M

a -. BUCKYTOh!E
B ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
Contents
CRANKCASE AND CRANKSHAFT

3.1. DESCRIPTION .......................................... 2

3.2. CRANKSHAFT AND MAIN BEARINGS ..................... 3
Crankshaft Endfloat Check ................................ 3
Crankshaft to Main Bearing Clearance Check ................. 4
Crankshaft Deflection Check ............................... 6
Main Bearing Replacement ................................ 1
Main Bearing Removal .................................... 9
Main Bearing Installation .................................. 11
Thrust Bearing Replacement ............................... 14
Thrust Bearing Removal .................................... 14
Thrust Bearing Installation ................................ 15
.
3 3 PUMP DFUVE SYSTEM .................................. 17
Belt Removal ............................................ 18
Fitting and Tensioning a New Belt ........................... 19
Re-fitting and Re-tensioning a Used Belt ................... 20
Crankshaft Pulley Replacement ............................ 21
Crankshaft Pulley Removal ................................ 21
Crankshaft Pulley Installation .............................. 21
Pumpflensioner Pulley Replacement ........................ 22
Pumpmnsioner Pulley Removal ............................ 22
Pumpflensioner Pulley Installation .......................... 22
Drive belt Tensioner ...................................... 23
3.4. TORSIONAL VIBRATION DAMPER ....................... 24

*' Holset Damper Fluid Sampling .............................

Damper Replacement .....................................
Part 1 - Damper Replacement - Engines without a Free End
Extension Shaft ..........................................
24
27

28
Removal ................................................ 28
Installation .............................................. 29
Part 2. - Dam er Replacement - Engines with a Free End
R
Extension Sha ..........................................
Removal ................................................
30
30
Installation .............................................. 31
3.5. FLYWHEEL ............................................. 32
Flywheel Replacement .................................... 32
Flywheel Removal ........................................ 33
Flywheel Installation ....................................... 34
3.6. CRANKCASE FITTINGS ................................. 34

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Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL -
- BUCKSTONE
Crankcase Extractor Fan .................................. 34
Crankcase End Covers .................................... 35
Sump ................................................... 35
Turbocharger Mounting Bracket ............................ 37
Crankcase Water Drain Valves ............................. 38
3.7. TECHNICAL DATA ...................................... 39
Stud Tensioning Data ..................................... 39

Last Irmcd ]/U93 Contents ii Mirrlees Blackstone Ltd

 ESL 12 & 16 Mk2 Section 3
e =BUCKSTOhX INSTRUCTION MANUAL,

CRANKCASE AND CRANKSHAFT

e -
Figure 9 Crankcase And Crankshaft Assembly
1. Crankcase water drain assembly 13. No. 8 main bearing cap
2. Flywheel 14. Pump drive system
3. Flywheel barring holes 15. Viscous damper
4. Thrust bearings 16. Crankcase door
5. Main bearing shells 17. Crankcase door seal
6. No. 1 main bearing cap 18. Main bearing side stud
7. No. 2 main bearing cap 19. Sump seal
8. Crankshaft balance weight . 20. Crankcase end a v e r
9. Main bearing lub oil feed pipe 21. Gasket
10. Lub oil manifolds 22. Turbocharger mounting bracket
11. Lub oil filter assembly 23. Turbocharger water feed pipe
12. Main bearing vertical stud

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 Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
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- BLACKSTONE
3.1. DESCRIFTIQN

Figure 10'- Crankshaft (12Cylinder)

The crankcase is a one-piece iron casting incorporating integral passages for jacket cooling
water and engine inlet air. It forms a rigid structure to which the main engine components
are attached and by which the engine is mounted to a baseplate or supporting structure.
Main bearing caps support the underslung crankshaft. Four hydraulically tensioned studs
attach each main bearing cap to the crankcase (Figure 18). The thin walled steel main
bearing shells are aluminium-tin alloy l i e d . The shells are located by tangs that fit
matching notches in the main bearing caps and crankcase bearing housings (Figure 20).
The crankshaft is fully machined from a continuous grain-flow forging of through
hardened alloy steel. It is designed with alarge overlap between the journals and crankpins,
increasing the crankshaft stiffness. The crankshaft is drilled to allow pressurised oil to flow
through the main bearings to the large end bearings (see lubricating oil flow diagram, page
8- 1). Crankshaft endfloat is controlled by two aluminium-tin alloy thrust rings, mounted
on the No. 1 main bearing. Each thrust ring comprises two halves. The bottom half is
located by a dowel in the No. 1 main bearing cap which prevents the thrust rings rotating.
Steel weights are bolted to the crankshaft webs to balance the rotating masses. The
camshafts are driven by asplit gear mounted on the crankshaft at the flywheel end. Thegear
is made in two halves for fitting purposes, being joined by four bolts and located on the
crankshaft by two dowels, The flywheel is attached to the crankshaft by fitted bolts. The
@ MB
= BLPCXIiTOhX
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

torsional vibration damper is mounted on the crankshaft at the free end. The flywheel and
damper are matched for each engine application to minimisevibration induced stressesand
to avoid 'barred' speed ranges.

The rawwater, freshwater and lubricating oil pumps are driven by a high efficiency, leather
faced polyester cord flat belt from a drive pulley bolted to the damper. The belt alignment is
maintained by crowned pulleys fitted to the belt tensioner and pumps. The drivebelt system
is arranged so that the belt can be replaced without disturbing the driven equipment, engine
pipework and extension shaft, if fitted.

3.2. CRANKSHAFT AND MAIN BEARINGS

a)Crankshaft Endfloat Check
CAWTZON: During this check, do not
lever the balance weights and do not use
excessiveforce on the tommy bar.
Saecial Tools;

1) DTI with a magnetic base.

2) Flat ended tommy bar, lrn (3 ft) long.

1) Isolate the engine starting system and

set the control lever to 'STOP'.
Remove the No 1A cylinder crankcase
Figure 11 - Levering The Crankshaft door. Bar the engine over until the
Web For Endtloat Check crankshaft web is accessible (Fig 11).

0 2) Insert the flat end of the tommy bar between the crankweb and crankcase (Fig 11). Using
the minimum possible force, move the crankshaft towards the free end of the engine to take
up all its endfloat.

3) Mount the DTI on the crankcase, with its anvil bearing on the flywheel (Fig 12). Zero the
gauge.

4) Using the tommy bar, move the crankshaft towards the flywheel end of the engine.

5) Record the DTI reading.

6) As acheck, move the crankshaft back towards the free end and ensure that the DTI reading
is zero again. If it is not, then repeat steps 2-6.

See (3.7.09) for limits.

a
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 Section 3 ESL 12 & 16 Mk2
INSTRUCI'ION MANUAL

Figure 12 - DTI Positioned for Crankshaft Endnoat Check

b)CrankshaR to Main Bearing Clearance Check

This procedure avoids disturbing 'run-in' bearings.
CAVTI0N:Do not attempt to measure the clearance withfeeler gauges, or the bearing sugaces
will be damaged. Take great care not to apply excessivejack pressure to the bearing,for the same
reason.
Snecial Tools:

1) Bottle jack or similar, with a reach from 350 to 460mm (13.5 to 18 in).

2) A wooden beam 640 x 150 x 50mm (26 x 6 x 2 in).

3) A wooden beam 200 x 150 x 50mm (8x 6 x 2 in).

4) DTI with a magnetic base.

MB
=BUCKSTOhZ
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

Assoc iated TaskS

Disconnection of driven equipment.

Isolate the engine starting systems and set the control lever to 'STOP'. Remove the
crankcase doors.
Drain the sump of lub oil (Page 8-6).

?b check the No 2 main bearing onwards:-

Bar the crankshaft round until one of the balance weights adjacent to the main bearing is
positioned with the bolt heads at BDC.

Place the larger wooden beam across the lub oil manifolds in the sump, and position
beneath the balance weight.

1. Balance Weight
2. Wooden Beam
3. Bottle Jack
4. Wooden Beam
5. Lub. Oil Manifolds
6. DTI

Figure 13 - Equipment positioned for -

Figure 14 Equipment positioned for
+
No. 2 main bearing clearance check No. 1 main bearing clearance check

5) Place the jack on the beam and hold the smaller beam across the heads of the balanceweight
securing bolts. Raise the jack until it just contacts the smaller beam.

6) Mount the DTI on the adjacent main bearing cap, with the anvil on the lower surface of the
balance weight (Fig 13). Zero the DTI.

7) Gently raise the jack, using minimal force, until the bearing clearance is taken up. This is
indicated by an increased resistance to jacking.

3 -5 Mirrlccs Blackstonel i d
Section 3 ESL 12 & 16 Mk2
INSTRUClTON MANUAL
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- BLACKSTONE
Record the DTI reading. Lower the jack and check that the DTI reading returns to zero.
If it does not, repeat steps 6 to 8. See item number 3.7.01 for limits and record the clearance
value in the engine log for future reference.

Lower the jack and move the equipment onto the next bearing. Repeat steps 3 - 10for the
remainder of the main bearings (No 2 onwards).

To check the No 1main bearing clearance place the jack under the flywheel, with a DTI on
the upper flywheel surface (Fig 14) and repeat steps 7to 8. (Note that the DTI readingwill
be in the opposite sense).

Crankshaft Deflection Check Zem reading Zero readw

This check should be carried out with the

flywheel, damper, main bearings and all a
driven equipment fitted. The engine
must be cold i.e., shutdown for at least 10
hours. Also the Lub Oil and Water Pump
Drive Belt be slack because when
the Belt is tensioned it lifts the end of the
crankshaft. With the free end crank a
throw at TDC and the DTI positioned as
Figure 16, a deflecting of up to 0.25mm J ~ ~ J ~ ~ J ~masked
Area ~JJ~~~~~
by large ends

(0.010 inch) (between the dimples in the Figure 15 - Measurement positions for
balance weight sides) can be expected crankshaft deflection check viewed from
between belt slack and correctly the flywheel end
tensioned.

On marine engines, the check must be carried out with the vessel afloat, so that the engine
mountings are correctly aligned.

During the check, bar the engine round clockwise, looking onto the flywheel end.

Special To&

Crankshaft web deflection gauge (Part no. 99-07378)

Isolate the engine starting system and remove the crankcase doors.

Bar the engine round until No. 1crankshaft throw is approximately40°from BDC (position
1on Figure 15).

Fit the DTI into the indentations set on the No. 1 throw balance weights (Figure 16).
 MB
=BL4CKSTOhE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

4) Zero the DTI at position 1.

5) Bar the engine round until the crankpin

is at 90° to engine vertical and note the
DTI reading (position 2).

Bar the engine round until the crankpin

is at engine TDC and note the DTI
reading (position 3).

7) Bar the engine round until the crankpin

is at 90° to engine vertical and note the
DTI reading (position 4).
Bar the engine round until the DTI is as
close to the connecting rods as possible
(position 5). (The reading should again
be zero).

9) Remove the DTI and repeat 2-8 for

each of the crankshaft throws.

10) If the deflection readings exceed the

tolerance on the datum figure taken -
Figure 16 DTI positioned for crank
during commissioning, this indicates shaft deflection check
either excessive main bearing wear or
that the engine alignmentkhocking
needs attention. If there is any doubt please contact Mirrlees Blackstone (Stockport) Ltd.

0 d)Main Bearine ReDlacement

The following features are incorporated in the design:-

1) The bearing and bearing housing design ensures that the bore is slightly larger across the
bearing split line, to accommodate bore deflection associated with firing loads.

2) When the studs are loose, there is a small but positive clearance between the side faces of
each main bearing cap and the crankcase, to allow the cap to be lowered and raised. To
ensure that this clearance is correctly taken up, it is vital that the main bearing studs are
tightened in the specified sequence. (See Page 3-13).

3) When the main bearing cap is lowered, the weight of the crankshaft produces sufficient
clearance to allow the top main bearing shell to be easily slid out of and into position.

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 Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL -
-
MB BLACXSTO~W

4) The bearing shells incorporate 'free-spread', where the width across the horns of each
shell in its free state is greater than the
main bearing bore (Figure 19). This
ensures that the horns make positive
contact with the main bearing housing bore
and that, when each pair of .shells is
brought together during assembly, they
will be correctly aligned. (See 3.7.03)

5) The main bearing shell locating tangs are all

situated on the 'B' bank side (Figure 12).
lb avoid damage to the tangs, it is vital to
tighten the main bearing studs in the
specified sequence. (See Page 3-13).

The shells are identical, but when fitted they

are each marked with their bearing
number and as top or cap shells by the
letters T'or 'C', e.g., '3C' indicates No. 3
main bearing cap shell (Figure 20). If
fitting new shells, etch the installed
position number and letter inside the oil
groove. @o not mark the bearing
surface).
Figure 17 - Main Bearing Assembly
CAUTION:
1. To ensure that the crankshaft is properly
supported only remove alternate bearings.
2. Take extreme care not lo damage the
bearing surfaces.

1) Hydraulic pack and tensioners.

2) An approximately 112 ton capaciv bottle jack

or similar with a reach from 350 to 460 mrn
-
Figure 18 Section through main bearing
(13.5 to 18 in).
assembly
3) A wooden beam, approximately 614x 15Ox 150 mm (24x6x 2 in) to lie across the oil
manifolds and support the jack.
0 MB
= BUCXSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

Main Bearing Cap Weight: 55 kg (120 lb)

Main Bearing Removal

1) Isolate the engine startingsystemand set

doors for the No. 1and 2 main bearings)

either side of the bearing and on both '' I+O
0 1 ;
-
NOTE: If the end bearings are being I I
removed,improved access may begained by
removing the appropriate lower crankcase
end cover.
Drain the sump of lubricating oil (Page
I

I total
I
I
I I
8-6). free-spread --)I

Bar the engine round until the main

bearing cap is not masked by the balance
-
Figure 19 Main bearing shell and cap,
showing free spread
weights.

3) Remove the main bearing cap lubricating oil supply pipe and plug the holes to prevent dirt
ingress.

4) (See 'hydraulic pack and tensioners' for operating instructions, page 13-1). Fit hydraulic
tensioners to the two side and two vertical main bearing studs. (Figures 21,22 and 23) Set
gap 'X'to 3.5 mm (0.14ins) on all four tensioners (Figure 24), by hand-tightening onto stud
and backing off 1turn approximately

5) Connect both side stud tensioners to the hydraulic pack and pressurise to 11,000 psi (760
bar). Undo the nuts one complete turn, using a tommy bar through the tensioner windows.

6) Release the pressure and disconnect the hydraulic pack. Remove the side stud tensioners.

Figure 20 - Main Bearing Shell And Cap, Showing

Shell Markin s, Tang And Notch
7) 5
Connect theverticalstud tensioners to t e hydraulicpackand pressurise to 17,OOOpsi(1,170
bar). Undo the nuts one complete turn.

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Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
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- BL4CKSTONE

Figure 21 - Side Stud Tensioner Figure 22 - Vertical Stud Tensioner

In Position In Position

-
Figure 23 Recessed No. 1 Main Figure 24 - Stud Tensioner
Bearing Side Stud
 MB ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

Release the pressure and disconnect the hydraulic pack. Remove the tensioners. Remove
the side studs and nuts.

9) Position the piece of wood and the bottle jack on the oil manifolds (Figure 25). Raise the
jack to support the main bearing cap. (Do use excessive force.)
Remove both vertical stud nuts.
Lower the bottle jack until the cap has dropped approximately 170 mm (6.7 in) to enable the
bearing shell to be removed (Figure 26). (If the cap will not move, loosen the nuts on both of
the adjacent main bearing cap side studs, using the hydraulic pack. This should allow the
crankcase to relax sufficiently to free the cap.)
12') Press on the 'A' bank (non-tang side) of the lower shell, to disengage it from the cap.
Remove the shell.

13) Push the upper shell around the crankshaft from the 'A' side and remove using a clean,
pliable piece of plastic, approximately 200 x 50 x 3 mm ( 8 x 2 x 0.1 ins) thick.
Main Bearin? Installation
Ensure that all components are clean and undamaged, and check that the free spread across
the horns of all shells is within limits (Figure 19 See Item number 3.7.03 for limits). Check
that the shells are correctly marked
Using clean engine oil, lubricate the top shell's bearing surface.
Working from the 'A'side of the engine,place the shell in the palm of the hand, with the tang
nearest the body.

4) Place the shell on the underside of the crankshaft journal. Slide into position around the
journal, tang trailing.

5) Working from the 'B' side of the engine, push the shell fully home by hand pressure (Figure
27). Ensure that the tang is fully located and that the shell end is flush with the housing (on
the tang side only).
Fit the cap shell to the cap and locate the shell, using hand pressure to overcome the shell's
free spread. Ensure that the shell end is flushwith the cap (on the tang side only). Lubricate
the shell's bearing surface with clean engine oil.
NOTE: When the cap and crankcase shells arefitled, with the tang endflush to the housings,
the non-tang end will stand slightlyproud. This is correct and ensures that when the cap isfiUy
tightened, the shells are a tightfit in the housing bore.
7) Carefully raise the cap into position, using the bottle jack, ensuring that the cap locating
dowels engage correctly.

'CI

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 Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
-
- BUCKSTONE

I
Figure 25 - Main Bearing Cap
Supported By Jack
1. Cap
2. Wooden beam
3. Lub oil manifold

Figure 26 - Main Bearing Cap

Fully Lowered

Figure 27 - Installing Main Bearing

Shell
a
._.. -. . -.
Last Issued 1/1/93 3 12 '"lllllrw Y,e.lc,L"II~ L L Y
 MB
=BUCKSTOh!E
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

C4UTION:Steps 8 to 17 must be followed in strict sequence, to ensure the main bearing shells
seat correctiy. Failure to do so could result in damage to the engine.
8) Fit the 'B'sidevertical stud nut and tighten, using the tommy bar. Check that there is no gap
between the cap and the crankcase just inside
the stud.

9) Fit the 'A' side vertical stud nut and tighten,

hand tight only. Using a feeler gauge,
measure gap 'C' (bearing shell nip) between
Gap C Gap should be rem the cap and the crankcase, just inside the stud
(Figure 28). See 3.7.04 for limits.

a 10) Fit the side studs and screw in until just tight
(do not overtighten). Check that the ends of
the studs stand out 93 - 97 mm (3.66 - 3.82
in) from the crankcase. Fit the nuts to the
studs and tighten, using the tommy bar.

11) Fit hydraulic tensioners to all four studs.

-
Figure 28 Main Bearing 'Nip Check that gap 'X' (Figure 24) is zero on all
1. Gap should be zero four tensioners.
2. Gap should be measured (gap 'C')
12) Connect both side stud tensioners to the hydraulic pack and pressurise to 4,000 psi (280
bar). Tighten the nuts and release the pressure. Tighten both tensioner inserts onto the
studs, using the tommy bar, to set gap ' X' to zero. Disconnect the hydraulic pack.

13) Connect both vertical tensioners to the hydraulic pack and pressurise to 4,000 psi (280 bar).
Tighten the nuts and release the pressure. Tighten both tensioner inserts onto the studs,
a using the tommy bar, to set gap 'X ' to zero.

14) Pressurise both vertical tensioners to 16,000 psi (1,100 bar).

Tighten the nuts firmly, release the pressureand check thestud stretch by measuringgap'x
on each tensioner, using a feeler gauge. See item 3.7.12for limits. Disconnect the hydraulic
pack.

15) Connect both side stud tensioners to the hydraulic pack and pressurise to 10,000 psi (680
bar). Tighten the nuts firmly, release the hydraulic pressure and again measure gap 'X' on
each tensioner, using a feeler gauge. See 3.7.13 for limits. Disconnect the hydraulic pack.
NOTE: Ifgap X' is too low, check the hydraulic pressure gauge calibration. If this is correct
there is probably dirt in the threads or under the nu&. These should be removed, cleaned and
rejitted.

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 Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
-
- BLACXSTOh!E
16) As a check, the number of tommy bar holes in each nut that pass the tensioner windows can
be counted. This also corresponds to the stud-stretch. The correct nut rotations are:
Vertical studs to 5 hole pitches
No. 1main bearing aside studs 1% to 3/4 hole pitches
All other side studs 1 to 1112 hole pitches
17) Remove all four tensioners and fit the protective caps to the side studs.
18) If any adjacent main bearing side studs have been loosened to facilitate cap removal, tighten
them (steps 15,16 and 17 above).
19) Check the crankshaft to main bearing clearance (Page 3-4).
20) Remove the jack and wood from the sump. Check that there is no debris in the sump.
Remove the protective plugs and fit the main bearing cap lub oil supply pipe. e
21) Refill the sump with lub oil (Page 8-6). Briefly switch on the lub oil priming pump and
check that oil flows from the crankshaftkrankcase interface.
22) Fit the crankcase and/or camshaft drive train doors.
f) Thrust Bea rine Reolacement
The thrust bearings are a free fit on their outside diameters and on their location dowels.
This allows them to expand freely, avoiding distortion. The thrust bearing halves are
identical, but once 'run-in', must be replaced in their original positions if removed. They
-
should each be marked with their installed positions 'fly' or 'free' identifies which side of
the cap they are fitted and 'T'or 'C' identifies top or cap halves. If bearing renewal is
necessary, it is essential that the top and cap halves are renewed as a pair.
If unexpectedly high wear is found, the most likely cause is end-thrust originatingfrom the
driven equipment (the thrust bearings are designed to limit the end float of the engine itself e
- not that of the driven equipment. See the appropriate Manual for details of the driven
equipment).
Assoc iated Tasks

I) No. 1 main bearing replacement.

2) Crankshaft endfroat check
Thrust Bearine Removal

1) Isolate the engine starting system and set the control lever to 'STOP'. Whilst keeping the
vertical nuts engaged on the studs, approximately 2 threads, lower the No. 1 main bearing
cap (Page 3-9) until it rests on the nuts.

a
Last Issued 1/1/93 3-14 Mirrlces Blackstone Ltd
 MB
=BUCXSTOAE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL,
Section 3

NOTE: Check that each thrust ring is marked with iIs installed position as it is removed.
2) Pull both cap halves off their dowels and remove.

3) Slide both top halves around their recesses and remove.

NOTE: Levering the cranksha@ to put all the endfloat to one side of the bearing may asskt in
removal and installation.
Thrust Bearing Installatipn

1) Check the crankshaft thrust faces for damage and scoring - polish out if necessary using a
flat scraper (not emery paper). Check the thrust bearings for damage and discolouration.
Measure the thickness of the bearings ( see item number 3.7.10 for limits) and check that
they are flat to within 0.12mm (0.005 in). Renew the thrust bearings if necessary.
a 2) Check the bearing locating dowels for damage and renew if necessary. (The dowel is an
interference fit in the cap). If fitting a new dowel, hammer it home using a 6mm drift to
avoid distortion (Figure 30).

3) Ensure that the dowel shoulder is just below the level of the cap thrust face, or the
crankshaft endfloat will be affected.

4) Lubricate the bearing surfaces with clean engine lub oil.

CAWTZON:The thrust bearings incorporate oil slots, to provide lubrication for the thrust faces
(Figure 31). The thrust bearings must befitted with these oil slotsfacing outwardsfrom the cap.

5) Fit both thrust bearing top halves, by rotating into their recesses.

6) If fitting new thrust bearings, it is advisable to carry out a preliminary check of the

a crankshaft endfloat at this stage (Page 3-3).

Place the thrust bearing cap halves in position.

7)

8) Fit the main bearing cap (Page 3-11), ensuring that the thrust bearings remain in position
as the cap is raised.

9) Check the crankshaft endfloat (Page 3-3).

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Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
-
- BLQCXSTOAE

a+-,
Dowel MBC

jLD&
T-
6 mm
(0.25 in)

Figure 30 - Thrust Bearing Dowel

Figure 29 - Thrust Bearings and No. 1

Main Bearing Cap

1. Dowel locating hole

2. Oil slot
 MB
=BLACKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

3.3. PUMPDRIVESYSTEhq

The belt is designed to be able to operate normally, even if subject to oil or water
contamination. It is kept centrally positioned by crowning on the smaller pulleys.
Misalignment will not occur unless the belt tension is incorrect, or there is a mechanical
defect in the belt or the pulley system.

Figure 32 - Drivebelt Arrangement

1. Crankshaft pulley
2. Damper
3. Raw water pump - (not fitted on air
to air intercooled engines)
4. Belt tensioner
5. Tensioner mounting plate
6. Lub oil pump
7. Fresh water pump
8. Tensioner setscrew
9. Tensioner nut
10. Adjuster screw (and tabwasher)

e If any alignment faults should occur, check that all pulleys are free to rotate smoothly (ie,
with no roughness due to damaged bearings). The belt must be renewed if it is frayed or
cracked, or if the leather facing is worn through, exposing the core material. If the belt
surfaces become glazed they must be carefully wire-brushed to achieve a ’suede-leather’
finish and then dressed with the recommended spray.

In hot, dry or dusty conditions the belt may dry out. This is indicated by hardening and
eventual cracking of the belt surface. In these conditions the belt should be periodically
treated with the recommended spray dressing. (to be obtained from our Spares
Department.)

During the first 100 hours of running, the belt will “bed in” and loose some tension. This is
allowed for by the initial tension setting.

e
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Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
-
- JmiS
BLACKSTONE
The installationprocedurevaries, according to whether the original or a replacement belt is
0
to be fitted.

Figure 33 - Belt Tensioning

Incorrect tensioning can reduce the life of the belt and the pulley shaft bearings, therefore
the procedures outlined below must be strictly followed to ensure that the final tension is
correct.

Belt Removal

Isolate the engine starting system and turn the control lever to 'Stop'.

Remove the drive belt guard front end cover.

a
If the same belt is to be re-fitted; mark, using a white marker, its direction of rotation and
its inner/outer surfaces to ensure that it will be re-fitted in the same position.

Also check that the tensioner and back plate have been position-marked. If not, do so.
(Figure 33)

Remove the 2 tensioner securing setscrews and loosen the 2 tensioner nuts approximately
1/2 a turn so that the tensioner will slide on the back plate.

Bend back the tabwasher and undo the tensioner adjusting screw until the belt can be
removed.

Coil the belt avoiding sharp bends (See fig 33A), and store in a clean dry area.
’
I-

MB
=BL4CXSTOh!E
b)
ESL 12 & 16 Mk2
Pittine and Tensionine a New BeIt
INSTRUCTION MANUAL
Section 3

IMPORTANT
Fig 33A COILING BELT WHEN To prevent damage fold
REMOVED ends over Formers 100 mm
(4 inch) minimum Do not
fold belt. Coil as shown.

Renew the adjusting screw tabwasher.

Check the pulleys for excessive play and roughness of rotal.,n, and ensure that their runn
surfaces are clean.
a 3) With the belt offthe engine, markwith a ball point pen two lines exactly 400 mm apart on its
inside surface.

The surface is marked with a direction of rotation arrow.

Important; The belt be marked aany tension is put into it.

4) Fit the belt around the pulleys with the two lines on the inside of the bottom belt run. Ensure
that the arrow on the belt points in the direction of rotation. (The lay of the drive surface is
designed to run in a particular direction).

5) Tighten the tensioner adjusting screw enough to take the slack out of the belt, so that it just
grips the pulleys.

Bar the engine approximately 2 1/2 revs. to align the belt on the pulleys.

Fit the two tensioner set screws but do not tighten.

7) Tighten the adjusting screw until the two lines on the belt are exactly 405 mm apart.
CAUTI0N:Over tightening the belt will overload and could significantly reduce the li$e of the
pump bearings. Under-tensioning will not enable the belt to properly transmit the drive and may
result in it running offthepulleys.
Tighten the tensioner setscrews and nuts to 135 Nm (100 1bf.ft).

Bar the engine approximately 2 1/2revs. and check that the lines on the belt are still 405 mm
apart. Adjust if necessary.

When the tension is correct, delete the existing position marks on the tensioner body and
back plate, and make new ones. (Figure 33)

y
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Section 3 ESL12&16Mk2
INSTRUCTION MANUAL
A
-
B
MIRIUEES E

- BUCKSTOh?E
11) Bend up the tabwasher to lock the adjusting screw. Refit the belt guard front end cover.
NOTE Unless disturbed, the bell will now remain correctly tensioned for its entire [$e.
-fittine and Re -tens ioninp a Used Belt
.
Renew the adjusting screw tabwasher.
Check the pulleys for excessiveplay and roughness of rotation, and ensure that their running
surfaces are clean.
3) Check the belt condition and wipe off any dirt or grease.
4) Fit the belt around the pulleys. Ensure that the belts inside surface is on the inside and its
direction of rotation is correct. (These should have been marked on it together with its
engine number before removal see section 3.3A).
5) Tighten the tensioner adjusting screw enough to take the slack out of the belt so that it just
grips the pulleys.
Bar the engine approximately 2 1/2 revs. to align the belt on the pulleys.
Fit the two tensioner setscrews, but do not tighten.
7) Tighten the adjusting screw until the position-marks on the tensioner body and the
backplate line up.

-
rigure 35 DTI Positioned For
1. Attachment bolts Pulley Alignment Check
2. Jacking holes
Check the belt tension by applying a torque wrench to the nut on the top left hand pump.
The pulley should slip inside the belt at a torque of 120 lbf/ft (163 Nm) for 75 mm wide belts
and at 150 lb/ft (203 Nm) for 100 mm wide belt.

a
 MB
= BL4CKSTOhE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

NOTE Rotate pump nut clockwise during check regardless of direction of engine rotation.
8) Tighten the tensioner setscrews and nuts to 135 Nm (100 Ibf.ft)

9) Bend up the adjusting screw tabwasher. Refit the belt guard front cover.
d) Crankshaft Pullev Replacement

The crankshaft pulley is attached to the damper by eight bolts and is located by two dowels.
If an extension shaft is fitted to the free end of the engine, the damper and extension shaft
assembly will have to be removed with the pulley.

Crankshaft drive pulley weight:- 27Kg (60 lb)

Crankshaft Pullev Removd

1) Isolate the engine starting system and set the control lever to 'STOP'. Remove the drivebelt
(Page 3-18).

2) If a free-end extension shaft is fitted, remove the damper and extension shaft assembly,
complete with the pulley (Page 3-30).

3) Match mark the crankshaft pulley and damper.

4) Support the crankshaft pulley and remove the 8 M12 bolts (Figure 34).
5) Fit 2 of the M12 bolts to the jacking holes and tighten evenly, forcing the pulley off its
locating dowels.

6) Lift the pulley clear and remove the jacking bolts.

7) If fitting a new pulley or damper, remove the two locating dowels from the damper.

p
1) Clean all mating surfaces thoroughly, or misalignment may occur.

2) Lift the pulley into position on the damper.

3) Fit the retaining bolts and lockwashers. Tighten them sufficiently to hold the pulley in
place, but not enough to prevent the pulley being repositioned for alignment purposes, if
necessary.

4) If the damper has been removed, install it (Page 3-31). Position the DTI as shown to read
on the belt contacting surface of the pulley (Figure 35). Bar the flywheel round and align the
pulley to within 0.25 mm (0.010 in) total indicated reading on the DTI.

Y
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 Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
= BLACKSTONE
Tighten the retaining bolts progressively to 75 Nm (55 Ibf ft) and re-check the pulley
alignment (step 4).
-
If a new damper or pulley has been fitted, ream the two dowel holes to 12.000 12.027mm
(0.4724 - 0.4735 in) and drive in the dowels.
Fit the drivebelt (Page 3-19).
Ihm&&mer Pullev Reulace-
The four pulleys are an interference fit on tapered shafts and are each retained by a
self-locking nut. To facilitate pulley removal, the tapered pulley bore can be hydraulically
expanded to eject the pulley from the shaft (Figure 36).
SDecial Tools;
e
I) Hydraulic pack and adaptox

Pumumensioner Pullev Removal

Isolate the engine starting systems and set the control lever to ’STOP’. Remove the pulley
guard and the drivebelt (Page 3-18).
Holding the pulley shaft steady by using a spanner on the flats of the pulley boss, undo the
retaining nut one turn only.
WARNING: Thepulley will be ejected with considerableforce. This ispe$ectly safe, providing
thepulley retaining nut is undone one turn only. As aprecaution ensure that no-one or no part
offhe body is in front ofthe pulley whilst hydraulic pressure is applied.
Read ’Hydraulic Tensioning Equipment’ (Page 13-1). Fit the hydraulic adaptor to the
pulley, connect to the hydraulic pack and increase the pressure until the pulley is ejected
from its taper. (Pressures in excess of 20,O 00 psi (1,380bar) may be necessary).
Release the pressure and remove the hydraulic adaptor.
Remove the nut, washer and pulley.
PumolTensioner Pullev Installation

1) Clean the shaft and the pulley bore.

2) Firmlypush the pulley onto theshafttaper and fitthewasher andself- lockingnut. Tighten
the nut to 237 Nm (175Ibf ft).

3) Lubricate the hydraulic connection with a drop of engine lub oil and firmly fit the plastic
protector cap.

Mir,lrrr nl*,.!,.,n”.
......-.- 1 Id
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MB
=BLACASTOhZ
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

4) Fit the drivebelt and pulley guard (Page 3-19).

Special Tools
Reaction bar (i9030196)

Figure 36 - Belt Tensioner

1. Lub oil inlet 8. Bearings
2. Lub oil outlet 9. Circlip
3. Circlip 10. '0'ring
4. Rear oil seal plug 11. Fonvard oil seal
5. Circlip 12. Washer
6. Tensioning bolt and tabwasher 13. Hydraulic connector
7. '0' ring

f) Drive belt Tensioner (For deta ils o f the DurnDs. see the appropriate svstemsl
The drivebelt tensioner is attached to its mounting plate by two bolts and two setscrews,
which pass through slotted holes in the tensioner casting (Figure 36). These fasteners are

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 Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
-
- BLACXSTOh%
fitted with conical ’Belleville’ washers, which allow the tensioner to move during
belt-tension adjustment, after the fasteners have been loosened slightly. The tensioner’s
position (and therefore the belt tension) may be adjusted by turning the tensioning bolt,
which is locked by a tabwasher.
The tensioner shaft is mounted on two renewable bearings, which are lubricated with
engine oil. This is supplied by pipe from the ‘A‘ bank camshaft end bearing (Figure 144).
The overflow pipe transfers excess oil to the sump.
NOTE: Ifthe tensioner is replaced, the ’Belleville’ washers must bejitted with the conesfacing
awayfrom the engine.
Always grease #heshaf2 beforejitting oil seal.
3.4. R D PE

The Holset damper consists of an annular mass, free to rotate on bearings within the
damper body (Figure 37). The body is attached to the free end of the crankshaft. The small
clearance between the two components is filled with a highviscosity siliconefluid. This fluid
absorbs energy when there is relative movement between the two components. This
absorption of energy reduces the amplitude of torsional vibration and the associated
crankshaft stresses to a safe level. The damper’s efficiency depends on the viscosity of the
fluid. The fluid should be sampled at 20,000 engine running hours, using a special spanner
and sampler obtainable from either Holset Ltd or Mirrlees Blackstone (Stamford) Ltd. The
sample should be returned to Holset Ltd for analysis and, from this, the final life of the fluid
will be advised. At least 10 samples may be taken without affecting the damper’s
performance. The damper is asealed unit and must be returned to the manufacturer for any
rectification (including fluid changing).
Address: Holset Engineering Company Ltd (Industrial Division)
131 Parkinson Lane
HALIFAX Telex: 517643
HX13RD Telephone: (0422) 57234
a) g- 1 uid m i

There are two sampling plugs on the damper accessible through holes drilled in the
crankshaft pulley. Either of these plugs may be used.
Soecial Tools:

I) Holset sampler:
2) Holset plug removal spanner:

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e MB
= BLACXSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

LastIssucd lJM3 3-25 Mirrlces Blackstone Ltd

 Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
-
- BLACXTTONE

Figure 39 - Damper, Crankshaft Pulley And Extension ShafVSpacer Assembly

1. Crankshaft pulley
2.
3.
Clearance bolt
Damper a
4. Socket head screw
5. Spirol pin
6. Crankshaft flange
7. Extension shaft
OR
8. Spacer plate
9. Fitted stud
1) Isolate the engine starting system and set the control lever to ’STOP’Remove the drivebelt
guard.

2) Remove one of the two sampling plugs from the damper, using the special spanner (the
initial resistance to turning is high, as the plug is locked by peening).

e
Last Imcd 1/1/93 -7-25 .......-- -,”--.-..” ”.”
,“:__1^__1)1^-1-.---.. _I
/@ MB
= BLQCKYTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

3) Remove both caps from the sampler and screw the sampler into the damper (Figure 38).

4) Bar the engine round until the sampler is at its lowest position so that the fluid can drain out.

5) When fluid is just seen emerging from the sampler (this may take as long as several hours),
fit the end cap, remove the sampler and fit the other cap.

6) Refit the sampling plug and tighten to 24 Nm (18 lbf ft) - do not overtighten. Peen with a
small, round nosed punch, to force metal into the plug notches.
7) Refit the drivebelt guard.

8) Send the sampler to the manufacturer or nearest authorised agent.

b) DamDer Replacement
e There are two procedures for damper replacement, depending on whether or not an
extension shaft is fitted at the free end of the engine. If there is no extension shaft, a spacer
plate is fitted in its place (Figure 39 item 8).
The extension shaft/spacer plate is not spigoted to the crankshaft flange, but is instead
located by two 'spirol' pins, to facilitate removal and installation and is secured to the
crankshaft flange by two socket head capscrews. On commissioning it is recommended that
a solid packing piece, approximately 100 mm (4in) thick, is fitted at the driven equipment
end of the extension shaft. Removal of this packing piece will simplify extension shaft
replacement.
The damper is spigoted to the outer diameter of the extension shaft or spacer plate flange.
The damper, extension shaft (or spacer plate) and crankshaft flange assembly is secured
normally by four clearance bolts and two fitted studs. The studs transmit the drive and their
holes are reamed on assembly. If refitting the same damper, the existing holes may be
0 re-used. However, if fitting a new damper, the existing reamed holes cannot be re-used
for the fitted studs as the holes would inevitably be enlarged.
The studs must be fitted through two diametrically opposite holes, of the four previously
used for bolts, and these holes must be reamed to size on assembly.
NOTE: Whenevera damper is renewed, the reamed holes should be clearb and indelibb marked
on the crankhaftflange.
A new or reconditioned damper will have the two stud holes pre-reamed. Care must be
taken to align these holes with the correct holes in the crankshaft and extension shaft during
installation.
A replacement damper may be supplied with oversize holes. In this case a suitable reamer
and a set of oversize fitted studs will also be supplied - the existing bolts may be re-used.

LartIssued llW3 3-21 Mirrlecs Blackstone Ltd

 Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL MB
-
- BLQCKSTOh?E
If all the six holes in the crankshaft flange (and spacer/extensionshaft) have been previously
reamed for fitted studs, a damper with oversize holes must be ordered.
NOTE: In certain installntions the forward end extension shafl, qfitted, may be required to
transmit greaterpower possibly up tow enginepower. In these cases the damper/extensionshafl
may be secured to the crankshaj? by a total of 4 or 6fitted studs, which will replace the clearance
b o h . In these cases, damper renewal will fhereforeautomatically involvefltting oversize studs.
e) Part 1 Damoer Reolacement - Engines without a Free End Extension Shaft
SDecial Tools;

1) 25.000-25.033 mm (0.9843-0.9855 in) reameq forjitted studs.

2) Steel bar and timber support (Figure 40).

Damper and drive pulley weight (minimum): 214 kg (470 lb).

Removal

1) Isolate the engine starting system and set the control lever to 'Stop'. Remove the drivebelt
(page 3-18).

2) Remove the crankshaft pulley @age 3-21).

3) Bar the engine round, until one of the four damper attachment bolts, that has not been
previously teamed, is at TDC.

4) Match mark the fitted stud holes on the damper and the crankshaft, using an indelible pen.

5) Remove the fitted studs, using a tube and nut type extractor if necessary.

6) Remove the attachment bolt at TDC. Ensure the support bar is free from burrs and coat
lightly with grease, to assist in sliding the damper. Fit the support bar and timber support
(Figure40) and lock the bar behind the crankshaft flange toprevent it being pulled out (e.g.
by a nut, or split pin).

7) Remove the three remaining attachment bolts.

8) Slide the damper approximately 100 mm (4 in) away from the engine. Fit a lifting sling
through the damper bore and around the centre of the turbocharger bracket and take the
weight of the damper (Figure 40).

9) Slide the damper along the removal bar (maintaining the sling tension) until it can be lifted
vertically.
e MB
= BUCKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

10) Remove the support bar from the engine and lift the damper clear.

htallation

1) Check the damper attachment boltsand studs for fretting and damage - renew if necessary.
Ensure the damper and spacer mating faces are free from burrs and scrupulously clean, or
misalignment may occur. Check that the two setscrews holding the spacer plate to the
crankshaft flange are tight.

Figure 40 - Damper Removal - Engine

Without Extension Shaft
Turbocharger mounting bracket
Crankshaft flange and spacer plate
Bright steel bar, 24 mm (1in) diameter
Timber support, approx 100 x 75 mm (4x 3 in) thick

2) Lift the new damper into position with one of the two pre-reamed holes at TDC.

3) With the crankshaft in the same position as during removal, fit the support bar and timber
support as before.

Lartlrsved llM3 3-29 Mirrlccs Blackstone Ltd

 Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
-
- BLACKSTOM

4) Slide the damper along the bar, towards the engine, gradually releasing the sling tension.
When approximately 100 mm (4 in) from the spacer plate, remove the sling and clean any
debris from the damper mating surface.

5) Slide the damper into position. Clean the bolts and coat with molybdenum disulphide or
coppaslip. Fit and nip tight the four bolts (do not overtighten), leaving the 2 pre-Teamed
holes vacant.
Remove the bar, align the fitted stud holes and ream through, using the damper hole as a
guide.
Clean the studs and coat with molybdenum disulphide or coppaslip. Tap the studs home.
Progressively tighten the bolts and studs to 540 NM (400 1bf.ft).
Fit the crankshaft pulley (page 3-22). e
Fit the drivebelt (page 3-20).
Part 2. Damoer Realacement - Ene ines with a Free End Extension Shaft
Soecial Tools;
I) 25.000-25.033 mm (0.9843-0.9855 in)

reamer for jitted studs.

2) Piloted punch for spirolpins (Figure 41).

Comaonent weiFhts;
Damper and drive pulley (minimum weight):
214 kg (470 Ib).
Extension shaft: Dependent on application -
see installation drawings.
Removal
Figure 41 - Piloted punch for
spirol pins
1) Isolate the engine starting system and set the
control lever to 'STOP'. Remove the drivebelt and guard (page 3-18).

2) Mark the fitted stud holes on the damper and crankshaft. Match mark the extension shaft
and crankshaft flanges.

3) Ensure that the extension shaft is free from burrs and lightlycoat its top surface with grease,
between the damper and the centre of the shaft.
 MB
=BLACKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

4) Remove the fitted studs, using a tube and nut type extractor if necessary. Remove the four
bolts.

5) Support the damper, usingalever between its inner radius and the extension shaft. Ease the
damper assembly off its spigot so that it rests on the extension shaft.

6) Slide the damper to the centre of the extension shaft and secure it firmly in position, using
wooden wedges.

7) Adequately support the extension shaft and damper assembly by crane.

8) Disconnect the driven equipment and, if fitted, remove the extension shaft packing piece.

-
e 9) Drive out the two spirolpins from the extension shaft crankshaft flange joint, towards the
engine using the piloted punch (Figure 41). Remove the two screws securing the extension
shaft to the crankshaft.

10) Lift the extension shaft and damper assembly clear.

Installation

1) Check all removed bolts, studs and spirolpins for fretting and damage - renew if necessary.
Ensure the damper, extension shaft and crankshaft flange mating faces are free from burrs
and are scrupulously clean or misalignment may occur.

2) Fit the crankshaft pulley to the damper and nip the bolts tight.

3) Wedge the damper assembly at the centre of the extension shaft as on removal.

4) Lift the extension shaft and damper assembly into position and align the match marks made
0 on removal.

5) Align the two spirol pin holes and, using the piloted punch, drive the pins into position,
towards the engine. The pins should be flush with the exposed crankshaft flange when fully
fitted. Fit the two extension shaft securing screws.

6) Refit the extension shaft packingpiece, if fitted, and connect the driven equipment, aligning
as necessary.

7) Remove the lifting gear and remove the wedges from the damper assembly.

8) Slide the damper assembly towards the engine and approximately align the reamed holes in
the damper with two previously unreamed holes in the extension shaft and crankshaft
flanges.

e
LastIssucd lib93 3-31 Mirrlces Blackstone Ud
Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
- BUCKSTOhE
-

Locate the damper on to its spigot, using a lever as before, and align the stud holes. Clean
the bolts and studs, and coat their shanks with molybdenum disulphide or similar
compound.
Fit the four bolts and nip the nuts tight. Ensure that the two stud holes are aligned and
progressively tighten the nuts to 540 Nh4 (400 1bf.ft).
Check the extension shaft alignment using a DTI. If incorrect, loosen the nuts off,
re-position the extension shaft, repeat steps 10 and 1L Check the crankshaft deflection
(Page 27). See 'Technical Data' for limits. If beyond limits re-adjust the extension shaft
and repeat alignment and deflection checks.
When the extension shaft is correctly aligned, ream the stud holes through, using the
damper hole as a guide.
Tap the studs home and tighten the nuts to 540 Nh4 (400 Ibf.ft).
Align the crankshaft pulley (page 3-21).
Fit the drivebelt and guard (page 3-20),
FLYWHEEL
Flywheel Redacement
The flywheel is attached to the crankshaft flange by eight fitted bolts and two safety bolts.

e
Last Issued 1/1/93 7-72 Minlees Rlachtonc Ifd
 MB
=BLACKSTOhZ
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

-
Figure 43 Flywheel, Looking Onto Engine
1. Fitted bolts
2. Safety bolts
3. Crankshaft
Saecial To&

I) Eye bolt for Iifiing (Pari No. 10-073-951).

2) Flpheel nut spanner (Part No. 31 -901 -010).

Flywheel weight: Depends on engine application, but will always require lifting equipment.
Fl-wheel Removd

1) Isolate the engine starting system and turn the control lever to 'STOP'. Remove the
flywheel guard. Disconnect the driveshaft from the flywheel. Remove any appropriate
component of the driveshaft,e.g. flexible coupling, to give sufficient clearance to enable the
flywheel to be moved off its spigot and lifted clear.

2) Ensure that the flywheel and crankshaft are match marked and that the fitted bolt holes are
numbered.

-
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 Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL MB
-
- BLQCKSTOhE

3) Bar the flywheel round until one of the four tapped holes in the rim is at TDC. Fit the lifting
eye to this hole and support the flywheel.

4) Remove the eight flywheel attachment bolts. Remove the two safety bolts (Figure 43).

5) Disengage the flywheel from the crankshaft spigot (approximately 11 mm (0.4 in) long) and
lift clear.
Flvwheel Installation

1) -
Clean all bolts thoroughly and examine for damage and fretting renew if necessary. Coat
the shanks with molybdenum disulphide grease, or similar compound, to ease fitting. Clean
the flywheel and crankshaft mating surf aces thoroughly.

2) Lift the flywheel and slide on to the crankshaft spigot. Align the flywheel and crankshaft
marks (both are stamped with an '0').

3) Fit the two safety bolts and nip tight.

4) (The fitted bolts are numbered and must be installed in their correct holes). Fit the top
fitted bolt first, so that the remainder of the holescan be easily aligned. Fit the remainder of
the fitted bolts and progressively tighten all the nuts to 680 NM (500 1bf.ft).

5) Tighten the safety bolts to 400 NM (295 1bf.ft).

6) Remove the lifting eye and reconnect the driveshaft.

7) Fit the flywheel guard.

8) Check the driveshaft alignment (see engine installation drawings).

3.6. CRANKCASE FITTIN=

a) Crankcase Extract0r Fm

A depression is maintained in the crankcase by an extractor fan. A pipe, from the control
end of the crankcase to the extractor fan unit, draws fumes from the crankcase between a
butterfly valve and the fan. The fumes are discharged to atmosphere.

At weekly intervals, confirm that the crankcase depression (vacuum reading), with the
engine running on full load and the fan running, is between 0.5 and 0.75 inches (13 and 19
mm) reading taken with a ' U tube water gauge.

Adjust the depression, if necessary, by rotating the butterfly control in the extractor fan
intake.
e MB
= BUCKSTOh'E
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

b) Crankcase E nd Covers
The free and flywheel ends of the
crankcase are sealed by two identical,
split aluminium covers. An integral,
labyrinth type oil seal prevents oil
leakage past the crankshaft. The two
halves of each end cover meet in a
metal to metal joint, which is located
by dowels and sealed by 'Hylomar' or
similar jointing compound. The
crankcase to end cover joint is sealed
by a self adhesive gasket which is stuck
on to the crankcase.
When fitting a new gasket, thoroughly clean
and degrease the crankcase surface.
Progressively remove the paper backing Figure 44 - Crankcase End Cover
from the new gasket as it is stuck down.
?b gain access to the No. 1 main bearing cap, the flywheel end cover can be unbolted from
the crankcase, moved off its locating dowels and rotated through 90°. It may be secured in
this position by loosely fitting one of the setscrews. This avoids having to split the two end
cover halves.

c) Suma
The sump is bolted directly to the crankcase. This joint is sealed by round rubber cords that

a locate in ' U section groovescut in the sump (Figure46). The sump is sealed at either end by
the crankcase end covers. The sump should not need to be removed under normal
circumstances. Should this be necessary, however, ensure that the manifold to main bearing
cap lub oil pipes are removed and marked with their fitted positions before removing the
sump. Plug all exposed lub oil connections to avoid the ingress of dirt and moisture.

On final installation of the sump, the following procedures must be observed:

1) Prior to installation, apply a thin film of 'Hylomar' or similar jointing compound to the
mating faces outboard of the groove, to prevent water ingress and corrosion.

2) The rubber cords are made deliberately long, so that they can be lightly stretched during
installation, ensuring they remain correctly seated in the grooves. Retain this stretch by
attaching string to the cord ends and securing
to convenient points on the crankcase.

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Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL.
- BUCKSTONE
-

-
Figure 45 Sump a
Sieve
Main bearing supply pipe
Lub oil pressure manifold
Lub oil pressure manifold
Sump lifting points
6. Baffle

Before lifting the sump into position, fill the

end 50 mm (2 in) of the grooves with 'Hylosil'
-
or similar silicone rubber sealant, lifting the
rubber cords to ensure the groove is totally
filled.

Raise the sump, engaging the dowels, until a

within approximately 2 mm (0.08 in) of its
installed position. Release the tension on the
Figure 46 - Sump to Crankcase Seal
rubber cords and leave for five minutes, to
allow the cords to contract. Raise the sump 1. Crankcase
2. Seal
into position.
3. Sump

Degrease and fit the sump attachment bolts, using 'Loctite'275. Working evenly along both
sides of the sump, progressively tighten the bolts to 75 Nh4 (55 1bf.ft).

Trim the ends of the rubber cords squarely to leave approximately 0.75 rnrn (0.030 in)
standingproud of the sump end-faces. Visually check that the groove ends are completely
filled with sealant, before fitting the crankcase end cover gasket.
i MB
= BLACXSTOhZ
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

d) Moth areer Mou ntinp Bracket

-e 47 - Turbocharger Mounting
Bracket

-
Figure 48 Turbocharger Mounting
Bracket - Crankshaft Location
1. Hydraulically tensioned stud holes

The turbocharger mounting bracket is attached to the crankcase free-end face by four M20
setscrew and four M30 bolts. The bracket is designed as a permanent fixture and therefore
is not normally removed. If it is necessary to remove the bracket, the turbochargers and
intercooler must first be removed. Before installation, the mating surfaces between the
bracket and crankcase must be thoroughly cleaned and then coated with a thin layer of
'Hylomar' or similar jointing compound. Assemble the setscrews using Loctite 275.

~-,
Lartlssued 1/1/93 3-31
 Section 3 ESL 12 8z 16 Mk2
INSTRUCT?ON MANUAL
- BUCKSTOhE
-
Saecial To&
Turbocharger bracket lifiing eye bart no. 10-073-951)

M20 Setscrew torque loading 320 NM (250 lbjfi)

M30 Bolt torque loading: 475 Nrn (350 lbjfi)

e) kcase Water Drain Valves

l k o drain valves are fitted at the flywheel end (Figure 4) and allow the crankcase water
cavities on each bank to be completely emptied. This should only be necessary if either the
liners are to be removed (to prevent water draining into the sump) or if the fresh water
cooling system has to be drained during laying-up of the engine (to prevent frost damage).

Each valve is operated by attaching a drain hose to the connector and then loosening the
needle valve. On completion of draining, the valve should be 'nipped' tight (do not
overtighten).
 MIRRLEESF

MB
=BLACXSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3

3.7. WCHNICAL DATA

New D imension Clearance w a x or Min
Max/Min Aeceotable
mrn
Condition
1. Crankshaft main journal diameter 260.00 mmi259.96 mm
(10.236 in/10.235 in) 0.39 mnd0.29 mm 0.50 mm
Main bearing shell bore 260.35 md260.29 mm (0.015 in)/(O.Oll in) (0.020 in)
(10.250 id10.248 in)
2. Main bearing shell thickness 4.97 mnd4.95 mm /4.77mm
(0.196 in/0.195 in) /(0.188 in)
3. Main bearing shell, min total free 1273.75 mm
spread /(10.778 in)
Main bearing nip 0.79 mm /0.66 mm
(0.031 in/0.026 in)
5. Crankpin diameter 186.00 mnd185.97 mm
(7.323 inn.322 in) 0.27 mnd0.18 mm 0.40 mm
Large end shell bore 186.24 mnd186.18 mm (O.Ollin)/(O.007 in) (0.016 in)
(7.332 inn.330 in)
6. Large end bearing shell thickness 3.99 mm/3.97mm /3.77mm
(0.157 in/0.156 in) /(0.148 in)
7. Large end bearing shell, min total D96.94 mm
free spread /(7.750 in)
8. Large end bearing nip 0.69 mm/0.56 mm
(0.027 in/0.022 in)
9. Crankshaft end float 0.66 mm/0.41 mm 0.91 mm
(0.026in)/(0.016 in) (0.036 in)
10. Thrust bearing thickness 9.92 mm/9.88mm /9.68mm
(0.390 i1d0.389 in) /(0.380 in)
11. Maximum ovality of crankpins /0.013 mm 0.143 mm
e Stud Tensionine Data
../(O.OOOS in) (0.0045 in)

12. Main Bearinevertical Studs

Pre- tightening pressure 4,000 psi (276 bar)
Tightening
- -.pressure 16,000 psi (1,100 bar)
Correct extension on tensioning from 4,000 1.06-1.32 mm (0.042-0.052 in)
Release pressure 16,000 psi (bar)
13. Main Bearine Side Studs
Tightening Pressure + 1000 psi (69 bar)
Pre- tightening pressure 4,000 psi (276 bar)
Tightening pressure 10,000 psi (690 bar)
Long- studs - correct extension te jionir J 0.23-0.38 mm (0.009-0.015 in)
Short studs - correct extension on tensioning 0.08-0.18 mm (0.003-0.007 in)
Release pressure

Lasflsnted 1/1/93 3-39 Mirrlecs Blachtonc Ltd