines
of varying in te n s itie s .
Each element emits its own c h a ra c te ris tic lig h t pattern, consequently a set pattern of lin es,
on a p a rticu la r area of the photographic plate, w ill indicate that lig h t emission is of a p a rtic u la r
wavelength and therefore that a p a rticu la r element is present. The in ten sity of the photographic
traces is an indication of the amount of the element in the sample under test.
In its application to diesel engine maintenance, the spectrograph is used to te st samples of
lu b ricating o il drawn from the engine sump. The o il or its ash is burnt in an e le c tr ic arc and the
lig h t thus produced is passed througha quartz prism and directed on to a photographic plate.
Analysis of the spectrum photograph resulting from this process allows the various elements presen1
in the o il to be id en tified and th e ir amounts to be determined.
By interpretation of the relevant m etallic elements, and th e ir q u an tities, present in an o il

sample i t is possible to formulate an understanding of the condition of various engine components.
Thus the rate of wear on piston rings, pistons, lin ers and bearings can be measured to enable the
engineer to decide what action he may be required to undertake.
Regular use of the spectrographic method of analysis w ill enable an operator, when he is
s u ffic ie n tly s k ille d and experienced, to establish what co nstitutes normal wear and todetect
abnormalities which would be indications of actual and in cip ien t troubles.
As various additives in a detergent lubricating o il w ill show on the spectrograph, i t is

important that the type and quantity of each additive be known so that wear rates can be more
e a s ily determined.
The principal elements to be considered when using spectrographic analysis to evaluate

engine conditions are as follows:-.
Copper, lead and tin These metals are used in main and big-end bearings; copper and
tin are also used in various bushes. Therefore the presence of
these elements is an indication of bearing wear.
1 ron This metal as a constituent of several allo ys, is used extensively,

to determine the source of iron traces, the combination of th is
and other elements in the sample must be studied.
Chrom ium Presence of th is metal could indicate wear of the top compression
ring, or, i f the cooling water has been chromate-treated, an
internal water leak.
A1 urni n i urn This metal is used fo r pistons and, therefore, traces can be
taken to indicate piston wear, possibly at the top ring groove.
Si I icon The presence of th is element is a re lia b le indication of d ir t

in the engine a ir supply and of poor maintenance of the a ir '
intake f i l t e r .

LUBRICATING OIL SYSTEM INSTRUCTION A 7 5 0 / 3 / I / 3
I t must be understood th a t the elem ents in t h e ta b le a re r a r e l y found s e p a ra te ly and i t is

necessary to look f o r com binations o f the elem ents to understand the g en eral c o n d itio n o f the
engi ne.
If the use of spectrographic analysis is contemplated, i t is recommended that one of the
major o il companies should be asked for advice because the majority of them have carried out
extensive work in th is fie ld . Their advice would be of greater value if the operator has only a
lim ited knowledge of the subject.
To ensure fu lly e ffe c tiv e use of the process a comprehensive and e f f ic ie n t organisation is
essen tial. This organisation should be responsible for the co lle ctio n of samples, analysis, and
transm itting the results to the operating authority without delay. Since the cost of establishing
such an organisation and equipping a suitable laboratory is very high, the cap ital outlay and
operating costs w ill not be worthwhile unless a large number of samples is to be examined. In
the case of the operator with a small number of engines, it would be advantageous to use the services
of an outside laboratory. However, i t must be remembered that results must be recorded without
deiay and at regular in tervals i f one is to gain the experience necessary to the correct in te r
pretation of the data.

LUBRICATING OI L SYSTEM INSTRUCTION A 7 5 Q / H W / 1 / I
LUBRICATING OIL SYSTEM
CONTENTS
GENERAL .............................................................................................................. 2
ENGINE LUBRICATING OIL SYSTEM ............................................................................. 2
MAINTENANCE...................................................... . . . . . . . 2
Daily . . . . . . . . . . 2
500 hours . . . . . . . . . . 2
Light overhaul . . . . . . . . . 3

LUBRICATING O I L SYSTEM INSTRUCTION A 7 5 0 / I W / I / 2
GENERAL
The engine is continuously primed by a motor-driven priming pump, which draws o l 1 from
the engine sump, v ia a suction s tra in e r, and pumps i t through the main duplex lu b ricating o il
f i l t e r module to the engine. A non-return valve is fit te d at the o u tlet of the motor-driven
priming pump.
On s ta rt up, the two main engine driven pumps, draw o il from the sump through a suction
s tra in e r, delivering i t to the engine v ia a thermostatic valve and duplex lu bricating o il f i l t e r .
As the engine warms up, the thermostatic valve opens, diverting o il through an o il cooler, that
maintains the o il temperature at no more than I80°F (82 .2 °€ ).
A semi-rotary hand priming pump is fit te d in p a ra lle l with the engine-driven pump to
enable priming of the engine during in s ta lla tio n , before in it ia l s ta r t or a fte r overhaul. A drain
connection, normally plugged ia fitte d in the discharge lin e fo r sump emptying purposes.
A r e lie f valve is fit te d to the engine-driven pump discharge lin e , preventing over
pressure and returning surplus o il to the sump.
A lubricating o il low pressure switch monitorsthe o il pressure, sounding an alarm if

the pressure f a ll s below 35 p . s . i. A lu bricating o il high temperature switch is fitte d
in itia tin g an alarm should the temperature rise above 85«C (185°F). A low lu bricating o il
sump level switch is fit te d to the engine bedplate.
ENGINE LUBRICATING OIL SYSTEM
The main bearings, big-end bearings, small end bearings, piston cooling spaces, camshaft
drive gears and bearings, a u x ilia ry drive and governor drive are a ll supplied with o il from the
main system. Oil is fed through the main o il r a ils and g a lle r ie s d r ille d in the bedplate, then
through d r ille d holes in the crankshaft and connecting rods to the big-end and smatl-end bear
ings and piston cooling spaces. O il to the drive gears and governor d rive is supplied through
internal spray tubes directed onto the gears.
The cylinder head valve operating gear is supplied with o il through a pressure reducing
valve. It is recommended however, that before in it ia l s tartin g , the valve rocker covers are
removed and a ll rocker levers, valve springs e tc ., are hand lubricated to avoid any "dry spotiM
A pint of o il should also be poured down one of the push rod guard tubes to ensure that the
cambox door trays, into which the valve cams and diesel fuel pump cams dip, are f u ll and the
cams receive an immediate supply of o il on startin g , the level being maintained by the system
thereafter.
maintenance
Each major component of the system is covered by a separate instruction or by manufac

turers lite ra tu re (as ap plicable) d e ta ilin g maintenance procedures. In addition, the following
general maintenance must be carried out at the appropriate in terva ls.
Dai ly
Check the level of lubricating o il in the engine sump. With the engine running, check
the lubricating o il pressure and examine the system fo r leaks. Remedy as necessary. Draw a
sample of o il from the engine sump and check the o il vis c o s ity and water content.
500 hours
Run the engine and check the o il supply to the valve gear. Draw a sample of o il f r o a
the engine sump for chemical an alysis. The lubricating o il need only be renewed when the results

LUBRICATING O I L SYSTEM INSTRUCTION A 7 5 0 / l > W / l / 3
of chemical analysis indicate that i t is necessary. See separate instructions on o il s p e c if

ications, d ilu tio n and spectrographic analysis.
N O T E : ~O i t samples s ho u l d be taken o n l y when the o i / has a t t a i n e d wor k i ng

t emperat ur e. ,
Light overhaul
Renew a ll syn th etic rubber hose connections and a ll jo in ts which are disturbed during
the overhaul.

LUBRICATING O IL SYSTEM INSTRUCTION A 7 5 0 / 9 H / I / i
SINGLE LUBRICATING OIL PUMP
CONTENTS
GENERAL ............................................ •
MAINTENANCE ..................................................................
10,000 hours . . . . .
DISMANTLING ............................................
RE-ASSEMBLY ..................................................................
DATA

INSTRUCTION A 7 5 0 / 9 ¥ / i / 2
Mainshaft Driving Gear
Relief to Bedplate Sump

Mainshaft Bushes
Plug Button
Oil Seal Rina
Pump Casing -
Integral Driving Gear-

Follower Gear
Bushes
End Cover
Dowel-
Follower Gear
Oil Seal Ring
Follower Shaft
Joint
Bottom Cover Plate

Mainshaft Bush
LUB. O IL PUMP

LUBRICATING OJ.L SYSTEM; INSTRUCTION A 7 5 0 M / I / 3
SINGLE LUBRICATING OIL PUMP
GENERAL
The lubricating o il pump is of the po sitive displacement type and is self-priming. I t is

mounted on the free end of the engine and is gear driven from the spring drive gear tra in . The
d rivin g gear is a taper f i t on the main shaft and is secured by a plain washer and nyloc nut..
The main shaft is integral with the internal driving gear and runs in lead-bronze, tin -
flashed bushes which are pressed into the pump casing and the end cover. The follower gear
is bushed and runs fre e ly on the follow er shaft which is held stationary by means of a locating
sc rew.
MAINTENANCE
10,000 hours
Remove the o il pump assembly from the engine, dismantle the pump and examine a ll parts for
wear.
Check the clearances between the bearing bushes and the main shaft and also the clearance
between the follower gear bushes and the follower shaft! When the clearances exceed the maximum
permissible figures, quoted in DATA, renew the bushes.
New follow er gear bushes must be fitte d in pairs, each bush being pressed into the gear
u n til the end face is between 0.015 in. and 0.035 in. (0.38 and 0.889 mm.) below the face of the
gear. Bushes are pre-finished and should not be reamed or machined a fte r f it tin g .
Examine the o il pump gears and check the radial clearance between each gearwheel and the
pump casing and when th is clearance exceeds the maximum figure, quoted in DATA, renew the gears.
Re-face the casing when the end clearance of the gears exceeds the maximum permissible figure
quoted.
DISMANTLING
■i
(1) Remove the drivin g gear securing nut and washer from the main shaft and, using the
withdrawal gear, tool ref. T750/7, withdraw the driving gearfrom thetapered main
shaft.
(2 ) Remove the nuts and spring washers securing the end cover and separate the cover from
the pump casing.
(3) Remove the locating screw, with sealing washer.
(1 ) Remove.the follower shaft, follow er gear and main shaft.
RE-ASSEMBLY
Assemble the pump in the reverse order to the sequence given for dismantling. Renew the
o il seal rings, the end cover jo in t and the sealing washer under the head of the follower shaft
locating screw.

LUBRICATING O I L SYSTEM INSTRUCTION A 7 5 0 / 9 H / 1 /«)
R e fit the drivin g gear on the taper of the main shaft and f i t the plain washer and nyloc
nut. This nut should be tightened to a torque load of >100 lb ,f.ft./ 5 1 2 .1 Nm).
R e fit the pump assembly to the engine ensuring that the-oil seal ring is in position.
DATA
Drive shaft main bush
Housing bore 1.9996 to 2.0003 1n. 50.79 to 50.81 mm.

F i t of bush in housing (in te rfe re n ce ) 0.0027 to 0.0052 in.. 0.068to 0.13 mm.
Shaft diameter 1.8093 to t .8100 in. 15.95 to 15.97 mm.
Bush bore ( f it t e d in housing) I .8118 to 1.8132 in. 16.02 to 16.05 mm.
Clearance of shaft in bush - New 0.0018 to 0.0039 in. 0.015 to 0.099 mm.
Drive shaft end bush
Housing bore 1.6558 to 1.6565 in. 12.01 to 12.07 mm.

Bush in housing (in te rfe re n ce ) 0 . 0 0 2 2 to 0 . 0 0 1 2 in. 0.056 to 0.107 mm..
Shaft diameter I .1968 to I .1975 in. 38.00 to .38.03 mm.
Bush bore (f it t e d in housing) 1.1993 to 1.50(0 in. 38.08 to 38.13 mm.
Clearance of shaft in bush - New 0.0018 to 0 . 0 0 1 2 in. 0.016 to. 0.107 mm.
Follower gear
Bush b o re (fitte d ) 1.8771 to 1.8788 in. 17.68 to 17.72mm.

Shaft diameter 1.8716 to i .8753 in. 17.61 to 17.63 mm.
Clearance of shaft in bushes - Hew ■■ 0.0018 to 0 . 0 0 1 2 in. 0.016 to 0.107mm.
Max, permissible 0.008 in. 2.203 mm..
End clearance of gears in casing - New 0.005 to 0.008 in. 0.127 to 0.203mm.
Max. permissible 0.016 in. 0.106 mm;
Radial clearance of gears in casing - New 0.0018 to 0.0061 in. 0.122 to 0.163mm.
Pump gear backlash - New 0.0068 to 0.027 in. 0.173 to 0.69 mm.
Max. permissible 0.015 in. I . 113mm.
Shaft end cover - "K1ingeroi1it " - thickness 1/32 in. 0.793mm.

LUBRICATING OIL S Y ST E M INSTRUCTION A750/I07/I/I
SUCTION STRAINERS
CONTENTS
GENERAL ..................................
MAINTENANCE .................................
Heavy o v e rh a u l . . . .
CLEANING ..................................

LUBRICATING OIL SYSTEM INSTRUCTION A750/I07/I/2
SUCTION STRAINERS
GENERAL
Two s u c t i o n s tra in e rs are fitted to each e n g i n e . Each s t r a in e r co n s is ts o f a body assembly

made from p e r f o r a t e d m etal p la te 0,06^ inch (1 .6 2 5 mm.) t h i c k w hich is fitte d to th e in s io e -'loo’'
of the b e d p la t e and s e c u re d by f o u r b o l t s , w a s h e rs , a s trip w as h e r and ta b w a s h e rs . A sp ring
loaded flan g e is used to c o n n e c t each su ctio n p ip e to the s t r a i n e r : the p ip e is a l s o securea to
the s tra in e r by a ' U ' - b o l t and b r a c k e t .
MAINTENANCE
The o n l y m a in te n a n c e n e c e s s a r y is t o e n s u r e t h a t th e s u c t i o n p i p e s and s t r a i n e r s a re
t h o r o u g h ly c le a n e d and t h i s i s b e s t done a t th e heavy o v e r h a u l p e r i o d when th e e n g in e is dism antles
Heavy overhaul
C le a n the lu b ric a tin g o il su ctio n pipes, stra in e rs and th e b e d p l a t e .
CLEANING
When th e e n g in e has been d i s m a n t l e d and th e c r a n k s h a f t has been removed, d i s m a n t l e eacn

s t r a i ner as fo lIo w s :-
(I) Bend back th e tab w a s h e rs and s t r i p w asher then remove th e four b o lts securing the
s tra in e r t o th e b e d p l a t e .
(2 ) D i s c o n n e c t th e s tra in e r from th e s u c t i o n p ip e .
(3 ) Remove th e s u c t i o n s tra in e r, wash o u t and c l e a n th o ro u g h ly.
\C vr.irf S p t r i f
> or orher proprietary o e y 'fjsjr - ror o P i r / r p ,
(b) R e fit th e s u c t i o n s tra in e r to th e su ctio n pipe and b e d p l a t e . En s u re t h a t new j o i n t s

and ta b w a s h e rs a r e fitte d .

LUBRICATING O I L SYSTEM INSTRUCTION A 7 5 0 / I 2 7 / I / I
PRESSURE RELIEF VALVE
CONTENTS
GENERAL . . . . . . 3
OPERATION . . . . 3
MAINTENANCE . . . . . .
Light overhaul .
DATA . ■ . . . * • ■

LUBRICATING O I L SYSTEM INSTRUCTION A 7 5 0 / I 2 7 / I / 2
Spring Retaining Range Spring
Joint.
Annulus
Metering Hole
frcsK re Oil
Refief to Sump Valve Body
LUB. O IL PRESSURE R E LIE F VALVE

LUBRICATING O I L SYSTEM INSTRUCTION A 7 5 0 / I 2 7 / I / 3
PRESSURE RELIEF VALVE
GENERAL
This valve is fit t e d to ensure th at the o il pressure in the system does not exceed the
designed maximum. It is usually mounted at the fre e end of the bedplate.
OPERATION
Oil from the pump enters the In le t chamber and passes on to the main system. When the
o il pressure exceeds the nominal value fo r the system, a proportional part of the o il passes
through the metering hole In the body and exerts a pressure w ithin the annulus formed by the
body and the plunger. This pressure forces down the plunger against the action of the spring
and allow s o il to flow to the o u tle t chamber which is connected to the engine bedplate.Excess
o il pressure is thus relieved and the pressure w ithin the main system is kept steady.
MAINTENANCE
Light overhaul
Remove the valve from the engine and detach the end cover; withdraw the spring and
plunger.
Clean and examine a ll parts. Ensure that the metering hole in the body is not obstruc
ted. Examine the spring fo r cracks and check its fre e length against the fig u re quoted in DATA.
Reassemble the valve and r e f i t it to the engine, using new jo in ts as necessary.

Check the o il pressure with the engine at the rated speed and with the o il at normal
operating pressure.
DATA
Valve body bore (la rg e ) 3.2491 to 3.2509 in. 82.52 to 82.57 mm.
Plunger outside diameter (la rg e ) 3.2459 to 3.2458 in. 82.45 to 82.47 mm.
Clearance of plunger in large bore - New 0.0023 to 0.0050 in. .058 to .127 mm.
Max. perm issible 0 . 0 1 0 in. .254 mm.
Valve body bore (sm all) 2.9991 to 3.0009 in. 76.18 to 76.22 mm.
Plunger outside diameter (sm all) 2.9959 to 2.996S in. 76.10 to 76.12 mm.
Clearance of plunger in small bore - New 0.0023 to 0.0050 in. .058 to .127 mm.
Max. permissible 0 . 0 1 0 in. •254 mm.
Spring free length - New 8 i in. 222.25 mm.
Min. perm issible 8.7/16 in. 214.31 mm.

LUBRICATING O I L SYSTEM INSTRUCTION A 7 5 0 / 2 3 / 2 / I
THERMOSTATIC DIVERSION VALVE
CONTENTS
GENERAL
MAINTENANCE
Light overhaul
T E S T I N G ................................................................. •

LUBRICATION OI L SYSTEM INSTRUCTION A 7 5 0 / 2 3 / 1/ 2
Letters cost adjacent to flanges: A ~ Inlet. B* B y p a s s . C " O utlet
Operating Temperature
stamped here
Element Assembly Jo in t
Sliding Sleeve
‘O ' Ring Sept
O P E R A T IN G A S D IV E R S IO N V A LV E
TH E R M O S T A T IC VALVE
A WOT
Outlet C
ELEM EN T P O S IT IO N S

LUBRICATING OI L SYSTEM INSTRUCTION A 7 5 0 / 2 3 / 2 / 3
THERMOSTATIC DIVERSION VALVE
GENERAL
This valve is fit te d across the o il cooler to regulate the temperature of o il entering
the engine. I t ensures that, at low o il temperature, the o il by-passes the cooler and consists
of an upper housing bolted to a lower housing, a gasket, sleeves, " 0 ” rings, thermostatic
elements and seats. The number of elements, seats, e tc ., depends on engine type and is usually
two or four; although the number of elements can vary according to engine application, operating
and maintenance procedures are id e n tical.. •The two-element type is illu s tra te d opposite.
The operating temperature is stamped on each element, a fte r the basic part number. Re
placement elements must be identical with old elements, both in part number and temperature ra t
ing, and the only other replacements required are "0" rings and the gasket. When in s ta llin g new
elements, centre the ” 0 * rings in the sleeves and grease the element tip s so that they w ill s lid e
into place more e a sily .
MAINTENANCE
No maintenance other than periodic cleaning and testing is necessary. The operating
range is pre-set and cannot be altered or adjusted except by using elements of a d iffe re n t
temperature rating.
Light overhaul
Remove the valve from the engine, dismantle, and clean a ll parts. Examine and test the
elements, then re-assemble and f i t the valve.
NOTE: - Di smant te by r emovi ng the h ou s i n g bolts, lift o f f the h o u s i n g and w i t hdr aw the
a laments.
When assembl i ng, renew the ' O ' r i n g s and the h o u s i n g j o i n t washer. When
installing the el ement s, c e n t r e the ' O ' r i n g in the h o u s i n g s l eeve and g rease
the t i p o f the el ement so t hat i t can be assembled more e a s i l y .
TESTING
To te st the elements, proceed as foliows'.-
(1 ) Place the element in a bucket of water, heated to I0 °F (5 .6 °C ) below the nominal

rating, and s t i r vigorously for fiv e minutes. The s lid in g valve should remain
on its seat.
(2) Heat the water to I5 °F (8.3 °C ) above the nominal rating of the element. S t ir
vigorously fo r fiv e minutes with the element, which should then be f u lly stroked.
This can be checked by placing the element in position quickly, in the housing and
pushing the valve seat spider f u lly into its counterbore. I f the spring over-
travel can be f e l t , it is f u lly stroked. This procedure must be carried out
quickly, before the element is affected by a change in ambient temperature.
NOTE:~Do n o t use o i t to check elements.

LUBRICATING O I L SYSTEM INSTRUCTION A 7 5 0 / I 2 6 / I / I
PRESSURE REDUCING VALVE
CONTENTS
GENERAL ............................................ . . . . . . 3
O P E R A T IO N ...................................................... 3
MAINTENANCE . . . . . . 3
Light overhaul . • • ■ * • * . 3
DATA , . . . • • • • • • • • 3

LUBRICAT ING O I L SYSTEM INSTRUCTI ON A 7 5 0 / 1 2 6 / 1 / 2
Jo in t Ring Top Cover
Joint
Piston Valve
Jo in t Ring Top Cover
^Valve Body
( lower)
Joint Ring Dashpot
Oil
Restrictor Spring
Drain to Crankcase
ENGINE AT R E S T
Pressure Oil Inlet
Oil Reservoir
Jo in t Ring
Oil Restrictor
Stop Screw
Drain to Crankcase
EN G IN E RUNNING
LUB. O IL PRESSURE REDUCING V A LV E

LUBRICATING OI L SYSTEM INSTRUCTION A 7 5 0 / 1 2 6 / 1 / 3
PRESSURE REDUCING VALVE
GENERAL
The pressure reducing valve allows o il to pass at main system pressure for a short
period on startin g and progressively lowers the pressure to a safe value as the engine s e ttle s to
normal running. The o il passed by the valve is directed to the valve gear.
OPERATION
With the engine at rest, i . e . , with no o il flowing, the dashpot is f ille d with o il and
the piston valve is held f u lly open by the spring.
When o il begins to flow, it passes throughthe o u tlet to the valve gear at main system
pressure. As the o il pressure increases the piston valve is forced down against the resistance of
the spring. The rate of descent is determined by the displacement of o il from the dashpot, through
the r e s tric to r to the reservoir; the upper land on the piston valve, as it lowers towards the o il
in le t, shuts o ff some of the o utlet area. When the pressure in the outlet f a lls , the piston valve
rises to allow more o il to flow.
During normal running, the plunger portion of the piston valve is p artly open to the out
le t so that a balance is maintained between the o il pressure on the piston valve and the res
istance of the spring; th is ensures th at o il flows stead ily, at lowpressure, to lu bricate the
valve gear.
MAINTENANCE
L ig h t overh au l
Disconnect the associated pipework and remove the valve from the engine. Remove the top
cover and the lower body then withdraw the spring and the piston valve. Remove the dashpot stop
screw.
Clean and inspect a l l parts. Examine the spring for cracks and check its free length
against the figures quoted in DATA.
Lubricate a l l parts. F it the piston valve, spring and lower body. The spring should be
fit te d with its large diameter towards the piston valve. Replace the top cover, using a new jo in t
i f necesaary, then check that the piston valve moves fre e ly in the body.
Before assembling to the engine, invert the valve, f i l l the dashpot with engine o il
through the stop screw hole and f i t the screw. F it the valve to the engine and remake the pipe con
nections.
N O T E :-D o n o t use excess ive force when t j g h t e n i n g the p ip e c o nn ec tion s o r the v a lv e body
may be d i s t o r t e d . A f t e r s t a r t i n g the engine, check th a t the v a lv e gear is b e in g
p roperty lu b ric a te d .
DATA
Valve body bore 1.1872 to 1.1878 n. 30.15 to 30.17 mm.

Piston valve small diameter 1.18*8 to i . la w n. 30.to to 30.11 mm.
Clearance of piston valve in body - New 0.00(8 to 0.003 n. .046 to .076 mm.
Hax. permiss ible 0.005 n. .127 mm.
Lower body bore I .9996 to 2.0003 n. 50.79 to 50.81 mm.
Piston valve, large d iameter 1.9968 to 1.9975 n. 50.72 to 50.74 mm.
Clearance of piston valve in lower body - New 0.0021 to 0.0035 n. .053 to .089 mm.
Spring free length - Hew 4.1/16 n. 103.19 mm.
Min permissible 34 n. 95.25 mm.

COOLING WATER SYSTEM INSTRUCTION A 7 5 5 / I/ I/ 1
COOLING HATER
CONTENTS
G E N E R A L ...................................................................... 2
CORROSION ...................................................................... 2
SCALE F O R M A T I O N ........................................................................ 2
DISTILLED WATER AND CONDENSATE .......................................... 2
T O P P I N G - U P ............................................................................... 3
COOLING WATER TREATMENT ........................................................ 3
D e g re a s in g . . . . . . . . . . 3
Descaling . . . . . . . . . . 3
pH V A L U E ................................... 3
FLUSHING ...................................................................... 5
USE OF ANTI-FREEZE M I X T U R E .......................................................... 5
DESCALING WATER JACKETS ........................................................ 5

COOLIN G WATER S Y S T E M IN S T R U C T IO N A7 5 5 / 1/ 1/2
COOLING VJATER
GEHERAL-
Raw water from any source is lik e ty to contain elements lia b le to promote corrosion
and/or scale formation with consequent loss of engine e ffic ie n c y , and therefore the water used
for engine cooling should be treated to minimise the harmful e ffects of these elements. The fo l
lowing paragraphs o u tlin e the nature of the harmful effe cts and the treatments which can be
adopted to retard the onset of such defects.
CORROSION
C o r r o s io n can c a u s e p i t t i n g , g r a p h it e w a s ta g e , r u s t fo rm a tio n and th e c h o k in g o f p ip

and j a c k e t s . T hese d e f e c t s make e f f i c i e n t c o o lin g im p a s s ib le and r e s u l t in g e n e ra l in e ffic ie n c y ,
h ig h fu e l and lu b r ic a t in g o il co n s u m p tio n , o v e r h e a t in g and a c c e le r a t e d e n g in e w ear.
The main cause o f corrosion is the presence o f dissolved oxygen and carbon dioxide in
the water. The oxygen is dissolved from a ir which comes in contact with the water and, even in a
closed system, the absorption of oxygen can never be e n tire ly prevented.Carbon dioxide is also
dissolved from the a i r and is absorbed from the gases produced when carbonates and bicarbonates
are subjected to chemical conversion. As carbon dioxide is produced when the "base-exchange"
system is used to soften water which contains carbonates and bicarbonates, care must be exercised
when choosing a softening.pi ant to trea t waters which are high in temporary hardness otherwise
the presence of free carbon dioxide w ill cause s lig h t a c id ity of the water and of the condensate.
C o r r o s io n is u s u a l ly o f a com plex n a tu r e and, w h i l s t th e above g ases a re th e main
c a u s e s o f t r o u b le and sh o u ld be e lim in a t e d fir s t, th e m ost d i f f i c u l t ty p e o f c o r r o s io n to c u r e is
t h a t c a u se d by c a v i t a t i o n . Such c a s e s need s p e c i a l c o lla b o r a t io n between th e c h e m is t and the e n
g in e e r to d e te rm in e th e c o r r e c t w a t e r tre a tm e n t.
A fu rth er cause of corrosion may be the presence of humic acid in water from a peaty
source.
SCALE FORMATION
Scale is formed as dissolved solids are precip itated out and deposited when the water
is heated. The proportion of these scale-forming solids is expressed in degrees of "hardness* and
one English degree is the chemical equivalent of one grain of calcium carbonate to one gallon o f
water.
The hardness o f water is due to the presence of carbonates - which cause deposits of
carbonate scale and release corrosive carbon dioxide gas - or of sulphates, which cause deposits
of hard, greyish, close-grained scale. Usually, both types are found together.
Scale formation reduces cooling capacity by causing choking of pipes and water jackets,
e s p e cia lly at the hottest places such as cylin d e r heads. General in e ffic ie n cy, high fuel and lub
ric a tin g o il consumption, engine wear and, f in a lly , damage through overheating are the results,
N O TE :- I t is somet imes thoug ht that s c a l e form at ion ( e s p e c i a l ! y o f s u lp h a t e s c a l e / is r e
duced t f the c o o l i n g system o u t l e t tem perature is k e p t low; t h i s is n o t t - j e because
l o c a l t e m o e ra tu re s , e . g . . a t c y l i n d e r heads, a re alw ays a p p r e c i a b l y h i g h e r than the
o u t l e t temperature.
DISTILLED WATER AND CONDENSATE
D is t ille d w a t e r and c o n d e n s a te do n o t c o n t a in s c a le - fo r m in g d is s o lv e d s o lid s , bu t they

COOLIN G WATER SY STE M IN S T R U C T IO N A 7 5 5 / 1/1/3
are corrosive because of the presence of dissolved oxygen and carbon dioxide. They are also
prone to contamination by flue gases, absorbing sulphur dioxide to form an acid ic corrosive; for
these reasons, cooling tanks for s ta tic in s ta lla tio n s should be as remote as possible from lik e ly
sources of contamination.
TOPPING-UP
Topping-up is necessary to make up for water lo st through evaporation and leakage. It

should be remembered that make-upwater contains fresh corrosive and scale-forming elements;
therefore excessive topping-up should be avoided.
COOLING WATER TREATMENT
Regular treatment of cooling water prevents corrosion and scale formation and should
therefore be considered as a part of e f f ic ie n t maintenance.
Proprietary agents for the treatment of cooling water may be obtained from various
manufacturers. Oe-scal ing and degreasing agents can also be obtained from these manufacturers
(as lis te d at the end of th is in s tru c tio n ).1
To ascertain which of the various agents is most suitable to a p a rtic u la r system, the
manufacturer should be consulted. He should be provided with d e ta ils of the cooling system and a
chemical an alysis of the water used in the system. I f an anti-freeze mixture is to be used in
conjunction with a water-treating agent, ensure that the additives are mutually compatible, and
the manufacturers of the chemicals should be consulted.
Some local au th o ritie s prohib it discharge of certain chemicals into th e ir sewer sys
tems; the chemical manufacturers must be advised of any such re s tric tio n s before they can make
th e ir recommendations.
Degreas i ng
O il or grease contamination of a cooling system must be removed before a water-treating
agent is added. Degreasants. and instructions fo r th e ir use, can be obtained from the suppliers
lis te d . A w ater-treating agent tends to prevent o il and grease from adhering to the cooling sur- .
faces.
Descaling
Any scale must be removed from the cooling surfaces and flushed out of the system
before a w ater-treating agent is added; otherwise, scale dislodged by the agent may accumulate in
confined spaces to r e s t r ic t the water supply and cause local overheating. Generally, the chemical
suppliers w ill recommend suitab le descaling agents and provide instructions for th e ir use; how
ever, an a lte rn a tiv e method of descaling, which does not require proprietary agents, is detailed
under a separate heading.
pH VALUE
The degree of a c id ity or a lk a lin ity , caused by the predominant e le c tric a l charge of
free ions in the water, is expressed as the pH value with a numerical scale ranging from 0 to 14
Water which is neutral has a value of 7 on th is scale; water which is acid, i . e . , which has
predominantly positive-charged ions, has a value of below 7 and water which is alk alin e , i.e .,
which has predominantly negative-charged ions, has a value above 7.
Acid water tends to attack ferrous metals and strongly alk alin e water attacks aluminium,
therefore the aim of water treatment should be to maintain the pH value of the water inthe engin
lystem to somewhere near neutral and, as a s lig h tly alk alin e value is preferred, the optimum value
is between 8.5 and 9, as shown on the illu s tr a tio n on the next page.

COOLING WATER SYSTEM INSTRUCTION A 7 5 5 / l / l M
________ ACID_________ A L K A LI_______

Turns blue Litmus red Turns red Litmus blue
IN C R E A S E D C O R R O S IO N ac
O F IR O N and S T E E L 5 Above 12 pH
u increased
2 corrosion
o<
aluminium,
etc.
Distilled
Water
Softened
Water
JS
pH value ■
H I h
IO II
PER C EN T A G E C O N C EN TRA TIO N O F G L Y C O L BY VO LU M E
AQUEO US S O LU TIO N S O F GLYCO L

COOLING WATER SYSTEM INSTRUCTION A 7 5 5 / 1 / 1 / 5
The quantity of agent which must be added to the cooling water to keep the pH value
constant depends on the rate of wastage from the system, from e ith e r leakage or evaporation. In
locomotive or marine applications, where water for topping up may be obtained from various
sources, i t may be preferable to tre a t the make-up water.
Once water treatment has been started, i *. is essential to ensure that the pH value is
kept between 8.5 and 9 and th is requires that the water should be tested p e rio d ica lly . The fr e
quency of testing is dependent on the nature and quality of the normal water supply and can
only be determined by operational experience. .
Various methods of testing can be used, depending on circumstances, and include in
dicator papers, a universal indicator solution .and a pocket-sized, dial-type meter.
Indicator parers, supplied by most manufacturing chemists, are availab le in wide-
range and narrow-range types. The colouring of these papers may be affected by other factors,
e.g ., d ir ty water, use of anti-freeze, e tc ., but normally the papers w ill provide a f a ir ly
accurate indication.
A universal indicator solution w ill also give a reasonably accurate pH value check,
but th is must also be used with discretion because discolouration of the water can m aterially
a lte r the in dicato r tin t.
The dial-type meter is not affected by variatio n s in water colouration and therefore
is more accurate in conditions which, i f other methods were used, could cause m isinterpretation
of resu lts. D etails of th is type of instrument, which is strongly recommended, may be obtained
from the manufacturers.1
FLUSHING
' I f the amount of scale-forming matter, held in suspension by water-treating agents,

is allowed to become excessive, sludge w ill form in the cooling system. Therefore, continual
topping-up with hard water w ill increase the scale-forming matter in i.he system and thus in
crease the sludge. For this reason i t is advisable to flush a cooling system at appropriate in
te rva ls . The periods shown in the following table are intended only as a general guide.
Hardness of water in English degress Flush every
Below 15° 12 months (6,000 hours)
15 to 20° 8 months (4,000 hours)
6 months (3,000 hours)
USE OF ANT I-FREEZE MIXTURE
An a n ti- fre e z e based on S p e d f ication DTD 779 can be used safe ly in conjunction with
water treated as described e a r lie r , but, i f i t is intended to use an anti-freeze outside th is
sp ecificatio n , the advice of the water treatment compound manufacturers should be sought.
The graph opposite shows the freezing points of various-strength mixtures and also
the concentrations recommended for use in cooling systems. This graph should act as a guide to
the percentage of glycol required in the coolant. I t is generally recommended that the solution
should be 10 to \%% stronger than the indicated strength on the "freezing point" curve to pro
vide a safety margin i f the temperature should f a ll below the expected minimum.
As the water/glycol mixture is corrosive, suitable in h ib ito rs or a proprietary brand
of anti-freeze should be used.
The e ffe c t of anti-freeze on the pH value is of l i t t l e consequence.
DESCALING WATER JACKETS
The water jackets should be descaled at appropriate in terva ls and various chemical
manufacturers can provide scale-removing agents together with instructions for use. Another

COOLING WATER SYSTEM INSTRUCTION A 7 5 5 / 6
e ffe c tiv e method is as fotlows:-
( | ) Prepare a 5 to I0JI solution of hydrochloric acid to which a suitab le in h ib ito r has

been added. Glue size, used in the proportion of 1% by weight of the acid solution,
is s a tisfa c to ry as an in h ib ito r and should be mixed with a l i t t l e warm water before
adding to the acid solution.
(2 ) F i l l the water spaces with the prepared solution and allow to stand for fiv e hours.
Drain o ff the solution and examine the surfaces.
(3) I f the scale has not been removed, r e f i l l the spaces with the acid solution and
leave for a further three hours. Repeat u n til a ll scale has been removed from the
water spaces.
NOTE1: - I f , du rin g descaling, effervescence ceases, the a c id s o lu tio n is spent and must
be renewed.
(<l) When a ll scale has been removed and the acid solution has been drained wash out the
water spaces using a high pressure water je t. Ensure that a ll sludge is removed bv
directin g the water je t through each water entry port in turn.
(5 ) R e f ill the system with clean so ft water.
References:
M a n u f a c t u r e r s of V o t e r - t r e a t i n g a g e n t * , s e a l * s o l v e n t s and d a g r a a s a n t * :
NALFLOC L i m T E D , HOUSEMAN & THOMPSON LIMIT ED

P .O . BOX No. 11 THE PRIORY,
NORTHWICH. BURNHAM,
CHESHIRE CBS 4DX BUCKINGHAMSHIRE SL1 7LS
DEARBORN CHEMICALS LIMITED DREW CHEMICAL ( U . K . ) LIMITED

f IDNES HARIOVE HOUSE,
LANCASHIRE VAB BTZ STATION ROAD
SIOC UP
KENT
S u p p l i a r t of pH n a t a r * : -
ANALYT ICAL MEASUREMENTS L T D .. THE H. 0 . STEVENS CO. L TD .,

DOME BUILDINGS 16 C0VER0AIE ROAO.
THE QUADRANT. CRICKLEVQQQ
RICHMOW. LQWON, N . I . 2
SURREY

COOLING SYSTEM INSTRUCTION A 7 5 5 / 2 1 / i / 1
HEAT EXCHANGER
CONTENTS
GENERAL . . . 3
OPERATION . # .................................................................................................................................................. 3
MAINTENANCE ................................................................................................................................................................ 3
Cleaning . . . . . . . . . . 4-
Treated water side . . . . . . . . .
Raw w a t e r s i d e . . . . . . . . 4
DISMANTLING . . . . . . . . . . . I*
TUBE R E P L A C E M E N T .................................................................................................................................................. ¥
To remove a d e f e c t i v e t u b e . . . . . . . i|
To f i t a new t u b e . . . . . . . . . 5
RE-ASSEMBLY 5
TESTING ................................................................................................................................................................ 5

COOLING SYSTEM INSTRUCTION A 7 5 5 / 2 1 / 1 / 2
Cylinder F. w. Outlet
HEAT EXCHANGER
S ER C K
| Wrench (E P Roller Expander ( J T
Brush Rod Plug t ) ]) It Tube Plug i) 13 Brush Handle. ih«i 19

f lL Extension Rod.
Brush
D rill <9 (\\\X) D Connector V— )
Centralising Pin 0 D > o — — ) « = - ---->

Extension Pieces Q-^
D rift 0 I <!• . f •)
HEAT EXCHANGER CLEANING AND RE-TUBING T O O LS

COOLING SYSTEM INSTRUCTION A 7 5 5 / 2 I / 1 / 3
HEAT EXCHANGER
GENERAL
Jacket cooling water c irc u la tin g through a heat exchanger of the type illu s tra te d op
posite is cooled by raw water.
Raw water circ u la te s through the tubes and treated water flows over the tubes and is
re-c i rculated.
The heat exchanger consists of a tube stack, cylin d e r, fixed end box, safety expansion
jo in t and an expansion end box. The fixed end box incorporates the raw water o u tle t and the ex
pansion end box Incorporates the raw water in le t.
Tubes, threaded through a ltern a te discs and ring b affles spaced along th e ir length,
form the removable tube stack. The tubes are expanded into a tube plate at each end to prevent
intermixing of the coolants. The treated water o u tle t end of the cylin der Is closed by the ex
pansion end box within which the free end tube plate is free to move, permitting expansion of
the stack as a whole while a leakage ring with double synthetic rubber jo in ts prevents the in te r
leakage of raw and treated water. The treated water in le t end is closed by the fixed end box.
OPERATION
Entry of treated water is controlled by thermostaticatly-operated equipment which is

described in a separate instruction; fu ll flow of raw water through the unit must be maintained.
In le t valves must be kept f u lly open unless i t is necessary to isolate the complete
unit for cleaning, etc. —
C irculate the minimum amount of raw water necessary tomaintain the correct treated
water temperature. Excess is wasteful and promotes corrosion.
Corrosion, which is dangerous, can be retarded by excluding a ir from the unit. Keep
suction jo in ts tig h t and slacken the a ir vent plugs in the cylinder at frequent in tervals to
allow a i r to escape from the system.
When laying up in extremely cold weather, the unit must be drained but otherwise i t
w ill be s u ffic ie n t to ensure that the heat exchanger is kept fu ll of water. Before laying up for
long periods, remove a ll sludge and so ft deposits then flush through with hot water and dry out.
MAINTENANCE
The heat exchanger should operate without attention for considerable periods; howevdr,
i f i t is allowed to become d irty or choked Its performance w ill deteriorate until complete over
haul w ill become essen tial.
Comparisons of in le t and o u tlet temperatures and pressure losses across the unit are
indications of performance and cleanliness.
I f the need for cleaning the treated water side is indicated,' check the complete sys
tembecause deposits in the heat exchanger .can often be traced to other parts of the cooling
system.
Remove the fixed end box occasionally and, a fte r cleaning, inspect the tubes, for leaks
or corrosion.
Clean the inside of the tubes by means of the special tools illu s tra te d , rotating them
in a clockwise direction to prevent the component parts from unscrewing. Where tubes are obstruc
ted by foreign matter, do not force the brush through as this may damage the tube w alls.

COOLING SYSTEM INSTRUCTION A 7 5 5 / 2 l / l / t
As a temporary measure, a defective tube should be isolated by plugging each end, using
the taper wooden plugs supplied with each k it of cleaning and retubing tools. As soon as conveni
ent, p a rtic u la rly when a few tubes have been plugged, defective tubes should be replaced as in
structed in TUBE REPLACEMENT.
N O T E : - Up t o /OS o f t he t o t e ! number o f tubes may be p l u g g e d b e f o r e p e r f o r m a n c e is
serious iy effected, b u t e ns ur e that tubes e r e r e p f a c e d a t the e a r l i e s t op-
portuhity.
Cleaning
Crystal solvents are now availab le and these are supplied ready for mixing with water.
These solvents are easy to use and extremely e ffe c tiv e . They are non-toxic, non-caustic and free
from fir e risk. The various solvents1 mentioned in the following paragraphs have been found to be
e n tire ly satisfa cto ry.
N O T E :- Whatever s o l v e n t is used, the m aker's i n s t r u c t ions m j s t be f o ll o w e d c l o s e l y .
Treated water side

Normally, this should not become fouled but if , fo r any reason, a cleaning operation is
carried out and washing with warm water is in e ffe c tiv e , the H.T.L. SOLVENT1 can be used with the
unit in s i tu.
Raw water side

Soft deposits should be removed by brushing; i f possible, attach the rod assembly to an
e le c tr ic hand d r ill which w ill speed up cleaning and w ill prevent the brush from unscrewing.
H .T.L.1is recommended as a solvent for removing scale from inside the tubes.
DISMANTLING
(I) Obtain a new set of jo in ts before attempting to dismantle the heat exchanger.
{2) Close the appropriate valves to isolate the unit and drain o ff the raw water and
treated water.
(з ) Disconnect the associated pipework and remove the unit.
(и) F ile reg ister marks across the edges of the cylin d er and end boxes to ensure cor
rect alignment when re-assembling.
(5) Unscrew the nuts and remove theexpansion end boxtogether with themachined leak
age ring and the two jo in ts.
(6) Remove the fixed end box.
When a tube stack has not been disturbed for some time, i t may bed if f ic u lt toremove;
do not attempt to prise i t out by levering under the fixed end tube plate, as this may damage the
plate io cause leakage when the unit is re-assem£ed> Use a bar which has been d r ille d to clear
two diametricalIy-oppostte studs on the cylin der end. Position the bar over the studs; f i t a nut
to each stud, gradually and evenly tightening to press the tube stack out of the cylinder from
the expansion end.
Support the stack by slinging, using a webbing or leather slin g or suspending from a
suitable eyebolt screwed, into the tapped hole in the fixed end tube plate. Withdraw the stack
ca re fu lly to avoid damage.
TUBE REPLACEMENT
N O T E :- S p e c ia l eq u ip m e n t , as i I lu s t r a te d on page 2. s h o u ld be used.
To remove a defective tube

(l) F it the d r i l l in the wrench, f i l l the flu te s with grease to retain the cuttings and
d r ill out the tube from the expansion end tube plate. Remove a ll burrs from the end
of the tube.

COOLING SYSTEM INSTRUCTION A 7 5 5 / 2 I / I / 5
(2) Remove the d r i l l and inaert the c e n tra lisin g pin; leave the pin in position to lo
cate the tube.
(3) D rill out the other end of the tube and leave the d r ill in position.
(4) Tap the c e n tra lisin g pin as far as it w ill go, driving the tube (with the d r ill
s t i l l in position) until i t projects beyond the fixed end tube plate.
(5) S lip the hole in the wrench over the d r ill and slid e it down on to the projecting
tube end. Lock the end of the tube firm ly to the p ilo t of the d r ill by means of
the setscrew on the wrench. (The setscrew must be transferred to the c ir c u la r
hoi e . )
(6) Grip the wrench and ease the tube c a re fu lly through the b affle plate. Remove the
cen tra lisin g pin which w ill be le f t behind in the expansion tube plate.
To f i t a new tube
(1) Clean the holes in the tube plates. Ensure that the replacement tube has been well
cleaned and the ends have been properly annealed, then in sert i t into the tube
stack.
(2) Lightly secure the tube in position by using the taper d r if t at each end.
(3) Insert the r o lle r expander in one end of the tube and rotate it in a clockwise d ir
ection using lig h t finger pressure. Allow the expander to feed into the tube until
expanding is completed - do not force the feed. Repeat for the other end of the
tu be.
RE-ASSEMBLY
(1) Ensure that a ll jo in t surfaces are quite clean.

(2 ) Pass a main jo in t over the tube stack to rest against the inner face of the fixed
end tube plate. In sert the stack c a re fu lly into the cylinder.
(3) F it a main jo in t on to the outer end of the tube stack and f i t the fixed end box,
aligning the reg ister marks. Tighten the securing nuts evenly.
(4) Assemble the leakage ring, sandwiched between two jo in ts , over the expansion end
of the stack then f i t the expansion end box. Secure by tightening the nuts evenly.
N O T E :- I t I s im portant to ensure t h a t a l l r e g i s t e r marks are a l i g n e d and t h a t a l l nuts
are t ig h t e n e d e v e n l y and p r o g r e s s i v e l y to a v o i d lo c a l o v e r s t r e s s i n g .
(5) R e fit drain and vent plugs, and thermometers when fitte d .
TESTING
Apply the correct raw and treated water pressures to the appropriate connections and
examine the tubes, plates and jo in ts for leakage The te st pressures are 60 p .s .i. (4.22 kg./
sq.cm.) for un i ts wi th 7/16 in. (11.112 mm.) tubes and 100 p.s. i . (7.03 kg./sq.cm.) for un i ts
with 9/16 in. (14.287 mm.) tubes.
Should a new iy-fitteditube show signs of leakage at the jo in t, i t is generally s u f f i
cie n t to lig h tly re-expand with the r o lle r expander.
Reference: I Alkaline degrgasants, manufactured by Messrs. Houseman £ Thompson Limited, The Priory, Burnham. Bucks.

COOLING WATER SYSTEM INSTRUCTION A 7 5 5 / I 0 5 / I / I
COOLING WATER SYSTEM
CONTENTS
GENERAL ............................................................................................................. 2
Jacket water cooling system . . . . . . . 2
Sea water cooli ng system . . . . • . . . 2
MAINTENANCE ............................................................................................................. 2
Daily 2
Light overhaul 2
Heavy overhaul. . . . . . . . . 3

COOLING WATER SYSTEM INSTRUCTION A 7 5 5 / I 0 5 / I / 2
COOLING WATER SYSTEM
GENERAL
Cooling water for each engine is divided into two separate systems, the jacket water
system and the sea water system.
Jacket water cooling system

The system consists of a header tank, an engine-driven pump, a thermostatic valve, an
immersion heater, an e le c t r ic flow indicator and a jacket water cooler, together with the necessary
valves and interconnecting pipework. High jacket.w ater temperature alarm and shutdown switches
and a low pressure alarm switch are included in the system.
The engine-driven pump feeds water through the engine jackets and cylin d e r heads, the
water leaving the engine through the flow indicator and being directed through the thermostatic
diversion valve. The la t te r d ire cts the water e ith e r through or round the jacket water cooler
and back to the suction side of the pump. An overflow and vent pipe is fit t e d at the water
o u tlet from the engine and feeds into the header tank; any water lost through leakage or
evaporation in the system is made-up by the tank, the water being fed into the pipework on the
suction side of the engine-driven pump.
The high jacket water temperature switches are set at 85°C (I8 5 °F ) - alarm and 95°C
(203° F ) shutdown. The 1ow pressure alarmswitch is set at 5 p .s .i.
Sea water cooling system
The system consists of an engine-driven pump, a thermostatic diversion valve and a flow
indicator, together with the necessary valves and piping to c irc u la te sea water through the engine
chargecoolers, lubricating o il cooler and jacket water cooler.
A stra in e r is fit t e d between the sea water in le t and the pump and once circu lated through
the system, sea water is discharged overboard.
MAINTENANCE
Maintenance of various components in the system is described in subsequent instructions

in th is section or in the relevant manufacturer's lite ra tu re but the following general maintenari
must also be carried out.
Dai 1y
Check the water level in the jacket water system and check both systems for leakage,
remedy as necessary.
Check the jacket water temperature; normal operating temperature is 82 C (ISO F) out of
the engine jacket water system.
Light overhaul
Check the water spaces for scale formation and, if necessary, descale as detailed in
COOLING WATER.
Renew the cylin d e r head water connection jo in ts and a ll synthetic rubber/canvas hose
connections in the system.

COOLING WATER SYSTEM INSTRUCTION A 7 5 5 / I 0 5 / I / 3
Examine the chargecoolers, lubricating o il cooler and heat exchanger; if necessary, carry
out the inspections detailed under MAINTENANCE in the ehargecooler instruction. For d e ta ils
of maintenance of the o il cooler and heat exchanger, consult the manufacturer's lite ra tu re .
Heavy overhaul
Descale the engine water spaces as detailed under DESCALING WATER JACKETS. See also
WATER TREATMENT.
Clean the a ir and water spaces of the chargecoolers as described in the relevant instruction.
Clean the o il and water spaces of the lubricating o il cooler and the jacket water and sea
water spaces of the heat exchanger as described in the manufacturer's lite ra tu re .
Renew a ll jo in ts and hoses.

INSTRUCTION A 7 5 5 / 7 8 / I / I
COOLING SYSTEM
"PEGSON" WATER PUMP
CONTENTS
GENERAL ..................................................................
MAINTENANCE .......................................................
10,000 hours . . . . .
DISMANTLING............. .......................................................
ASSEMBLING ................................................................
F ittin g the o il seal . . . .
F ittin g the water seal
SPECIAL TOOLS REQUIRED ..........................................

Oil Seal Delivery Bearing Housing
Vent or Drain Plug Lub. O il Splash
Bearing
Impeller Withdrawal Holes Driving

( 2) Gear
Cirdip
Pump Shaft
Lub. Oil Reservoir
Drain,
Water and Oil Seal
Compartment
Volute
Impeller Seal Plate
Drain Plug Jo in t
WATER PUMP
PEG SO N

COOLING SYSTEM INSTRUCTION A 7 5 5 / 7 8 / I / 3
"PEGSON" WATER PUMP
GENERAL
This is a centrifugal-type pump, driven from the free end of the engine. The shaft is supp
orted by two ball-bearings located in the bearing housing and lubricated by o il from the engine
system. An o il seal is fitte d to prevent o il leakage from the bearing housing. A mechanical-
type water seal, comprising a rotating seal element anda stationary seal element, prevents
leakage of water along the shaft. Any o il or water leaking past its respective seal is d is
persed by a flin g e r onto the w alls of the bearing housing and seal plate; the flu id then drains
into a co lle c tin g pocket and excessive leakage w ill overflow through a bottom drain hole. When
th is occurs the fa u lt should be re c tifie d as early as possible by renewing the appropriate seal.
MAINTENANCE
10,000 hours
Dismantle the water pump as described under DISMANTLING. Scrap the o il and water seals, also
the seal plate jo in t. Clean and examine a ll other parts, paying p a rtic u la r attention to o il
feed and drain holes to ensure that they are not obstructed.
Should the b alls or the bearing tracks be chipped or p itted , or i f the bearings do not run
fre e ly , renew the bearings. When the bearings are found to be f i t for further service they
should be washed in clean white s p ir it and hung in a dust-free atmosphere to dry by evaporat
ion. After drying, soak the bearings in rust-inh ibiting o il; if such o il is not availab le then
use a good q u ality non-detergent machine o il.. Wrap the bearingsseparately in grease-proof paper
un til required for assembly.
Assemble the pump as described under ASSEMBLING.
NO TE:- Engines for c ertain app!/cations have two water pumps and, in such cases, care must be
taken to ensure that each pump is returned to its o r i g i n a l posit/on. . ~ '
DISMANTLING
(1) Drain the cooling water system, disconnect the associated pipework; remove the pump
from the engine and tran sfer i t to a suitable workbench equipped with a large vice.
(2) Mark a ll housings to place before they are separated,to ensure correct register on
assembly.
(3) Remove the volute casing and jo in t. Assemble a gear restrain in g tool, as illu s tra te d
on page <1, to the gear. (A tool of th is type is e a s ily made up lo c a lly ).
(4) Unscrew the impeller nut. Remove the distance washer and then the impeller with the
aid of the withdrawal gear, tool re f. T .755/6. Remove the impeller key.
NOTE:- Rotation o f pump is ant i -c iockw/se when looking at the impeller. Nut secur/ng d r iv i n g
gear on pump shaft has a L.H. thread.

COOLING WATER INSTRUCTION A 7 5 5 / 7 8 / I / 4
Seal Plate O' Ring

Tool ref. 755/6
M PELLER WITHDRAW AL j F IT TIN G OF O I L SEAL
(5) Use two screwdrivers, or other suitable tools, to draw the rotating seal element over
the end of the impeller shaft. The stationary seal element, complete with "0" ring,
can then be removed by hooking behind its flange.
Tool ref. 750/7
SU G G ESTED TOOL DRIVING G EAR

FOR WITHDRAWAL
RESTRAINING PUMP SPINDLE
(6) Remove the s p lit pin from the drive gear nut. Remove nut {L.H. thread) and washer.
Remove the gear restrain in g tool and withdraw the drivin g gear, using tool ref.
T .750/7. Remove the drive end bearing c ir c lip .
(7) Using a hide-faced hammer, or sim ilar, gently tap the impeller end of the pump shaft
u n til the bearing at the drive end is c le a r of its housing. 'Hemove the o il seal and
d r i f t the remaining bearing from its housing.
ASSEMBLING
Ensure that a ll parts are clean and that a ll mating faces are free from burrs or other

damage. Check the f i t of the impeller and drive gear on th e ir respective shaft tapers; i f nec
essary, lap each to its taper using fin e grinding compound. C arefully remove a ll traces of
compound a fte r lapping. Check the bedding of the key at the impeller end of the shaft. F it
a new key i f required.
(1) F it the o il seal to the bearing housing.
(2) Assemble the inner bearing to the shaft and in sert and f i t into the housing. F,it
the drive end bearing onto the pump shaft; ensure that both bearings are fu lly home,
then f i t the c i r c lip . Check that the o il seal has notbeen disturbed duringf it t in g
of the shaft and check that the shaft rotates smoothly.
(3) Assemble the drive gear, washer and nut (L.h . thread) onto the shaft. Tighten the
nut and secure with a new s p lit pin.
(N) Assemble the seal plate, with ” 0" ring and stationary seal element in position, to
the bearing housing. C arefully f i t the rotating seal element over the sh a ft.
(5) Assemble the key, impeller, washer and nut to the shaft. F it the gear restrain in g
tool and then tighten the nut to secure the im peller.
(6) F it the jo in t and the volute casing, secure with bolts and spring washers..--
NOTE:- I t is good p rac tic e to ensure that the shaft turns fre e ly during the various
assemoly s rages. Protect the pump against the ingress o f d i r t , e t c . , u n t i l
ready for f i t t i n g to the engine.
(7) Assemble the pump to the engine and check the backlash, asdetailed in AUXILIARY
DRIVE. Reconnect the pipework and r e f i l l the cooling system.
F ittin g the o il seal
When f it t in g the o il seal i t is important to ensure that the seal is clean and that surr
ounding parts are not damaged. I t is good practice to keep the o il seal in its wrapper until
required for f it t in g . However, should the seal become d irty it should be cleaned by wiping
the d ir t away very c a re fu lly with a clean, soft rag (not cotton waste) soaked in clean lig h t
mineral o i l. Do not use a degreasing flu id , petrol or paraffin.
Proceed as follows:-
(1 ) Check that there are no burrs or sharp edges on the shaft or the housing and lig h tly
grease the housing bore.
(2 ) Ensure that the sea) is fitte d the correct way round, i;.e., the lip towards the
bearing, then press i t into the housing. Apply an even pressure by means of a plate,
d rille d to cle a r the shaft, and a tube. Maintain pressure until the plate contacts
the end face of the housing, leaving the seal located squarely in the housing bore
and level with the face of the housing. Take p a rticu la r care to ensure that the
wiping tip is not caught,, turned back or damaged in any way during f it t in g .
NOTE:- Cold atmospheres tend to harden the seat and may induce b rit t le n e s s leading to
d iffic u lty m fittin g . In such conditions', soak the sea! for 10 to IS minutes
in clean, warm mineral o i l before f i t t i n g ; the o i l temperature must not exceed I O & P
. &>C).

To guard agsnnst premature fa ilu r e of the water sea] it should be handled very ca re fu lly
before f it t in g and extreme care should be taken to ensure th at it is c o rre c tly assembled to the
seal plate and shaft. New seals are c a re fu lly packed to give maximum protection to the lapped
faces of the rotating and stationary seal elements and the protective covering should remain
intact until the seal is ready to be fitte d .
(1) Ensure that the shaft is free from marks, scratches or burrs;, the edges of
the keyway must be honed smooth then covered with transparent tape or thin sheet
p la s tic to prevent damage to the seal.
(2) Ensure that the stationary seal element, complete with "O’" ring, is pressed firm ly
into its housing in the seal plate. Ensure that the lapped face is not damaged
or contaminated with o il or grease.
(3) Lig h tly smear the shaft w,ith o il (not grease). Ensure that the lapped face of the
rotating seal element is not damaged or contaminated with o il or grease then f i t
the element over the shaft and push its lapped face firm ly against the lapped face
of the stationary element.
Tool re f. T it le
Gear restraining tool - not provided by RUSTON DIESELS LIMITED

T-750/7 Pinion withdrawal gear
T ,755/6 Im peller withdrawal gear.

COOLING SYSTEM INSTRUCTION A 7 5 5 / 7 5 / I / I
"PEGSON" WATER PUMP
CONTENTS:
GENERAL . . . 3
PRIMING . 3
MAINTENANCE • ■ • .* . . • • • . 3
Light overhaul . . . . . . . . . 3
DISMANTLING 3
ASSEMBLY .............................................................................................................. 5
F ittin g the o il seal . . . . . . . . 5
F ittin g the water seal . . . . . . . . . 5
SPECIAL TOOLS REQUIRED 6
DATA ...................................................... 6

Discharge Branch Tank Seal Plate

; on one side of tank
(blanking plate on other side )
Bearing Housing
Diffuser
Mounting Flange
Bearings
( 2 )
Lub Oil
Splash
Retainer
Lub. Oil Reservoir

Valve Housing
Drain Plug Lub. Oil Seal

and
Washer
Jo in t ‘O'Ring Water Seal Oil/water Drain
WATER PUMP
( S E L F - PRIM ING 1
PEG SO N

"PEGSON" WATER PUMP
GENERAL
This is a self-priming pump of the centrifugal type, driven from the free end of the
engine. The impeller is keyed to the outer end of its shaft and is secured by a nut and tab
washer. The shaft is supported by two ball bearings lo cated 'in the bearing housing and lu b rica
ted by o il from the engine system. An o il seal is fitte d to prevent leakage from the bearing
housing. A mechanical seal prevents leakage of water along the shaft. Any o il or water escaping
past its respective seal is allowed to c o lle c t in an annular space from which i t flows through
an open drain; excessive drainage should be investigated and the fa u lt re c tifie d as e a rly as
possible.
PRIMING
When the engine has been shut down fo r an extended period, or when the pump casing has
been drained, i t w ill be necessary to f i l l up the pump tank to provide the in it ia l prime. I t is
not necessary to f i l l the completed suction lin e. A fter the in it ia l prime the pump w ill always
retain s u ffic ie n t water to reprime it s e lf provided that the check valve is functioning properly.
Never attempt to prime the pump when it. is running.
MAINTENANCE
Light overhaul
Dismantle the water pump as described in the separate paragraphs. Scrap the o il and
water seals, and jo in ts ; clean and examine a ll other parts, paying p a rticu la r attention to o il
feed and drain holes to ensure that they are not obstructed.
Should the b alls or the bearing tracks be chipped or pitted , or i f the bearings do not
run fre e ly , renew the bearings. When the bearings are f i t for further service, they should
be washed in clean white s p ir it and hung in a dust-free atmosphere to dry by evaporation.
A fter drying, soak the bearings in a rust in hib itin g o il; i f such an o il is not a vailab le,
use good q u ality non-detergent machine o il. Wrap bearings separately in greaseproof paper
u n til required for assembly.
Renew the check valve i f the rubber is distorted or perished or i f i t does not close
proper1y.
Assemble the pump as described in the separate paragraphs, then r e f it the pump to the
engine.
NDTE:~ Engines fo r certain applications have two water pumps and, in such cases, cafe must be
taken to ensure that pumps are returned to th e ir o r i g i n a l p o s itio n .
DISMANTLING
(1) Drain the cooling water system, disconnect the associated pipework; remove the
pump from-the engine and tran sfer i t to a suitab le workbench equipped with a
large vice.
(2) - Mark a ll housings to place, before they are separated, to ensure correct register
on assembly.

(3 ) Remove the valve seat and check valve, complete with weights, from the studs.
(H) Unscrew the nuts and remove the washers and valve housing.
(5) Assemble a gear restraining tool, as illu s tra te d below, to the gear.
NDTE:-Qn BV engines, the bevel gear Is not used and a sp/ined d r iv e coupling is f i t t e d
insteadt A toot fo r holding e i t h e r type o f d rive is e a s i ly made up l o c a l l y . .
(6) Unscrew the im peller nut and the drive gear nut then use the withdrawal gear, tool
ref. 755/6, to remove the impeller. Withdraw the impeller key.
NOTE:- Ant i - c tockwise r o ta t io n pumps are f i t t e d w ith a L.H. thread nut, clockwise r o ta tio n
pumps are f i t t e d w ith a R.H. thread nut, fo r securing the d r i v i n g gear on the punp shaft. .
Rotating Seal Rubber Collar. Stationary Seat'O ' Ring

Tool ref. 755/6
IM P E L L E R WITHDRAWAL FITTIN G OF O IL S E A L
(7 ) Use two screwdrivers, or other suitable tools, to draw the rotating seal element
over the end of the impeller shaft. Extract the station ary element and its "0 ” ring.
Tool ref. 750/7 Tool ref. 750/5
DRIVING G EAR SPLIN ED DRIVE

SU G G ESTED TOOL
WITHDRAWAL WITHDRAWAL
FOR
RESTRAINING PUMP SPINDLE 6 RK , 12V & 16V EN G IN ES SV E N G IN E S

(8) Withdraw the driving gear, using too! ref. 750/7 or 750/5, as appropriate. Remove
the drive end bearing retainer. Unscrew the housing nuts and separate the bearing
housing from the seal plate and tank. Remove the flin g e r from the shaft.
(9 ) Using a hide or s im ilar type of hammer, gently tap the shaft at the impeller end
to remove the bearing. Extract the o il seal and knock the remaining bearing from
its housing.
ASSEMBLY
Ensure that a ll parts are clean and that a ll mating faces are free -from burrs or other
damage. Check the f i t of the impeller on the shaft taper; i f necessary, lap i t to the taper,
using fine grinding compound.' C arefully remove a ll traces of compounda fte r lapping. Check the
bedding of the key, f it t in g a new key i f required.
(1) Assemble the bearings to the shaft and f i t the assembly to the bearing housing.
Ensure that the bearings are fu lly home and f i t the retainer into its groove.
(2) Assemble the d rivin g gear, washer and nut to the shaft. Tighten the nut and
secure with a new s p lit pin.
(3) F it the o il seal in the housing and place the flin g e r on the shaft. In sert the ” 0"
ring and the stationary element in the seal plate. Assemble the bearing housing
and seal plate to the tank and secure with the nuts and washers. C arefu lly f i t the
rotating seal element over the shaft.
(4) Assemble the key, impeller, lock washer and nut to the shaft. F i t the restraining
too), tighten the nut and lock into position by means of the washer.
(5) F i t the gasket and the valve housing, secure with the nuts andwashers.
(6) F it the valve, complete with weights, and the valve seat.
F ittin g the o il seal

I t is important to ensure that the seal is clean and that surrounding parts are not
damaged. I t is good practice to keep the o il seal in its wrapper u n til required for f it t in g .
However, i f the seal is - d irty , i t should be cleaned by wiping away the d ir t ca re fu lly with a rag
(not cotton waste) soaked in clean lig h t mineral o il. Do not use a degreasing flu id , petrol or
paraffin.
Proceed in the following manner:-

(1) Check that there are no burrs or sharp edges on the shaft or the housing and lig h t
ly' grease the houding bore.
(2) Ensure that the seal is fit te d the correct way round, i . e . , so that the lip w ill be
towards the bearing and press i t into the housing; apply pressure evenly by means
of a plate, d r ille d to cle ar the shaft, and a tube. Maintain pressure until the
plate contacts the end face of the housing, leaving the seal located squarely in the
housing bore. Take p a rticu la r care to ensure that the wiping lip is not caught,
turned back or damaged in any way during fit tin g s .
NOTE:- Cold atmospheres tend to harden leather and may induce b rittte n e s s leading to
d i f f i c u l t i e s in f i t t i n g . In such conditions, soak the sea! for 10 to 15 minutes
in clean warm mineral o i l before f i t t i n g : the o i l temperature should notexceed
/OCPf ( 3 7 . 0 * 0 . .

To guard against premature fa ilu re of the water seal, i t should be handled ca re fu lly
before f it t in g and co rrectly assembled to the shaft. New seals are packed with care to give

maximum protection to lapped faces and protective coverings should remain in tact u n til the seal
is to be fitte d .
{I) Ensure that the shaft is free from marks and scratches; the edges of the keyway
must be honed smooth then covered with transparent tape or thin sheet p la s tic to
prevent damage to the seal. .
(2 ) Wipe the shaft with lig h t o il (not grease) and s lid e the rotating element into
place firm ly against the stationary element.
(3) F i t the key, impeller tab washer and nut. Ensure that the impeller is hard up on
the shaft as the nut is tightened, then lock the nut by means of the tab washer.
(<l) Locate a new gasket and f i t the valve housing.
NOTE;' I t is good p ra c t ic e to ensure that the shaft turns fre e ly during the various assembly
stages.. P rotect the pump against the ingress o f d i r t e t c u n t i l ready fo r f i t t i n g
to the engine. ,
(5) Assemble the pump to the engine and check the backlash as detailed in AUXILIARY
DRIVE* Reconnect the pipework and r e f i l l the cooling system.

Tool re f. T it le
Gear restrain in g toot - not provided by Ruston Diesels Limited
750/7 Pinion withdrawal gear - engines other than 8V.
750/5 Pinion withdrawal gear - 8V engines only.
755/6 Impeller withdrawal gear.
DATA
Oil seal Weston W225I5037

Seal assembly No. 26600-Z
Bearings SXF6308
Truarc retainer No. 5002-35*1
S p lit pin 5/32 in. x 1.5/8 in. long (3.97 x Nl.28 mm.)

COOLING SYSTEM INSTRUCTION A 7 5 5 / 6 / I / I
THERMOSTATIC VALVE
CONTENTS
GENERAL 3
OPERATION 3
MAINTENANCE 4
10,000 hours 4
TESTING THE WAX ELEMENTS ‘ 4

COOLING SYSTEM INSTRUCTION A 7 5 5 / 6 / I / 2
Element Assembly c Operating Temperature

stamped here
Sliding Sleeve
e
b y p a ss
'O ' Ring Seat
FOUR ELEM ENT VALVE
Element Assembly Operating Temperature

stamped here
Sliding Sleeve
'O ' Ring Seat
TW O E LEM EN T VALVE
Letters cast adjacent to flanges >— A~lnlet, B “ By-pass, C “ Outl*t
TH ER M O S TATIC VALVES
AMOT

COOLING SYSTEM INSTRUCTION A 7 5 5 / 6 / 2 / 3
Th e r m o s t a t ic valve'
GENERAL
The thermostatic valve is a direct-acting, pre-set type of automatic temperature regulator. It

is fitted into the engine cooling system to enable the cooling water to attain normal working temperature
as quickly as possible on starting and, thereafter, to maintain It within the correct temperature range
irrespective of variations of engine speed and power output. When the engine is started from cold, the
thermostatic valve causes the cooling water to be diverted back into the engine thus providing a quick
warm-up period. After the warming-up period, the correct amount of water is by-passed to be mixed with-,
the coot water intake so that the optimum jacket water outlet temperature is maintained.
OPERATION
Depending on engine size and operational requirements, the valve housing is fitted with two
orôre element and valve assemblies which are sensitive to temperature changes. The thermostatic mater
ial is a hydrocarbon wax which has a high co-efficient of expansion. Host of the expansion t£kes place
during the melting period of the wax material, which is set to begin at about 5*F. (2.78'C.) below the
nominal temperature rating and to be complete at 10*F. (5.6*0.) above the nominal rating. Between this
range the wax changes from solid to liquid state; the wax is mixed with copper granules to transmit the
heat and, due to the presence of this copper, the wax never appears to become liquid although the actual
particles do. The expansion of the wax material forces a synthetic rubber moulded plug into a reduced
diameter in the piston guide which multiplies, by an extruding action,, the movement of the piston.
The engine cooling water flow is directed over the elements, thus a rise in temperature above
the predetermined opening temperature produces a rapid expansion of the wax material and this is trans
lated into linear movement of the sliding sleeve, closing the by-pass and opening the normal outlet.
Lowering the cooling water temperature results in contraction of the wax material and this lowtrs the
sliding sleeve to reduce the flow through the outlet and increase the flow through the by-pass. In
actual operation, the sliding sleeve is normally in the mid-way position.
To protect the wax elements against overloads caused by temperature increases above the speci
fied operating range, an overtravel spring is fitted at the top of the piston; as the sliding sleeve
TH E R M O S TA TIC VALVE ELEM ENT P O S ITIO N S
touches the by-pasm^seeL the piston continues to rise and simply compresses <the spring. Although the
elements can withstand temperatures above the nominal rating, it is recommended that they are not

COOLING SYSTEM INSTRUCTION A 7 5 5 / 6 / l / ¥
exposed continuously to temperatures above the lim it. They can be exposed intermittently, for short per
iods (not exceeding 30 minutes) to temperatures up to H0*F (22.2*C) above the upper limit.
MAINTENANCE
Apart from cleaning and testing no maintenance should be necessary. The operating range is
pre-set and cannot be adjusted; it can be altered by using elements of a different temperature rating,
but this should not be done without very careful consideration of a ll the factors likely to be affected,
e.g., performance, water treatment, scale formation, etc.
10,000 hours
Remove the valve frcm the engine^ dismantle, and clean a ll parts. Examine and test the elements,
then re-assemble and f i t the valve.
NOTE: - Dismantle by removing the housing b o lt s , l i f t o f f the housing, then withdraw the e l e
ments.
When asseirb / ing, renew the *0" ring s and the housing j o i n t washer. When in sta! t ing tilt
elements, centre the “O* r i n g in the housing sleeve and grease the t ip o f the element
so that i t can be assembled more e e s i ly .
TESTING THE WAX ELEMENTS
On most elements, the sliding sleeve starts liftin g off the spider at 5'F. (2.78'C.) below the
nominal temperature rating which is stamped on the side-strap, and is fu lly lifted at !0*F. (5.6'C.)
above the nominal.
Place the element in a bucket of water I0*F. (5.6*C.) below the nominal rating, stirring the
water vigourously with the element for about five minutes. The sliding sleeve should not be off its seat.
Raise the temperature of the water in the bucket to I5*F. (8.3*C.) above the nominal rating,
stirring the water with the element for about five minutes. By this time the element should be fu lly
stroked, and this can be checked by placing the element in the housing and pushing the valve seat spider
fu lly into the counterbore in the housing. I f the action of the overtravel spring can be fe lt, the ele
ment is fu lly stroked. This procedure must be done very quickly, before the element temperature changes
too much.
NOTE: - Do n ot use o i l to test the elaments.

INDUCTION AIR SYSTEM INSTRUCTION A 7 6 0 / I + / 2 / 1
TURBO-BLOWER
CONTENTS
GENERAL .............................................................................................................. 3
MAINTENANCE .............................................................................................................. 3
D aily , . . ■ . ■ • • * • 3
Fi rst 100 hours . . . . . . . . 3
250 hours . . . . . . . . . 3
500 hours . . . . . . . . . 3
I .500 hours . . . . . . . . . 3
10,000 hours . . . . . . . . . 3
LAY ING—U P ........................................................................................................................... 3

INDUCTION AIR SYSTEM INSTRUCTION A 7 6 0 / 4 / 2 / 2
TU R BO -BLO W ER

INDUCTION AIR SYSTEM INSTRUCTION A 7 6 0 /H / 3 . / 3
TURBO-BLOWER
GENERAL
The turbo-blower consists of an exhaust-gas-driven axiat-flow turbine and a centrifugal
a ir compressor working on a common shaft within an assembly of four casings. A feature of
construction is that the rotor, main (cen tre) casing and compressor casing form a "capsule" or
cartridge unit for speedier servicing.
The unit is mechanically independent of the engine but is supplied with lubricating
o il and cooling water from the main engine systems.
MAINTENANCE
Because s ite conditions vary considerably, it may be necessary to reduce or extend the
p e rio d icity of maintenance tasks to s u it the p a rticu la r in s ta lla tio n . The instructions following
should then be taken as a general guide, to be varied in accordance with local experience.
Daily
Check the flow of lubricating o il and cooling water to the unit.
Where possible, check the performance of the blower by noting and recording the boost
pressure a fte r the engine has been on f u ll load for at least fiv e minutes then comparing with
e a r lie r readings.
F ir s t 100 hours
Check a ll casing bolts and holding-down bolts for tightness but do not overtighten.
250 hours
Clean the a i r f i l t e r element ( i f f it t e d ).
N O T E : - T h i s o p e r a t io n s h o u ld be done sooner i f n ec e s sa ry, i.e ., i f the p re ss u re drop

across the f i l t e r reaches 8 in . (2 0 0 mm.) o f w ater.
Check the effectiveness of the o il chamber breather ( i f f it t e d ) .
500 hours
Ensure that join ts and connections in the a ir system are not leaking as leaks w ill ad
versely a ffe c t boost pressure. A ll clip s and a ir in le t bend fixings should be checked for tig h t
ness and a ll hoses should be inspected for soundness.
I ,500 hours
Check that the casing bolts and holding-down bolts are co rre ctly tightened.
10,000 hours
Remove the turbo-blower from the engine. Dismantle, clean and inspect as detailed in
the manufacturer's instruction manual. Renew a ll jo in ts , assemble the turbo-blower and r e f it it
to the engine.
LAY ING-UP
If the engine is to be laid up for an extended period, or if the engine is to be placed
on permanent standby duty, the turbo-blower must be protected against corrosion.
Special instructions for th is are contained in the turbo-blower manufacturer's instruc
tion manual.

RUNNING-IN AND TESTING INSTRUCTION A 7 8 0 / 3 / I / I
RUNNING-IN AND TESTING
CONTENTS
GENERAL ..................................................................
INITIAL SETTINGS .......................................................
PREPARATION FOR RUNNING . . . .
RUNNING-IN ..................................................................
Times and conditions

RUNNING-IN AND TESTING INSTRUCTION A 7 8 0 / 3 / I / 2
RUNNING - I N AND TESTING
GENERAL
The power unit must be run-in whenever any new or reconditioned major parts have been
fitte d : i t may be run on a resistance load i f the engine settings require checking or if the e le c
t r ic a l settings require adjustment. Information regarding equipment for th is purpose, and d ire c
tions for its use, may be obtained from Ruston Diesels Ltd.
INITIAL SETTINGS
If the governor of the fuel in jectio n pumps have been changed it is essentia! to ensure
that, with the governor servo piston down and the governor overriding control lever at "RUN", the
appropriate "NO FUEL" gauge can be inserted e a s ily between the pump body and the rack c o lla r .
I f a ll racks are- reading high, or i f a ll are low, in it ia l simultaneous adjustment of
a ll racks can be made by adjusting the length of the telescopic lin k .
N O T E :-T h e maximum f u e l s to p is n o r m a l ly s e t a t the works to p e r m it a s i t e o v e r lo a d
r a t i n g o f /OX, As the s to p s h o u ld n o t need to be d i s t u r b e d th e re s h o u ld be no
n e c e s s i t y to a d j u s t i t ; however, i f adju stm e nt is e v e r n e c e s s a ry, the s i t e
o v e r lo a d r a t i n g must n o t be exceeded.
Individual fuel pumps can be adjusted by means of the special spanner, tool ref. 745/2,
applied to the rack adjusting screw. Release the locknut, turn the screw the appropriate amount
in the right directio n , then tighten the locknut.
N O T E :-M o v in g the screw inwards increases b oth the rack r e a d in g and the amount o f f u e l
to be d e l i v e r e d ; s c r e w in g out decreases the r e a d in g and the f u e l q u a n t i t y . For
more d e t a i l e d ad ju stm e n t p r o c e d u r e s , see ASSEMBLING FUEL IN JEC T IO N RJMPS TO THE
ENGINE.
Tool ref. 745/2

F U E L PUMP RACK A D JU S TIN G SCREW T O O L
PREPARATION FOR RUNNING
Before s tartin g the engine, check the lubricating o il, fuel and water levels; ensure
that the systems are primed and that there is sa tisfa cto ry o il flow to a ll bearings and sprays.
Check that there is s a tisfa cto ry o il flow to the governor.

RUNNING-IN AND TESTING INSTRUCTION A 7 6 0 / 3 / I / 3
Pour one pint of clean lubricating o il down the push rod guard tubes on each cylinder
to f i l l the cam troughs.
RUNNING-IN
When new or reconditioned major parts have been fitte d , e .g ., pistons, cylinder lin ers
or cylin d er heads, main and/or big-end bearings, e tc ., the engine should be run-in according to
schedule in Times and conditions. This schedule is applicable to engines whether a ll or just
a few 1ine parts have been renewed.
The following points must also be checked:-
(1) Lubricating o il pressure. If the indicated pressure is low and the gauge is not
fa u lty , thecause may be a sticking r e lie f valve, broken pipes or loose connec
tions, d irty stra in e r, loose connections on the suction side of the pump or a
stick ing startin g valve.
(2) Lubrication of the rocker bracket fulcrum pins and push rod top ends, if th is is
not correct, check the operation of the pressure reducing valve as described in
the relevant separate instruction.
(3) High pressure fuel pipe connections. These should be examined for leakage to e l i
minate the p o s s ib ility of d ilu tio n of the lubricating o il by escaping fu el. This
check must be made immediately a fte r startin g and at frequent intervals during the
running-in procedure - in case a leak develops.
N O T E : - When c r o s s - d r i t t e d i n j e c t o r s a re f i t t e d , any leakage ac ros s the j o i n t faces w i l l
appear a t the f u e l waste o u t l e t . Ensure t h a t a check is made on the amount o f
w aste ; is t h i s is e x c e s s iv e , check a l l r e t u r n p ip e s to lo c a te the f a u l t y i n j e c
tor, then r e c t i f y the f a u l t .
Times and conditions
F ir s t run minimum r.p.m. no load 2 min.

Second run minimum to 300 r. p.m. no load 5 min.
Third run 300 r.p.m. no toad 10 min.

Fourth run minimum to 500 r. p. in. no 1oad 30 min.
After each run feel around the engine, e .g ., on the crankcase doors, for signs of overheating
or unequal heating of s im ilar parts. A complete in te rn a l inspection is required a fte r each pre
liminary run to ensure that the engine has been running c o rre c tly. On shutting down a fte r each
of these runs, feel a ll bearings and pistons for signs of overheating and for unequal heating.
N O T E : - When examin ing the i n t e r n a / p a r t s , keep a l l naked l i g h t s away from the en gine .
F ifth run 500 r.p.m, no load 30 min.

Sixth run 500 r.p.m. to rated speed no load 30 min.
Seventh run rated speed no load 30 min.
* Check the operation of the overspeed tr ip and adjust i f necessary.

Eighth run rated speed 25% load 45 min.
Ninth run rated speed 50% load 45 min.
Tenth run rated speed 75% load 45 min.
Eleventh run rated speed 50% load 30 min.
Twelfth run rated speed 100% load 30 min.

Thirteenth run rated speed 110% load 30 min.
Fourteenth run rated speed 100% load 30 min.

RUNNING-IN AND TESTING INSTRUCTION A 7 8 0 / 3 / I
N O TE: - R .p .m . o f s y n c h ro n o u s -s p e e d en g in e s to be h e l d b y means o f g o v e r n o r o v e r r id ing

lever. Any adjustm ents n e cessary to make the engine conform to the performance
lim its s h o u ld be made d u r i n g these p r e / im in a ry t e s t s .

ENGINE FAULT FINDING INSTRUCTION A 7 8 2 / 3 / I / I
ENGINE FAULT Ff NDING
SYMPTOM P0SSI3LE CAUSE REMEDY INST.

GROUP
Eng i ne w ill not Water in cylin d e r or cylinders. Open compression release

bar round a fte r a valves to locate fa u lty cyl- A7HQ
shutdown period. inder. Remove cylin der head A7I8
and examine head and lin e r
for cracks.
Eng i ne w ill not Hand control lever in correctly Set to START position. A707
s ta rt. set.
In su ffic ie n t startin g a ir pres Top up a ir receiver A707
sure.
Defective startin g a ir d is trib u Remove cover and examine dis- A7M-I
tor. tributor.
Fuel cock*closed. Open cock and prime system. A7N7

No fuel. Replenish fuel tank and prime A707
system.
A ir in fuel system. Prime system. A707
Fuel f iI ter choked. Clean f i l t e r or change element A7N7
(depending on type)
Shutdown device not set for Check shutdown device (when A73M-
startin g . fi tte d ).
Overspeed mechanism "trip ped". Reset. A732
Lack of compression. Examine valve clearances. A7U0
valves, cylin d e r head jo in ts , A736
pistons, rings and lin e rs. A7I8
Engine stops soon A ir in fuel system. Prime system. A707
a fte r startin g. Fuel f i l t e r choked. Clean f i l t e r or change element A7N7
(depending on type).
Engine stops Fuel tank empty. Replenish fuel tank and prime A707-
suddenly. system.
Fuel f i l t e r choked. Clean f i l t e r or change element A7U7
(depending on type).
Failu re of lubricating o il Examine the lubricating o il A750
suppl y. pump and its drive.
Examine governor lubricating A730

o il f i l t e r i f fitte d , clean
if necessary.
Change the lubricating o il A750

f i l t e r element and examine
pipes for possible fracture.

ENGINE FAULT FINDING INSTRUCTION A 7 8 2 / 3 / I / 2
SYMPTOM POSSIBLE CAUSE REMEDY IHST.

GROUP
Seizure or mechanical break Investigate cause, taking care A790

down. in accordance with "P re
cautions against crankcase ex
plosions" .
Operation of overspeed tr ip Locate cause of shutdown, and A732
mechan i sm. reset the t r ip lever.
Engine "hunts" Governor sticking. Examine governor. • A730

N O T E . -R e f e r to m a k er's
in s t r u e t i o n book.
Check that fuel control 1ink- 4748

age i s free and smooth.
Wear of governor parts, e .g ., Renew defective parts. A730
flyw eight bearings, thrust race,
e tc ., or broken springs in fle x
ible drive.
Governor drive gears too deep in Adjust camshaft endfloat. A725

mesh.
D irt in fuel system. Clean or change fuel f i l t e r A747
element (depending on type
f i tte d ).
Examine and clean fuel tank A746
if necessary.
A ir in 1ubricating oi 1. Check for a ir leaks on suction A750
side of o il pump.
Inadequate o il supply to Examine and clean the governor A730
governor. o il f i I t e r ( i f f it t e d ).
A ir in fuel system. Prime system A707
Eng i ne w ill not Engine overloaded. Check load and reduce as nec A707
carry load. essary.
Injection timing incorrect. Check and reset. A703
Cylinder balance incorrect. Reset as necessary. A745
Unsuitable fuel. Check grade and sp ecificatio n .
Turbo-blower fa u lty or com Check rotational speed and
pressor blade d irty . boost. S trip and clean as in
structed in maker's instruc
tion manual.
Low o il pressure to governor. Clean governor o il f i l t e r A730
(when f it t e d ).
Loss of boost pressure due to a ir Examine a ir manifold connec
leakage from manifold. tions and jo in ts for leaks.
In s u ffic ie n t fuel due to in e f f i Remove, clean and te st pumps A745
cie n t pumps and injectors. and in jecto rs.

ENGINE FAULT FINDING INSTRUCTION A 7 8 2 / 3 / I / 3
SYMPTOM P O S S IB LE CAUSE REMEDY INST.

GROUP
Lack of compression. Examine valve clearances, A7^0

valves, cylin der head jo in ts. A736
pistons, rings and lin e rs. A7I8
Chargecooler choked. Clean a ir side. A760
A ir f i 1ter d ir t y . Clean f i l t e r . A76I
Engine knocking. Faulty bearing. Examine bearings in v ic in it y A7I0

of knock. Check bearing A736
clearances and crankshaft
al i gnment.
Piston fa ilu re . Examine pistons. A736
Cylinder balance incorrect. Reset as necessary. A7N5
Injection timing too fa r advanced. Check and reset. A745
Low lubricating o il pressure. Check bearings and o il system. A750
Injectors wrongly set. Test and reset blow-off pre3- A7*F6
sures.
Heavy black Engine overloaded. Check load and reduce as nec- A707
exhaust gases. essary.
Excess fuel and/or incomplete Reset maximum fuel stop. A7M5
combustion.
Faulty fuel, injection pumps. Examine delivery valves, A7<15

plungers and barrels. Check
fuel racks for sticking.
Chargecooler choked. Clean a ir side. A760
A ir f i 1te r d i rty. Clean f i l t e r . A761
Lack of compression. Examine valve clearances, A740

valves, cylinder head jo in ts , A736
pistons, rings and lin e rs. A718
Injection timing incorrect. Check and reset. A745
Unsuitable fu el. Check grade and sp ecificatio n . A745
Heavy blue-white Faulty injectors. Clean and examine. Check A746

exhaust gases. blow-off pressure.
Excessive blue Retarded timing. Reset timing. A725
smoke from
exhaust.
High lubricating D irty pistons and rings. Examine and clean pistons and A736
o il consumption. rings; ensure that drain holes
in pistons and scraper rings
are clear.
Worn or stuck piston rings or Free or renew rings as neces- A736

worn piston ring grooves. sary. Check clearance of
rings in grooves.

ENGINE FAULT FINDING INSTRUCTION A 7 8 2 / 3 / I / H
SYMPTOM POSSIBLE CAUSE REMEDY INST.

GROUP
Worn pistons and lin e rs . Renew pistons and lin e rs if A736

wear exceeds maximum per A7I8
m issible.
Worn valve steins and valve Renew valves and guides. A740
Excessive lu b ricatin g o il pres- Check the pressure reducing A750

sure to rocker gear. valve.
Leaking pipes or jo in ts . Repair or replace as required.
Pistons lacquered. Check o il grade and s p e c ifi A750
cation.
Low lu b r ic a t in g Worn b e a rin g s . Check c le a ra n c e s . A 7 I0
o i 1 p ressu re. A736

Choked lu bricating o il f i l t e r . Examine and clean. Change A750
f i l t e r element i f necessary.
Air leaks on suction side of Examine system; renew fa u lty A750

o il pump. jo in ts or repair broken
pipes.
Faulty high-pressure r e lie f Dismantle and examine. A750

valve.
Badly-worn lubricating o il pump. Renew worn parts. Examine A750
pump gears and check c le a r
ances or f i t new pump.
High o il temperature. Check radiator or o il cooler. A750
Check thermostatic or d if f e r
e n tia l r e lie f valve.
Overheating. Water supply obstructed Investigate and remove ob A755

struction.
Water pump fa ilu re . Change over to standby pump. A755
Renew or repair fa u lty pump.
Engine overloaded. Reduce load as necessary. A707

Injection timing too fa r r e t Reset in jectio n timing. A745
arded.
Radiator ( i f fit t e d ) choked. Clean (See maker's in stru c
tion handbook.)
Failu re of fan drive (when- Check fan b elt tension.
f it t e d ) .
f a ilu r e of fan drive (when- Check fan b elt tension.
f it t e d ) .
Nater jackets heavily scaled. Descale and carry out pre A755
ventative water treatment.

CRACK DETECTION INSTRUCTION A 7 8 3 / I / I / I
CRACK DETECTION
CONTENTS
GENERAL 2
MAGNETIC 2
DYE PENETRANT 2
PARAFFIN/WHITEWASH 3

CRACK DETECTION INSTRUCTION A 7 8 3 / 1 / 1 / 2
CRACK DETECTION
GENERAL
Several methods can be used fo r the detection of cracks in engine components and the
most common methods are:-
(1 ) Magnetic - used on ferrous metals except for au ste n itic and stain le ss stee ls.
(2) Dye penetrant - used on ferrous and non-ferrous metals.
(3 ) Paraffin/whitewash - also used on ferrous and non-ferrous metals.
Prim a rily , the object of crack testin g is to determine surface defects, normally
fatigue cracks, and the methods are outlined in the following paragraphs.
MAGNETIC
This method requires the object under te st to be magnetised and then swabbed with par
a ffin or lig h t o il which contains s o ft iron f ilin g s in suspension. Because o f the p o la rity in
duced along the edges o f the cracks, the iron p a rtic le s are attracted to these edges and adhere.
A fter testing, the sound components must be demagnetised to restore them to th e ir
o rig in a l state. Although th is method w ill indicate cracks quite e f f ic ie n t ly , i t w ill also tend to
show up minor slag inclusions in shafts and folds in forgings which are r e la tiv e ly unimportant.
Therefore, th is type of testing should be carried out by experienced operators who w ill not be
misled into rejecting sound components through m isinterpretation o f results.
Magnetic testing is not suitab le for steels with high nickel and/or high chromium con
tent, stain le ss stee ls, a u s te n itic stee ls and non-ferrous metals.
DYE PENETRANT
Because th is method is e ffe c tiv e on a ll metals, both ferrous and non-ferrous, i t is

much more widely used. The procedure to be adopted, which is r e la t iv e ly simple, is as follows:-
(1 ) Clean the surface, removing a ll grease, d ir t, paint and rust.
(2) Apply the dye penetrant*, using a brush, swab or spray. The penetrant is a deep-red
mobile flu id , the function o f which is to penetrate a ll surface ir re g u la r itie s so
that a minute quantity is retained in the defect a fte r the excess has been removed.
(3) Allow the penetrant to remain on the surface for a period long enough to ensure
complete penetration. The period depends on the nature o f the flaw, e. g ., surface
porosity and wide cracks w ill require a period of about ten minutes w h ilst fatigue
cracks or a very fine defect may require up to th ir ty minutes.
( M-) Remove a ll traces of dye penetrant from the surface. This is best done by swabbing
with trich lo reth y len e or spraying with cle a r water as indicated in the maker's
in stru ction s, and f in a lly wiping the surface with a clean cloth.
(5) Apply the developer. The best method is to spray i t on but brushing is sa tisfa cto ry
provided that care is taken to avoid overlapping and runs.
NOTE:~ As the de ve t o p e r d r i e s , i t w i l l form a smooth w h it e c o s t o v e r the s u r f a c e , then
r e d c o l o u r i n d i c a t i o n s w i l l b e g in to appear in the l o c a t i o n o f any d e fe c t.
Cracks show as t h i n r e d t in e s and the w id th o f such t in e s is p r o p o r t i o n a l to the
depth o f the f a u l t they d i s c l o s e . Very t i g h t cracks may appear as a s e r i e s o f
r e d dots in a c o n tin u o u s form. P o r o s i t y appears as a s e r i e s o f re d dots sprea d
o v e r the s u r f a c e w i t h o u t t i n e a ! c o n t i n u i t y .

CRACK DETECTION INSTRUCTION A 7 8 3 / 1 / 1 / 3
(6 ) Remove the d e ve lo p e r as d e t a ile d in the m a n u fa c tu re r's in s t r u c t io n s .
PARAFFIN/WHITEWASH
I f n e it h e r o f the two p revio u sly- m en tion ed methods is a v a ila b le , the fo llo w in g method
wi l l be found e f f e c t i v e fo r d e te c tin g s e rio u s c ra c k s :-
(1) Clean the part to be examined, wash i t in paraffin then dry it .
(2) Apply a coat o f ordinary whitewash to the surfaces under examination. When the
whitewash is dry, any cracks w ill readily show because the paraffin remaining in
the cracks w ill seep out and discolour the whitewash. This can often be acceler
ated by the gentle application of heat or by gently strik in g the part with a hide
hammer or s im ilar tool.
Reference:* 1 'Chackmor' flaw d e t a c t ion ink. manufactured b y :-
M a n c h e s t e r O i l R efin ery L t d . .
70, Jermyn S t r e e t ,
London, S . 1 . 1.

PRECAUTIONS AGAINST CRANKCASE EXPLOSIONS INSTRUCTION A 7 8 N / I / I / I
PRECAUTIONS AGAINST CRANKCASE EXPLOSIONS
During engine operation, the crankcase becomes charged with a mixture of the lu b ri
cating o il vapour and the small amount of gases escaping past the piston rings. The crankcase
breather vents th is mixture out to atmosphere but re s tr ic ts the outflow to keep the gases at a
po sitive pressure so that the mixture is too rich to support combustion.
I f the crankcase doors are to be removed, the following precautions must be taken
(1) Allow 15 to 20 minutes to elapse between stopping the engine and releasing the
doors. This allows time for cooling any parts which may have become overheated.
(2) Keep a ll naked lig h ts away from the power unit during and a fte r removal of the
doors.
(3) Dispel the crankcase gases by means of a non-electric blower or a compressed a ir
lin e as soon as the doors are removed. An e le c tr ic blower may be used only i f the
hose connection is long enough to enable the driving motor to be kept at a safe
distance from the engine.
(4 ) Do not attempt to s ta r t or even bar round the engine until i t has cooled. This is
p a rtic u la rly important i f the stoppage was due to seizure or suspicion of bearing
fa ilu re .
N O T E :- these p r e c a u t i o n s are most im p o rta n t, a n o t i c e to t h i s e f f e c t s hould be
d i s p /ayed i n a conspic uous p o s i t i o n in the engine room, a n b/or c lo s e to the
e n g in e .

EMERGENCY OPERATION INSTRUCTION A 7 8 5 / I / 2 / I
EMERGENCY OPERATION
lir service, conditions may arise when i t is important that the engine is kept working,
despite a fa ilu r e on one cylin d er - on eith e r the fuel injection equipment or the valve operating
gear. After certain operations to take the affected cylin der out of action, the engine should
be returned to service. The emergency operation is only tobe used where a set of spares to
e ffe c t fu ll repair is not availab le or where I t is essential to operate - even on reduced
power - and a f u ll repair cannot be undertaken immediately.
N O T E :-U n d e r NO circ u m sta n ce s s h o u l d the p ro c e d u re be- implemented on more than one

c y / i n d e r p e r e n g in e .
The maximum fuel stop, governor, or pitch-sheddtng adjustment, as applicable, must not
be altered In an attempt to compensate fo r lo st power.
A lim itatio n of 50% power must be applied, so that theremaining cylinders do not
overload or overheat with the lower boost a ir pressure that w ill resu lt.
The affected cylin der should be put out of action by:-
(1 ) Disconnecting the fuel pump control rack from the control shaft lever by
disconnecting the rack from the free lever.
(2 ) Proving the physical separation of the reck and the shaft by working the control
rack between the " f u l l " and "no fu e l” poaltions.
(3 ) Locking the rack in the "no fu e l" position by f it t in g a c y lin d ric a l gag on to
the rack, to f i t between the rack stop c o lla r and the pump body. The gag must
be a close f i t and, when fitte d , must prevent any movement of the rack.
In the event of fa ilu r e of the valve operating gear, the complete operating gear on the
affected cy lin d e r is removed, thereby rendering the in le t and exhaust valves inoperative.
For a fa ilu r e of a component of the fuel injection equipment, the valve operating
gear on the affected cylin d e r must be l e f t in place.
On the f i rst running of the engine following Jmplementation ol.emergency operation

procedures, the engine must be checked fo r indication of undue noise and vib ration . I f e ith e r
is detected, the engine must be shut down immediately and the source investigated.
Normal defect-reporting action should be taken.
In service, conditions may arise when i t is important that the engine is kept working,
despite a fa ilu r e on one cylin d e r - due to damaged or broken rocker bracket, rocker lever,
valve spring or tappet.
Immediately on the discovery of such a fa ilu r e , the cylin der concerned should be put out
o f action by:-
(I) Disconnecting the fuel pump rack from the control shaft lever and fastening
the rack in the "No Fuel" position.

EMERGENCY OPERATION INSTRUCTION A 7 8 5 / 1 / 2 / 2
(2) Removing the valve operating gear to render both suction and exhaust valves, on
the.approp riate.cylind er, completely .inoperative.
I t is then p e rm is s ib le 'to ‘continue operation of the engine for as long a time as

necessary u n til i t can be shut down fo r correction of the fa u lt.
A Iim ita tio n .o f 50£ power must-be applled to avoid overloading or overheating the
remaining cylin d ers, allowing fo r th e ,reduction in boost that w ill resu lt.
Under no circumstances is 'th e maximum fuel stop to be interfered with to avoid load
shedding.

PRESERVATION INSTRUCTION A 7 8 6 / 1 / 2 / 3
in t o th e a i r i n l e t m a n ifo ld w h ile th e e n g in e is b e in g tu r n e d . ‘ T h e ' f i 1t e r s a re then r e fit t e d .
On turbo-blown engines, the turbine i.s sprayed with . Shell ,.Engi s 20 through the exhaust
o u tle t opening, the turbine being rotated to ensure..that the o il reaches.all parts.
The exhaust thermometer fit tin g s or plugs are removed and the spray is directed into
the exhaust manifold while the engine is being turned; a right-angled-nozzle is used to d ire c t
the spray towards the valves. The plugs and fittin g s are then replaced and locked.
A fter fin a l spraying of the engine, the crankshaft is not turned.
The water system is flushed through with a mixture of water and ShellDromus 904 in
the ra tio of 8:1 or water and Dromus B in the ra tio of 10:I and then drained.
All pipe flanges and unions are blanked o ff, with metal plates and waterproof adhesive
tape respectively; the d ip stick, o il f ilt e r s , a ir f ilt e r s , e tc ., are also sealed with waterproof
adhesive tape. All bright parts, i . e . , operating knobs, levers, e tc ., are coated with Duckham's
Adcol Red Slush.
Labelling
Labels are attached to the appropriate points to indicate "No o il" and "No water", in
addition, one of two labels - depending on the preservation method adopted ; is tied in a promi
nent posi tion.
The label used when the engine has been given fu ll preservative treatment reads:-
"This engine has been preserved. The o ils used give protection during the delivery
period but may not be e ffe c tiv e fo r long storage. The o ils used need not be removed, but working
parts should be lubricated before the engine is sta rte d ."
The label used when the engine has been given the lig h te r preservative treatment
reads:-
"This engine has been treated to cover storage up to a period of three months only. I t
should be kept indoors in a dry place. Working parts shoutd be lubricated before the engine is
started.
..................... Date / / ."
PACKING
Engines for despatch overseas, with the exception of those in stalle d in locomotives,
are completely enveloped in "Alkathene", which is sealed to form an a ir- tig h t bag, before being
put in a packing case. Before the bag is sealed, small bags of S i 1ica—gel are hung around the
engine to absorb residual moisture.
STORAGE
I f the engine is not required for in s ta lla tio n immediately i t a rrive s on s ite , It
should be allowed to remain in its "Alkathene" bag u n til required. Although i t is confidently
expected that the packing w ill keep the engine in good condition for a considerable period, we
recommend that a visual inspection is made from time to time to ensure that moisture is not
forming inside the bag.
In the case of locomotive engines, these are normally put into service within a short
time of a rriv a l at s ite , but i f the engine is not required immediately we recommend that the
preservation procedure - except fo r the fifte e n minutes' run - should be repeated as far as
practicable every six months.
PREPARATION FOR PUTTING ENGINE INTO SERVICE
None of the preservatives applied to the engine needs to be removed before running.

PRESERVATION INSTRUCTION A 7 8 6 / 1 / 2 / 4
Prepare the engine as detailed under RUNNING AND TESTING and follow the OPERATING INSTRUCTIONS
fo r the correct startin g procedure. 'A :: -V ■
: Z - : i . £.“
N O TE :- F o r t r a c t i o n a p p I i c a t i o n s , the o p e r a t i n g i n s t r u c t i o n s are in the lo com otiv e
manual; f o r o t h e r a p p t i c a t i o n s ' the i n s t r u c t i ons are e i sewhere in t h i s manual.
PRESERVATION OF SPARES
Spare p a rts ’ stores should be dry and7wet 1-venti lated.

The preservatives applied to the spare parts should not be removed u n til the parts are
required and, during storage, frequent inspections should be made to ensure that there is no de-
te ri oration.
When p a r t s removed fro m 'a n e n g i n e 'a r e re c o n d itio rie 'd and re 'tu rn e d to s t o r e th e y sh o u ld
be g iv e n a c o a t in g o f p r e s e r v a t i v e , e . g . , Ouckham* s: Ad c o l Red S lu s h , t a l l o w o r g re a s e befor_e_
b in n in g . In th e c a s e o f''su b - a ss e m b l ie s such as g o v e rn o r s , e t c . f th e y s h o u ld be sp ra y e d or_ brushed
w ith S h e ll~ ~ E n s is 20 b e fo re - sto ra g e ".' c ‘ v - - .

PRESERVATION INSTRUCTION A 7 8 6 / I / I / I
ENGINE PRESERVATION
CONTENTS
GENERAL 2
Preservation of fuel system 2
Preservation of turbo-blowers ( i f , f it t e d ) 2
Preparation of engine fo r preservation 2
PRESERVATION OF ENGINE 2
Label 1i ng 3
PACKING 3
STORAGE 3
PREPARATION FOR PUTTING ENGINE INTO SERVICE 3
PRESERVATION OF SPARES 4

PRESERVATION^ INSTRUCTION A 7 8 6 / 1 / 1 / 2
E N G IN E PRESERVATION
GENERAL’/'
E?c(lr^ngi;n8 M s ;gi ww before despatch from our Works, to

ensure that. j.t. i.s .iji perfect condi tion on ..arrj.vaj^.at si te. The same procedure is followed for a ll
engines except those in s t a lle d in ’focomofi ves jjuil ^ i n stfie xompariy13 “works ‘ i n England; as the
:l i ' p-st, J t "" =.’ *) - C l • k ' W - Z C * P ii! ~
latter.en gin es are expected to ru n w ith ih three months, and are connected immediately to the fuel
o il, lu b ricatin g o il and water systems, a modified procedure is used.
V r“;*r‘* ;* '* S "'j 5;j* r £ f ;y T * V * ’ r, £ C £ U -5 ‘ ' .V A S C iiV T ' ! ^ ..T’i-ftZ
Pres6rv:atton'i,Q f f u e l system : >; - - v/scoj k -=;
; V '^ A ft e r xoijmal test* r^nn.mg-.is'completed,3"the fuel rrijectors afe ’removed, clean and re
fitted." T tiefiiel f i T t e r is drainedând the engine is then run for fifte e n minutes on Shell C a li
bration Fluid " C o r Shell Fusus A to ensure that the fuel pumps and injectors are properly
treated with preservative.
Preservation of turbo-blowers ( i f fitted)

A fter normal te s t running is completed, the turbo-blower sumps are drained then f it le d
with Shell Ensis 20. On completion of the fifte e n minutes’ run mentioned above, the blower sumps
are-drained again, '
Preparation of engine for preservation

While o n t e s t, the engine is lu bricated.w ith o il having anti-rust properties and, a fte r
the fin a l run, the fuel o i l , lu b ricatin g o il and cooling water systems are completely drained,
the crankcase doors are -removed and a ll traces o f sludge are cleared from the water and o il
spaces.
PRESERVATION OF ENGINE
A spray gun, fit te d with a pressure gauge and a moisture-removing f i l t e r , is used to

spray Shell Ensis 20 over th e.in tern al ,parts of .the engine is barred round. Spraying is done lib
e r a lly , at >10 p . s . i . , but the bedplate drain is kept-open to ensure that a ll surplus o il is
drained o ff.
On engines intended fo r locomotives b u ilt in the company'sworks in England,the valve
gear issprayed, but on other engines, spraying is done as fotlows:-
( 1) Valve gear.
(2) Internal surfaces of the .crankcase and bedplate.
(3) Crankshaft and main bearing housings.
(4) Connecting rods.
(5) The underside of each piston.
(6) Liner bores.
{7) Camshaft(s).
(8 ) Cams and cam followers.
A fter spraying, the crankcase and camshaft doors are re fitte d and the bedplate drain is
blanked o ff.
On naturally-aspirated engines, the a ir f i lt e r s are removed and the spray is directed

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From the library of Barrington Diesel Club

In stru ctio n *720/2, or

An * issue* number, added as a second *stroke*humber Is added to in d icate whether or

An index Is provided follow ing th is in stru ctio n *

From the library of Barrington Diesel Club

BEDPLATE AND MAIN BEARINGS

AUXILIARY DRIVE - PORT ENGINES USE A720/45

PISTONS AND CONNECTING RODS

From the library of Barrington Diesel Club

RUNNING-IN AND TESTING

From the library of Barrington Diesel Club

From the library of Barrington Diesel Club

The flywheel is s t a t ic a lly balanced. Graduated markings on the periphery f a c ilit a t e

From the library of Barrington Diesel Club

The turbo-blower consists of an exhaust-gas-driven turbine and centrifugal compressor

From the library of Barrington Diesel Club

Service rating at 900 r.p.m. 3320 b.h.p.

APPROXIMATE WEIGHT OF ENGINE COMPONENTS

From the library of Barrington Diesel Club

From the library of Barrington Diesel Club

First Stroke- Induction Second Stroke-Compression Third Stroke-Power Fourth Stroke-Exhaust

Exhaust Gas to Exhaust Gas to

Turbo-blower Turbo* blower

TURBO -CHARGED ENGINES

From the library of Barrington Diesel Club

Second stroke (Compression)

Third stroke (Power)

Fourth stroke (Exhaust)

From the library of Barrington Diesel Club

CHARGE AIR COOLING

The a ir delivered by the turbo-blower is passed through a water-cooled heat exchanger

VALVE TIMING DIAGRAM

From the library of Barrington Diesel Club

MARKING OF ENGINE COMPONENTS

From the library of Barrington Diesel Club

MARKING OF ENGINE COMPONENTS

From the library of Barrington Diesel Club

MARKING- OF ENGINE COMPONENTS

MAIN BEARING CAPS

From the library of Barrington Diesel Club

MAIN BEARING SHELLS

Suffix Letter d eno tes'B'Bank Camshaft

From the library of Barrington Diesel Club

BIG-END BEARING BOLTS

BIG-END BEARING SHELLS

From the library of Barrington Diesel Club

In-1i ne engi nes

From the library of Barrington Diesel Club

BEFORE STARTING ................................................................................................... 2

From the library of Barrington Diesel Club

N O T E : - I t is c o n s id e r e d good p r a c t i c e to o p e r a te the l u b r i c a t i n g o i l p r i m i n g pump

(5) Set the hand control lever to the START position.

(6 ) Ensure that the shut-down device is engaged to tr ip in event of overspeed.

N O T E :-A n engine s t a r t - u p is p r o h i b i t e d w h il e the p i n i o n assembly i s in p o s i t i o n

N O T E :-T h e e n g in e l u b r i c a t i n g o i l system i n c o r p o r a t e s a time c y c l e m o t o r - d r i v e n

(2 ) Check the o il pressure when the engine is running.

From the library of Barrington Diesel Club

(t) Move the hand control to stop.

(2) Turn o ff the fuel supply valve.

N O T E ; - t f there is any danger o f the c o o l i n g w a te r f r e e z i n g when the engine i s to be

(2 ) Air-lock in fuel system. Prime the system.

(4 ) Overspeed tr ip in tripped position. Reset.

From the library of Barrington Diesel Club

An * issue* number, added as a second strokehumber Is added to in d icate whether or

Separating lop Half Bear