7 Inspect the main valve and other attached valve and lap them once every four years Cylinder head ‘The intervals above given are ust a guide to be refered in the regular case Since they are elferent with the condition of operation of the vessel and the sailing route, it 1s recommended that the intervals be decided for each indwidual vessel When the corrosion take a spotty form, it mdicates that the zinc coating 15 not effective enough and that the corrosion on the inside of the engine will have been faciitated Therefore, scrape off the oxidized portion to have the zine surface exposed and remove the rust trom the fitting surface to keep the good contact at the fitting portion, so that the zine may give complete protection to the surface 27 Inspection of Air Receiver 1 The minumum aur pressure required for starting the engine 1s about 10 kg/em? Therefore the air pressure of the air receiver should always be kept at least higher than 15 kg/em? 2 The lower the room temperature 1s, the bigger the air consumption will be 3 The safety valve starts working when the ar pressure reaches higher than 32 ke/em? — Refrain from reserving air of which pressure 1s higher than 30 kg/cm? 4 Since the amr with high temperature and high pressure passes through the air supply valve, it should be disassembled and cleaned once every three months 5 Filthy water containing oi tends to gather in the bottom of the recewer Dram it once a week by opening the dram valve It is advisable that the work be done when the air pressure 1s higher than 20 kg/cm? 6 Should a fire occur, open the dram valve and escape air aeOperating & Maintenance. _ Manual ~ | ; Daiheten Diesel Engine Model” | a DAIHATSU DIESEL MFG. co., OSAKA JAPAN§ 1. §2. §3. § 4. § 5. PS-26 DAWATSU) CONTENTS GENERAL CONSTRUCTION OF MAIN PARTS -FUEL OIL, LUBRICATING OIL AND COOLING WATER OPERATION AND DAILY INSPECTION MAINTENANCEPS-26 BEFORE RUNNING .°:: DAIHATSU DIESEL ENGINE Before running Daihatsu Diesel Engine, please read the following items to operate the engine precisely and safely. J PAGE 9 (1) OPERATING STANDARDS - (2) PREPARATION. FOR INITIAL STARTING AND STARTING AFTER LONG CESSATION... (3) WHEN THE ENGINE MUST BE STOPPED IMMEDIATELY - _ (4). VALVE TIMING (5) TIGHTENING TORQUES FOR MAIN BOLTS (6) CLEARANCE AND WEAR LIMIT (7) RECOMMENDED LUBRICATING OIL BRANDS FOR DAIHATSU DIESEL ENGINE -. (8) LUBRICATING OIL REPLACING TIMING (9) RECOMMENDED ANTICORROSIVE AGENTS --- (10) STANDARD INTERVALS FOR DISASSEMBLING AND CLEANING -. (1) INTERVALS FOR MANUAL LUBRICATION As for the following instruments, please see in “Operating & Maintenance Manual”. (1) TURBOCHARGER x (2) REDUCTION GEAR AND OPERATION DEVICE (FOR MARINE PROPULSION ENGINE) (3) REMOTE AND AUTOMATIC CONTROL APPARATUS (4) HYDRAULIC GOVERNOR - (WOOD WARD, DIESEL KIKI, etc.) (5) OPTIONAL ACCESSORIESw Q) ) @) (s) CO) om (8) § 1. GENERAL General Description of Engine Cross Section of Engine Principal Particulars Auxiliary Equipment Vaive Timing Operating Standards Tightgning Torques for Main Bolts. - Cleargnce and Wear Limit ~~ ‘PS-26 DAIHATSU)1. General Description of Engine ‘The Daihatsu PS-26 Type Diesel Engine takes pride in its excellent performance and enduring characteristics, 48 special emphasis has been placed in its simple and sturdy construction, easy operation, compact size, light weight and high output, Since this engine is designed in accordance with various standards and Rules and Regulations (NK, AB, LR-), many of this type of engine have been supplied to the world market, as marine propulsion engines, auxiliary ‘engines and stationary engines. With a proper combination of the mass-production system and quality-control system, employed at Daihatsu plant, all component parts are available with full interchangeability and complete stocks at all times, At the flywheel side of the crankshaft end the out put end is provided. The opposite side to'the Aywheel is refered to as the front side of engine where all the ‘operation apparatus and gauges are arranged. The progress of the cylinder numbers starts from this side, too, being termed No.1 No.2 No.3, ete. The PS~26 Type Diesel Engine is available with the turbocharger or with, turbocharger and intercooler for 6 and 8 cylindered models, and has such a wide scope of flexibility that it can’ be constructed in a variety ‘of assemblies to meet various requirement such as installation of the remote and automatic control devices. PS-26 6 ‘Number of cylinders Ps Medium speed, Vertical in line a « Modified for higher speed engine TT cnemnmne With Tubocharger (6,0) ssn With Intercooler (Mf) ses Marine Propulsion Engine 26 Cylinder bore (em) Oy Modification mark wo Modified for reverse rotation ®) Modified for power take off from front end © Ship-bottom type sole plate modified Engine with generator for Marine auxiliary usePS-26 2 2. Cross Section of Engine | aPS-26| 3-1. Principal Particulars (Auxiliary and Stationary Use) . (1) With Turbocharger (PST, PSHT type) : “Model 7 erst—2e0 |_ ePsHt-260 | erSt-26p | avsitT—200 "Numberofey, — = (yl. bore x Stroke mm 260x320 - [engine speed 00 0 | 750 600 70 |_150 | Continuous rating 540 650 | 680 720 6s | 900 | [ “Brake mean effec. press. ~ 195 96 | 7.95 Pmax._ | Net weight [Height | Width (without steps), [engi Piston overhauling height (2) With Turbocharger and Inter |_Model_ [Number of ey. |_ cyl. bore x $ "Engine speed Continuous rating [Brake mean effect. press. [ Pima. Net weight jes ioe eR [Width (without steps) Length ‘SPSTS-26D x320 65 2A 1,260 Piston overhauling height Piston overhauling height "i 1950” (3) With Turbocharger and Intercooler (PSTc, PSHTc type) [oa @STe=26D | _ GPSHTe=26D_— BPSTe=20D [__BPSHTe—200 [Number of ey eee ae — yl bore x St - 360% 330 I [Engine speed a0 [750 | 600920780 | [continuous rating rs o__| 7s 1.120” | i160 [_ o1s~o20 | O85 | Replacement of thrust bearing ' Tappet and tappet guide \So3~o08 | 25 i . | _ = g . ia ous E | Tappet roller pin and bush 02 ~008 F | - : | Replacement of bush E| | Rockef arm shaft and eS | bush 0.01 ~0.10 Intake valve (stem part) and suide Replacement of valve guide Exhaust valve (stem part) | and guide 0.09 ~0.17 g — : a) | lntake valve E Qo E | (face part) 1B | Intake valve seat 1s 2) Replace the one exceeding ” Tender cane the limit Exhaust valve a (face part) | ae Exhalist valve seat 20 § | ate gear hate ana sn | - ft] 03 | Replacement of bush 3 +A a | Ro OUST Or —— z be Z {Backlash of gears 4 too~o4o | 0% — | Replacement of gear of eS _ a 4 J Lane) 0.8 | Replacement of gear 8 ae 0.40~'0.60 | g 6 | goo L 3 nPS-26 § 2. CONSTRUCTION OF MAIN PARTS PAGE (1) Construction of Main Parts - 1. Sole Plate and Frame 2. Crankshaft 3. Main Bearing Shell 4, Piston, Piston Pin, Piston Ring 5. Connecting Rod and Crank Pin Bearing Shel 6, a 8 15 16 . Cylinder Liner 16 Cylinder Head Intake and Exhaust Valve 9. Cylinder Safety Valve and Indicator Valve 10, Timing Gear 11. Cam Shaft and Cam 12.: Valve Operating Mechanism 13. Fuel Injection Pump 14, Nozzle and Nozzle Holder 15. Auxiliary Machineries Driving Gear Mechanism and Governor Driving Gear Mechanism 16. Governor ‘Remote Control of Speed by Governor ‘A. Remote Speed Control Device for Generator Engine B. Pneumatic Speed Control Device 17. Fuel Oil Control System - 18. Starting Device (1) Starting Valve (2) Starting Rotary Valve ~ (3) Starting Air Valve 19, Fuel Oil Service Device (1) Fuel Oi! Feed Pump (2) Fuel Oil Filter ~~ (3) Fuel Oil Pressure Relief Valve 18 19 19 19 -s-anasnare PS-26 PAGE 20. Lubricating Device (1) Lubricating Oi Pump - (2) Lubricating Oi! Cooler (3) Lubricating Oil Pressure Relief Valve (4) Lubricating Oil Filter : 21, Cooling Device: (1) Cooting Water Pump (2) Cooling Water Outlet Cock 22. Intake Air and Exhaust Gas System 23. Turbocharger 24. Intercooler 25. Gauges (2) Piping System 1. Starting Air Line . Fuel Oil Line Lubricating Oil Line Rocker Arm Lubli . Cooling Water Line Nozzle Cooling Line ting Oil Line ~ avaes te1. Construction of Main Parts (1) Sole plate and Frame Both Sole plate and Frame are of cast iron one block type with light weight and ample rigidity. They are specially designed not to generate stress concentration. ‘A Water-Jacket is formed in between the upper part of the frame and the cylinder liner, The Crank Case is provided in between the lower part of the frame and the sole plate. The Crank Case has large inspect windows at its side enabling easy access to the mi bearing shell, connecting rod and other main moving parts for their inspection and disassembling. In accordance with Rules and Regulations each Inspection window has Engine frame safety valves and also mist-gas outlet hole. ‘The sole plate of standard type is that of the flat base type which does not store oil. But if the spe- Cifications does so require, a ship-bottom type sole plate ‘which can contain oil in minimum necessary quantity is also available. In either cases it is necessary to keep enough oil for initial supply to the engine by providing a separate tank. ‘The sole plate and the frame are firmly jointed each fother by means of tie bolts Cylinder liner Frame Tie bolt Sole plate Fat base type) Frame and sole plate (2) Crankshatt ‘The crank shaft is made of high grade forged steel one piece type with a sufficient diameter and rigidity to cope satisfactorily with bearing pressure and torsional vibration at a high revolution, and the dimensions at each part are so designed as to meet various Rules and Regulatigns. At the rear end of the crank shaft, it constitute the ower out put shaft coupling to which the flywheel is fitted with reamer bolts. If required by the special specifications, power take off from the front end of the frank shaft i8 possible (3) Main bearing shel The main pearing cap is made of cast iron. It is fitted into the sole plate and held down securely On to the ‘engine frame by means of two jack bolts.” Being processed by precise boring together with the sole plate, constitutes the main bearing housing, PS.26 ‘The main bearing shell is of white metal lined completed thin-shell type. It is provided with complete interchangeably. But be sure to replace the upper and lower bearing shells at the same time as a pair. ‘A claw on the bearing shell is provided unsynmetr cally on purpose so that the operator may not assemble the bearing shell reversing right and left at” the time of re-assembly, caw Main bearing shell, ‘The bearing C4P at the fly wheel side functions also a the receiver for thrust. Thus the thrust bearing is inserted in between the side of the main bearing housing and the crankshaft (4) Piston, Piston Pin and Piston Ring ‘The piston is made of high grade cast iron suitable for hhigh temperature and high pressure. The piston head is 50 shaped as to secure an good combustion. There are 4 piston rings at the upper part of the piston. The piston pin is inserted at its center and one oil ring each is equipped on its upper and lower side. The- out side fof piston is precisely finished by grinding process The piston pin is made of carburizing-hardening chrome-moribuden steel ‘A full floating method, in relation to the piston boss hole and inside of piston pin bush, is adopted in fitting the piston pin, so’ that pressure surface and sliding surface change always, thus preventing local wearing. ‘At the both end of the piston pin the piston pin caps made of aluminum are inserted. These caps tiot only’ serve as the stoppers for pin but also prevent lubrication oil from coming up through the gap between the piston pin and the piston pin boss. Only the top piston ring is chromium plated so as to ‘minimize the wearing of the cylinder liner and ring itself. If the cylinder liner is required to be chromium plated, the chomium plated ring cannot be used, Otherwise ‘scuffing may occur due to the unison of materials cagePS-26| (5) Connecting Rod and Crank Pin Bearing Shell ‘The connecting rod is, made of forged steel with a suitable shape for high rigidity. It has a piston pin bush at its small end and a crank pin bearing shell at its big end. Its cross section is.I shape of which center runs an oll hole. The big end is split aslant into two with serrated surface and is fixed firmly by means of two connecting rod bolts. The piston pin bush is made of mild cylindrical steel babitted with lead bronze and is forcibly inserted into the small end. The crank pin bearing shell is of white metal lined completed thin-shell type. The characteristics are the same as mentioned about the main bearing shel ‘The connecting rod bolts are made of nickel chromium steel with ample durability and reliability’ against the repeated inertia during operation and have strong tightening torque. (6) Cylinder Liner ‘The cylinder liner is made’ of high grade cast iron, of which inside is precisely hong,finished. It is so called Wetliner forming a waterjacket, between the liner and the engine frame. ‘At the flange part, the cylindér liner is, firmly fixed to the engine frame together’ with the cylinder head with packing being inserted in between, thus preventing. water and gas leakage. At the lower part, O rings are inserted in its periphery so that no water may leak into the crank case, providing an eskape for thermal expansion of the cylinder liner. To heighten wear resistance of the liner, it may be chromium plated for its inside, if so specified by the specifications. a (7) Cylinder Head 7 16 - Lubricating to around the rocker arm on the upper part of the cylinder head is done automaticaly, hence the upper part is semiclosed covered with the cy hhead cover in order not to splash oil outside. (8) Intake and Exhaust Valve Both intake and exhaust valves are of mushroom type and made of heat-esisting steel. The guide of the intake valve is forcibly inserted into the cylinder head. The valve seat, made of special cast iron, is attached on to combustion surface of the cylinder head, The exhaust valve is set with the exhaust valve cage and is very easy for disassembling and maintenance. The valve spring is of double coil type. It is retained by the cylinder head or valve cage at the bottom and by the spring retainer at the top. A splitintwo type cotter is inserted into thé spring retainer to retain the spring and also the valve, In order to have the exhaust valve got the better heat-resisting char teristic, the stelite fuseplated valve is sometimes used, (9) Cylinder Safety Valve and Indicator Valve When combustion pressure (Pmax) inside the cylinder goes above the specified value thé cylinder safety valve ‘opens autoinatically to blow gas, preventing mechanical stress against the main constructional parts from becom- ing to excess. It serves as'a safety device at the same time by giving a warning as to the state of combustion. In accordance with Rules andRegulations,the safety valve is adjusted to open at less than 1.4 times as high a pressure as normal combustion pressure. The indicator valve is constructed as one block with the safety valve. It is used to examine combustion pressure joined with the indicator or to blow out compressed air in the cylinder so as. to make turning of the engine easy (10) Timing Gear The timing gear mechanism is to drives the cam shaft gear through the idle gears by the crank gear. Every sear is made of high quality steel and ig. precisely processed..A split-in-two type crank gear is provided just in front of the fly wheel at the fear part of the crank shaft and. is tightly fixed on to the erank shaft by means of the clamp band, The idle gears consist of two gears and are securely tightened by the reamer. bolts,One gear (idle gear (1)) is in mesh with the crank gear and the other one (idle gear (2)) is in mesh with the cam shaft gear. They are securely supported not only by the flame wall but also by the gear case cover. Iie gear (2) late gear (1) Fitting crank shaft gear (11) Com Shaft and Cam ‘The cam shaft is made of carbonsteel, It is driven at % rotation that of the crank shaft, by means of the crank shaft via the timing gears, ‘The cam shaft bearing shell is white metal lined ‘completed thin-shell type. ‘The characteristic is the same as that of the main bearing shell or crank pin bearing shell, ‘The thrust bearing is kept at the side of No.1 cylinder bby means of the cam shaft stop ring. ‘The intake, exhaust and fuel cams ate all made of chrome-molybdenum steel and carburizing-hardened Where they come into contact with the roller. The intake and exhaust cams are fixed on to the camshaft with key. The fuel cam is $0 constructed as, to revolve around the cam shaft so that the slight adjustment for fuel injection timing con be achieved. Each partition wall of the frame has a cam shaft bearing to which the camshaft is to be fixed with oiling bolt PS-26 (DAIHATSU) ‘The camshaft bearing is splitted into two and is tightened with the reamer bolts. If the engine room for pulling out the camshaft has a limit, built-up type cam shaft is available upon request Cam shaft ae beating metal Bearing shell Fixing nut Removing nut Reamer bolt Fuel cam Com shaft bearing (12) Valve Operating Mechanism The tappet, which supports the tappet roller (driven by the intake and exhaust cam), slides inside the tappet guide, The tappet is equipped with the push rod seat. ‘The push rod protective pipe is provided in between the tappet guide and cylinder head. ‘The rocker arm receives the up and down movement fof the intake and exhaust cam through the push rod, ‘moves centering on the rocker arm shaft to open and close the intake and exhaust valves. ‘The valve clearance is necessary so that the valve may sit on the seat securely even when the valve stem and the push rod expand by heat while in operation. Thus the adjusting screw is provided on the rocker arm. ‘eke Exhaust vate wocker arm ‘Ajo Push rod protective pipe push rod = Tappet i Valve operating mechanismSame PS-26 DAIHATSU) (13) Fuel injection Pump ‘The Bosh type fuel pump is used. The rotation of the plunger having a slanting cut adjusts the fuel oil quantity. Each cylinder has a pump installed on the fuel oil pump mount (serving also as the tappet guide) which is set in the fuel tappet hole on the frame, like the intake and exhaust tappets, The fuel pump is so set 8s to adjust the fuel tappet push rod shim so that when the tappet roller is on the base circle of the fuel cam, the graduation on the oval shaped window on the pump to indicate the base circle may accord with the graduation con the plunger guide. 7 Upon the oval shaped window of the fuel injection pump there is a graduation to indicate starting of Injection (the position where the top of the plunger finishes closing the intake hole) besides the graduation to indicate the base circle. When the plunger lifts to this graduation, it means that the fuel cam comes to the position to begin fuel injection, and the fuel injection pump starts from this graduation to inject fuel in accordance with the characteristic of cam profile. This is only for the sake of reference to give rough dimension in assembling. Adjusting practical injection times requires presice work, so it should be done in the ‘manner given in “Maintenance”. Delivery valve Plunger Adjust gear Rack __ Plunger spring guide ‘Tappet roller 0. injection pump (14) Nozzle and Nozzle Holder The fuel oil forced out of the fuel pump goes through the F.O. injection pipe, notch filter of the nozzle holder, passes the passage inside the nozzle holder and finally will reach the nozzle equipped at the top. When olf pressure increases it will overcome the adjusting spring. force of the nozzle holder to push up the needle valve and thus fuel oil will be injected into the combustion ‘chamber in a finely atmized state, through the nozzle, ‘As soon as the plunger reed of the fuel pump comes in contact with the escape port, the oil pressure inside the F.0. injection pipe and nozzle will suddenly drop and the needle valve will ‘be automatically closed by ‘means of the spring force. If the engine has the nozzle cooling system in accordance with the specifications given, the nozzle holder and nozzle having cooling oll passage shall be use. it pressure adjusting spring passage Needle valve Nozzle and Nozzle holder Cooling type nozzle (15) Auxiliary Machineries Driving Gear Mechanism and Governor Driving Gear Mechanism ‘The auxiliary machineries, such as the lubrication oil pump, cooling water pump, fuel oil feed pump and governor, are provided on the gear case in front of the engine, and are driven by the auxiliary driving gear fitted at the front end of the crankshaft and cam shaft. Since it is harmful to the cooling water pump and the governor from view point of durability and per formance if, the irregularity or the angular velocity Auctuation of the crankshaft and camshaft is trasmitted to them, there is a cushioning mechanism set into each Bear to drive them which absorbs such fluctuation effectively. If the power is to be taken from the front end of the engine, the cooling water pump will be equipped _ Fuel oil injection pipe Cooling ot Needle vai & at the side of the engine and will be belt-driven. The sea ‘water pump and bilge pump may also be driven. (Crank shaft front end) —18- ‘Auxiliary machineries driving ge(16) Governor The standard governor is of centrifugal flyball type. It utilizes the variation of centrifugal force of balance produced by the governor weight to function the rack shaft for fuel control, thereby regulating the oil quantity supplied to the nozzle. In other words, while in operation of engine at a certain velocity, if the load is reduced with the oil quantity supplied by the fuel pump remaining unchanged, the revolution will increase. When the revolution is thus Increased the centrifugal force of governor weights will increase accordingly to open outwards, overcoming the spring force and will shift the fuel control rack to reduce Tel, ‘Thus the further increase in revolution is checked. ‘On the contrary if the load is increased, vice versa For generator engines, the constant governor with the narrow range for revolution adjustment is used. This ‘governor is usually operated by hand as a standard But it can be remote controled (to be described later) In the marine propulsion engine, a pneumatic all speed governor is provided. If required, a WOOD WARD ‘Bovernor may be provided. As regards the constructions ‘and handling, please see in the separate volume. '* Remote Control of Speed by Governor ‘A. Remote Speed Control Device for Generator Engine For the generator engine, especially in the ease ‘of parallel running of the engine to be performed, the remote control by a governor motor is applied. With the governor motor control switch provided fon the generator control panel switched on to increase (or decrease) speed, the governor motor directly connected to the governor will start rotation {0 rotate the worm and the worm wheel This movement will be transmitted to the friction safety device, notch clutch, manualauto turnover knob, adjusting screw and to the adjusting nut in order. Thus by changing the force of the spring, the engine revolution can be changed. ‘The manual speed adjustment is also possible by pulling up the manualauto changeover knob, Speed adjusting oot vere \ oe Worm wheel Notch atch cite pin Worm Varisppeder . spring Main spring Governor = motor . Speed i} adjusting Tr ut y PS-26 (DAIHATSU) B. Pneumatic Speed Control Device For marine propulsion engines, the pneumatic all speed governor is used, This is a standard governor with the air piston apparatus on it. AS shown in the seperate volume, the pressure ait from the operation air receiver, after passing through the operating stand, clutch control valve, clutch operating valve, and oil pressure check valve im this order will be connected to the air inlet port of the all speed governor. Thus the operation air pressure (0 ~ 4 kg/em*) in accordance with the speed instructed from the operating stand will actuate on the top of the air piston thereby iving the suitable fitting force to the governor ‘main spring being in balance with the piston spring, to control the speed at the desired r.p.m, When the remote control lever of the operating stand is set at the neutral position, no air pressure actuates on the piston, which therefore is pushed back by the force of the piston spring to the Position of the idle stop screw. At that time, the governor main spring is almost in full expansion, and the balancing of governor is maintained with the idle spring set in line. Manual operation of ‘engine with the manual operation handle at the governor side is also. possible, when there is no operation air. Manual operation handle i late adjust screw % et Grease cup © aan aA Vaal J > Pneumatic speed control device (17) Fuel Oil Control System -»- The governor and the common rod controling the FO. ump racks are linked by means of governor lever and link. The length of the link is adjustable, The claw clutches and torsional springs are provided for each rack lever. This torsional springs always works for decreasing fuel oil by its ‘own force. When the claw clutch fixed on to the common rod is revolted resisting the spring force, fuel oil comes to be increased. The adjustment of each F.O. pump rack of the cylinder willbe carried out by losening the stopper screw of the claw clutch, Governor control lever is provided on the side of the governor, and has three setting position, “STOP, "START" ‘and "RUN", ‘When the lever is at the "STOP" position, FO, rack is set to the non-feed position, ("O" graduation) irrespective of the governor itself, ‘When the lever is at the "START” position, F.O. rack is set to the halffeed position, thus preventing the engine revolution from going up in 2 moment upon starting the engine“Sean” positon PS-26 (DAIHATSU) When the lever is at the "RUN" position, the governor start to funetion upon the revolution of the engine in ace cordence with the load given tothe engine. When the engine is at standstill with the lever at the “RUN” position, F.O. rack i set to the maximum injection position by the gover- ‘nor tension spring, ‘The engine being started from this condition the governor will pull back the rack in the ditection of decreasing fuel, Thus the injection suitable for the load will be done. ‘But when starting the engine by manual control, if the lever is in the "RUN" position, the engine revolution goes up in a moment and has a danger of over speed. . Therefore at manval starting, set the control lever at the position of “START” (half-feed position of fuel oil rack) without fail, And when the engine is started, move the control lever gradually to "RUN" position, taking care of the velocity {Im the case ofthe remote or auto-stat engine, the control, lever is set in the “RUN” position from the beginning. But at starting, with air piston used the fuel oil pump rack is set at the half-feed position, ‘The lever is equipped with the overload stopper serew which prevents the engine from being overload, and it fegulates the over injection of fuel oil. Therefore do not loose the stopper screw. Claw clutch Commonrod lever Rack lever Control lever S Starting Device 1. Starting Valve By using the pneumatic pilot valve (starting control valve), compressed air is made to operate the air piston, thereby moving the starting valve, 2. Starting Rotary Valve The starting rotary valve is driven by a oldham's coupling through the cam shaft. With the starting valve opened and closed, compressed air, which entered the rotary valve will be passed on to the starting air valve of each cylinder which is ‘now in expansion stroke, at the instant the hole ‘of rotary valve driven by the cam shaft overlaps the fixed hole of the rotary valve seat leading to the starting air valve of each cylinder, depending fon a preset crank angel 3. Starting Air Valve The starting air valve is an automatic valve installed on the cylinder head. Usually itis closed by spring force. When the pressire air passing through the starting rotary valve actuates it, itis, forced to open. and let the compressed air go into the cylinder The starting air valve of this engine is of pilot type in which the air conducted from rotary valve actuate the valve to let the air from the starting valve into the cylinder. (19) Fuot Oit Service Device = — 1. Fuel Olt Feed Pump ‘The fuel oil feed pump is of gear type,and provided fon the governor gear case. It is driven by a governor Fuel oil feed Pump ~ Fuel oil filter > Fuel oil main pipe > Fuel oil injection pump -> Fuel oil injection pipe > Nozzle and then it will be injected into the inside of cylinder, By means of the pressure relief valve provided at the fend of the fuel oil main pipe, the excess oil will be returned to the fuel oil lank. Oil leaked from the nozzle is collected to the leaked oil tank, Lubricating Oit Lines Lubricating oll from the oil sump tank, after lubricating, the lubricating oil pump, lubricating oil cooler, lubricating oil pressure relief valve, lubricating ‘il filter, lubricating oil main pipe, will be branched into ‘two lines, The one line lubricate the main bearing shell, crank pin bearing shell and piston pin bush, while the other line lubricates the cam shaft bearing shell, tappets surroundings, governor and idle gear bush. Then they will come together to drop into the sole plate. In some models of engines the valve rocker arm is lubricated in this circulation (4) Rocker Arm Lubricating Oil Line With a line of. oil which lubricate the rocker arm being made independent and seperate from the other line for system oil, the system oil is protected from earlier deterioration, since the’ il which lubricates the rocker arm is apt to become dirty because of exhaust as, external dust, fuel oil being mixed into it, Oil in the rocker arm supply line goes in the following, order; the rocker arm L.O tank, trochoid pump (with safety valve), oil filter, supply oil main pipe, rocker arm shaft bush, rocker arm end, returning main pipe, rocker arm L.O tank. However some oil returns directly to the rocker arm L.O tank from the oil pressure relief valve provided at the end of the supply oil main pipe, (5) Cooling water line ‘The standard cooling waterline is divided into two lines, the jacket line and the cooler line. Jacketwater line goes in the following. orders (iresh water cooler) cooling water pump incooperated with engine > cooling water inlet anain pipe cylinder head > PPE turbocharger cooling. water cooling water outlet cock Rae > cooting water outlet main pipe-resh water cooler) Water in the cooler line circulate in the following -2- €PS-26 (DAIHATSU) order; the lubricating oil cooler, intercooler and fresh water cooler, and is discharged.” In this system, the jacket line is cooled by fresh water and the cooler line by seawater If the engine is to be cooled by sea water, the cooler line is connected with the jacket line, Two cooling water pumps can be provided. In the case of the fresh water cooling system to be adopted, the sea water pump is in most case provided in the ship. (6) Nozzle cooling fine (special specifications) If the heavy oil B (JIS) is to be used, the nozzle will be cooled. Even when the heavy oil A (JIS) is used if so required, the nozzle may be cooled. For cooling nozzle, the heavy oil A (JIS) isto be used. AAs a standard, the nozzle cooling line is independent and closed one. The order of circulation is; the seperate ‘cooling oil tank > nozzle cooling pump ~ oil filter * cool- ing oil inlet main pipe + nozzle > cooling oil outlet main pipe + nozzle cooling pump.PS-26 DAIHATSU) § 3. FUEL OIL, LUBRICATING OIL AND COOLING WATER PAGE 1, FuelOi (1) General . (2) Characteristics of Recommended Fuel Oil (3) Fuel Oil Supervision a 2. Lubricating Oil (1) General (2) Recommended Lubricating Oil. (3) Lubrication Oil Supervision -. (4) Recommended Lubricating Oil Brands 3. Cooling Water ... (1) General... (2) Anticorrosive Agent (3) General Precautions in Using Anticorrosive Agent ~ 95 —PS-26 1. Fuel Oil (Precautions for use of heavy oil B) |. Only grades of heavy oil B having low levels of sul- (1) General fer, sh and residual carbon content should be used. In the compression ignition engine, any kind of oil can 2. Use heavy oil A during the first 500 operating be burned. However if inferior oil is used in the smaller hours before changing to heavy oil B. engines, such trouble as carbon flower, stick of the piston 3. We advise using heavy oil A during cargo handling, and abnormal wear and teay of the piston and liner may ~ take place, Therefore in sclestioh of igh gd tb yse the ye 2° most care should be takei. * . a Generally, fuel oil in accordance with JIS K-2205 first’; class, No, 2, so called heavy oil A is to bé used. Since the 7 characteristics of this heavy oil A have wider range, itis recommended to refer to the following characteristics, It when entering or departing ports and while anchored. Always; operate engine with heavy oil A until the Ss “engine is sufficiently. warm. For this reason, you should change to heavy oil A just prior to stopping the engine, is also possible to use fuel oil in accordance with JIS K- 5. Avoid lengthy idling when possible, If idling time 2205 second class, so called heavy oil B, if proper fuel oil exceeds 10 minutes, we recommend stopping the control is performed engine. If this is impossible, however, change to heavy oil A. ‘The fuel olls available in each country as equivalent to JIS GAPAN INDUSTRIAL STANDARD) are shown in the follofving table, 3. Use of Light Oil (Gas oil) 7 Since light oil contains few impurities, its use im- 6. Nozzle must be cooled when using heavy oil B. s t a Tei proves exhaust gas characteristics and increases valve cone "ASTM Pere tte Howerer, because ct its ee bana —t its lubrication is inferior to that of heavy oil. Ase rary ota) Ret result, prolonged use of light oil will reduce service life ¢ }-— — ‘of moving parts in the fuel system. Therefore, inspec. ™ Light 396 tion and overhauls must be scheduled at’ shorter nee, nest intervals, Use of kerosene (2) Characteristics of Recommended Fuel Oil Recently Kerosene is used as an anti-pollution measure; however, it is necessary to make some adjust. ments in fuel system components. Please consult us Heavy oil A | Heavy oil B before you use kerosene. Specific gravity 15/4°c| 0.85~0.90 | 0.92 under Viscosity RW #50°C | 35 ~ 50 2. Lubricating Oil Reaction Neutral Flash point °C 60~90 (1) General a Pour point °C —S under ‘The function of lubricating oil is very important. Carbon residue (%) | O.Sunder | 5 under It is not only to minimize the power loss due to metallic Water content 0.1 under 0.5 under friction and to prevent defacement of engine parts, but ‘sh () 0.01 under | 0.02 under also to cool and to purify the necessary parts and to keep Sulphur (%) Tuner | 2.0 under gastightness Asphalt (%) 0.1 under Therefore lubricating oil with stable characteristics CCetane number 40~ 50 against wide range of temperature and pressure should be Lower calorific valve 9.809 ~ 1 sed 10,000 more | 3-888 ~ 18:388 Kealfks i _] (2) Recommended Lubricating Oi! (See “Recommanded Lubricating Oil Brand” in separate ist) Even when fuel oil with above characteristics is used, For engine system oil, high grade Diesel oil for marine combustion trouble may take place depending on its heavy duty purpose should be used. chemical composition, method of process and the way it Although itis necessary to select the suitable brand of iskept. oil in accordance with the type of fuel used, atthe intial stage of operation the first lubricating oll to pour into the (3) Fuel Oi Supervision engine sump tank should be class Toil with lower alkali ccc ork value than the succeeding ol (supplying oi) ‘The precipitation tank to remove water and impuri- tes 8 to be installed, If water and impurities ae [| Fueloittovewed Ty oa |guppiyng a considered excessive, installation of centrifugal clean- ie | ae for or : ing equipment i desired. soO hss. | soos, |} ittial pour | Replacing ot If the temperature of fuel ol at engine inlet is exces- = | one a sively low (below 10°C) or excessively high (above Light oil or 50°C), viscosity adjustment is required. JIS A class Heavy oil, Refrain from mixing different brands of oil lisacesTriseaar] om! 2, Use of Heavy O18 Heavy ol | Heay oll Both a precipitation tank and a centrifugal separetor are required to remove water and other impurities. A heater is needed to maintain fuel oil at proper vis- cosity (RW = 60 — 80 sec. at pump inlet. For Class I, I, I, see in “Recommended Lubricating il Bran« oe(Note) IL JIS A class heavy oil should be used at least up to ‘500 hrs of operation even when JIS B class heavy oil, is to be used thereafter. But, for supplying oil, class Il oll isto be used from ‘the start. 2. If other oil than one of those specified in the list is to be used, have a good consulation with a maker beforehand and select one equivalent to the recom- mended brands. Since there is sometimes a problem of unmiscibility + even between two different brands of oil produced by a company, make sure of this point beforehand, PS-26 3. Alkali Value (T8N) ‘The alkaline content in lubricating oil functions ‘not only as neutralizing chemical for sulphuric acid ‘generated by combustion but also a8 purifying agent. Pay enough attention to alkali value, since a drop in alkali value serves as a good yardstick of deteriora- tion of oil. The standard TBN value are: Above 3 when JIS A grade heavy oil is used ‘Above 5 when JIS B grade heavy oil is used 4, Lubricating Oil Replacing Timing Pay always good attention to oil quality. Per- form qualitative analysis periodically. If one of the following items reaches the speci- fled value, replace lubricating oil without fal. (9) Lubricating 0 Supervision A) Viscosity Eigher 420% higher or ‘The condition of engine depends largely on quality of 10% lower than that lubricating oil to be used. Therefore good and through of new oot B) Flash point w- Lower than 30°C supervision of oil is by far the tant to keep the E feet meanest ©) Water content swwn-- Higher than 0,1% engine at its best condition, 41. Lubricating Oil Tank Capacity Deterioration of oil has much to do with quanti- ty of oil in the sump tank. Use as big a tank as pos- sible. For ship propulsion engine, prepare separate tank in the hull which may contain 1 — 2€/ps of ol 2. Adequate Cleaning Facility Besides the oil filter equipped with the engine, be sure to install such fine filters as a centrifugal cleaning equipment or a CIC filter and remove fine dust, sludge contained in oil (Note) Flushing a tank might cause deteriorstion in some brands of oil. Be sure to consult with the L.O, ‘maker before flushing, D) Pentane insoluble «... Higher than 2.59% E) Difference between Pentane and Benzen insolubles ..... Higher than 0.1% (4) Recommend Lubricating Oil Brands LO. for Engne System OW — : —| Lom Company's Name Class I Class I Class Turbocharger (Primary Oil) (Supply Oil) (Supply Oil) ™ Esso TRO-MAR TRO-MAR TRO-MAR TRO-MAR 56 HD20 5030 $R20 POWEREX $6 cue uur veritas | cuir veritas | cuir veritas | GULF upve Po 30, SBLECT 283, HARMONY 61 wont, wosit Gard | osttcarp | most Garp | MopiL pre 300 32 ao OIL HEAVY a SHELL SHELL SHELL SHELL MELINA 011.30 | GaDINIA o1L30 | ARGINA O11 30 | TURBO OM 733 . TAXACO Urse oil TEXACD TARO TEXACO TARO REGAL OL Taxaco | EXTRADUTY” | X59 ps0 Per a0 (Note) 1. Company names are in alphabetical order. 2. The above brands are just examples. ‘When using other brands equivalent to those listed here, or when using new product, please consult the relative ‘manufacturers about affinity between Class I and If or I oil.meena PS-26) 3. Cooling Water (1), Gonerat i The fresh water cooling method. is standard. for the cylinder jacket cooling system. Even when fresh water is, used a.fur or rust may sometimes be generated. Be sure to use soft water and use anticorrosive agent contained in it to prevent parts exposed to water from rust, It is desirable to keep cooling water in the following condition before putting. agent. in ity: . ‘General Condition Clean & Clear PH, eas Total Hardness (CaCO 3ppm) | _100 ppm & under CChirorine ton Density 100 ppm & under 250 ppm & under Total, Safe (2) Anticorrosive Agent Although there are marly anticorrosive agenié they can bbe classified into three’ tipes according to their ingredient used: Nitrite Type, Chromate Type and Soluble Oil Type. The chromate type agent is toxie and the soluble oil type agent is difficult t0 prevent generation of deposits land foams, They are not recommendable from a. view ppoint of envioroment sanitation, Nitrite type agent is ‘noxious to human body and has a strong anticorrosive effect. We recommend this type. Refrain from mixing different types of agents, otherwise it may cause an unex- pected future (3) General Precautions in Using Anticorrosive Agent 1) Wheriever cooling’water is poured into the cooling water system, be sure to throw anticorrosive agent into itt Therefore it is desirable to"use the agent front the initial period of sea’ trial and to throw anticorrosive ‘agent ito water which is poured into the system for the first time. 2) Inmining the agent in the costing wate, first prepare intermediate water in which the ‘igent is mixed thor- oughly. then pour it into the fresh water tank, 3)_Density of the agent should be strictly in accordance with the makers specifications. . The processing effect in decided by this density. Perform periodical inspection, For this purpose it is advisable to keep the polished metal piece sunk in the expansion tank to pidge whether the agent is working well oF not 4) Keep PAH, of the cooling’ water at 7.0-9.5 (If the maker's SPECIFICATION indicates. otherwise, follow i), Measure P.H. value once every week. When it is found above 9.5, replace cooling water by 10-20%, 5). When the cooling water is drained from the tank in cease of overhauling or pairing of the engine, if the water is still usable, reserue it in the seperate tank for re-use. Replenish’ water for discharged quantity, also the relative amount of anticorrosive agents 8) For dosage and control standards of the agents, follow the maker's instructions Brand Name | wer a Base ‘Control Range (ppm) DEWENC Drew Chemical Corp. (U-S.A.) Nitrite 3000-4500 COOLTREAT-101 Houseman & Thompson (U.K.) Nitrite 1250-5000PS-26 DAIHATSU § 4. OPERATION AND DAILY INSPECTION PAGE (1) Preparation for Operation Preparation for Initial Starting and Starting After Long Cessation-~- 31 A 1. Inspection of Inside 2. Primning 3. Confirmation of Rack Motion 4 5. 6 . Operation of By-pass Valve . Starting Air Pressure ~ Confirmation of Neutral Position of Clutch (for Marine Propulsion Engine) « 31 @ Preparation for Daily Operation (2) Starting 1. Air Running 2. Confirmation of Position of Governor Control Lever 3. Confirmation Soon After Starting ~ 4, Work Through Quickly Up to Idling Revolution - 5. When The Engine does not Start « 6. When The Cylinder Safety Valve Blows 7. When Hunting Exists 8. Abnormal Sound Immediately After Stat ) 1 2 3 Care During Operation Confirmation of Instruments . Lubricating Oil Pressure ~~ . By-pass and Pressure Relief Valves for Lubricating Oil Cooler . Automatic L.O Temperature Adjustment Valve . Lubricating Oil Filter . Supply of Cooling Water . Warming by Return Hot Water . Precautions for Fuel System 9. Intake Air Temperature 10. Draining of Intake Manifold et awe nePS-26 @ in 2 3. 4. . When Engine Revolution Hardly Rise to the 2. 3 4. 5. 6. 1. © 1 2 3, ». When the Fuel Rack Registers Disorder - . Operation with Low Load . When the Engine must be stopped immediately Con. + jon Pressure and, Exhaust Gas Temperature ~~~ Combustion Pressure (Use of Pressure Indicator) When the Combustion Pressure is Abnormal Checking Order when Exhaust Gas Temperature i Abnormal (Method of Adjusting’ Rack) When Exhaust Gas Shows Abnormal Color -- Prescribed Rate Others - Turbocharger ~~ Non-turbocharged Operation (Operation when the Turbocharger is out of order) Surging Rocker Arm L.O Supply - Cooling of Nozzle Instrument for Alarm Device ~ Stoppage of Operation Stoppage " Cessation (this Applies to the Rigging Time) —30—1. Preparation for Operation ‘A. Preparation for Initial Starting and Starting After Long Cessation (1) Inspection of Inside Inspect the engine to See that it contains no foreign matter, and confirm the following check points 1. Inside of erank case (crank ease, circumference of rocker arm). 2 Water or oil leakage subsequent to the water supply just after supplied. 3. Quantity of lubsicating ail &. Lubricating oil tank (along with reduction gears in the ease of marine propulsion engine) , Rocker arm 1.0. tank ©. Quantity of oil supply to turbocharger 4. Quantity of oil supply to cooling water pump 4, Fuel oil qua 5. Perform fuel oil priming and remove air from the fuel cil pipe line (F.0. feed pump, FO. injection pump, F.O. main pipe, ete.) 6. Air pressure of starting air receiver 7. Indicator valve 8 Neutral postion of clutch (in the ease of marine propulsion engine) 9. Obstacle of revolution parts (especially turning bar) PS-26 Damarsu} L.O. Tank level Quantity of oit supply to Turbocharger (2) Priming Prior to the operation, after having conducted turning and priming of the engine sufficiently, check the piston pin, crank pin, cam shaft, etc. for their oil dripping condition, To lubricate inside of the cylinder liner enough, it should be done while turning at the same time, Lubricate the rocker arm parts prior to the operation, and make sure that water ows in the cooling water Pump, (3) Confirmation of Rack Motion Check whether the rack for the fuel injection pump fand the common rod move smothly or not. Check whether the rack scale indicates “O”, when the control lever is brought to the position “STOP (4) Operation of By-Pass Valve Confirm the flow of cooling water. In an engine equipped with sea water cooling system, take special care when operating the by-pass valve. During the cold season keep the by-pass valve of lubricating oil cooler Se, Rocker arm L.O. tank level Quantity of oi! supply to C.W. pump ‘open, And when the LO. temparature reaches higher than 38°C, close it (6) Starting Air Pressure See that the air pressure at the starting is maintained at more than 25 kg/cm? or 30 ke/em? (for stationary use) when the room temperature is about 15°C, the engine can be started at about 10 kg/em?. (15 ke/em? “for auto-start engine). Take care not to let the room tem- perature goes below S°C, Otherwise it become difficult to start the engine with the normal air pressure. (the lowest ‘ambient temperature for the engine start is +5°C, standard temperature : 20°C) (6) Confirmation of Neutral Position of Clutch (For Marine Propulsion Engine) AAscertain that the control lever of the control stand ‘and the clutch operation valve are in the neutral position1. Preparation for Operation A. Preparation for Initial Starting and Starting After Long Cessation (1) Inspection of Inside Inspect the engine to See that it contains no foreign matter, and confirm the following check points: IL Inside of crank case ( rocker arm). 2. Water of oil leakage subsequent to the water supply just after supplied. 3. Quantity of lubricating oil a. Lubricating oil tank (along with reduction gears in the case of marine propulsion engine) b. Rocker arm L.O. tank ©. Quantity of oil supply to turbocharger 4. Quantity of oi! supply t0 cooling water pump 4, Fuel oil quantity 5. Peeform fuel oil priming and remove air from the fuel oil pipe line (F.0. feed pump, FO. injection pump, FO. main pipe, etc.) 6. Air pressure of starting air receiver Indicator valve 8. Neutral postion of clutch (im the case of marine propulsion engine) 9. Obstacle of revolution parts (especially turning bar) sank case, circumference of PS-26 Quantity of oil supply to Turbocharger (2). Priming Prior to the operation, after having conducted turning and priming of the engine sufficiently, check the piston pin, erank pin, cam shaft, etc, for their ol dripping Condition, To lubricate ‘inside of the cylinder liner fniough, it should be done while turning at the same time. Lubricate the rocker arm parts prior to the operation, ‘and make sure that water fTows in the cooling water pump. (3) Confirmation of Rack Motion Check whether the rack for the fuel injection pump and the common rod move smothly or not... Check whether the rack scale indicates “O”, when the control lever is brought to the position “STOP” (4) Operation of By-Pass Valve Confirm the flow of cooling water. In an engine equipped with sea water cooling. system, take special care when operating the by-pass valve. During the cold season keep the by-pass valve of lubricating oil cooler a Rocker arm L.O. tank level ‘Quantity of oit supply to C.W. pump ‘open. And when the LO. temparature reaches higher than 35°C, close it (6) Starting Air Pressure See that the air pressure at the starting is maintained at more than 25 kg/cm? or 30 ke/em? (for stationary use) when the room temperature is about 15°C, the engine can be started at about 10 kg/em?. (15 kg/cm? for auto-start engine). Take care not to let the room tem- perature goes below S*C, Otherwise it become difficult to start the engine with the normal air pressure: (the lowest ambient temperature for the engine start is +5°C, standard temperature : 20°C) (6) Confirmation of Neutral Position of Clutch (For Marine. Propulsion Engine) Ascertain that the control lever of the control stand and the clutch operation valve are in the neutral position.PS-26 (DAIHATSU) B. Preparation for Daily Operation I is advisable to conduct preparation for daily operation in accordance withthe above-mentioned (A)in ‘Preparation for Initial Starting and Starting After Long Cessation”, But those may be omitted according to circumstances, 2. Starting (1). Air Running (only for intial starting end start tong cessation) AAs the outstart perform the air run once with the indi- ccator valve held open. Be sure to set the governor eontrot lever at "STOP" position (2) Confirmation of Position of Governor Control Lever When starting the engine, ascertain that the control lever is in “START™ position. After confirming. the following items, move the lever to “RUN” position | The control lever Af the aute.startremote control engine (is always? set in. “RUN™ position, &@it is | unnecessary to confirm. (3) Confirmation Soon After Starting 1. Oil pressure 2. Cooling water pressure 3. Vibrat 4. Sound 5. Others nat Various parts (4) Work Through Quickly Up to Idling Revolution If no abnormity is found, in order to pass up the torsional vibration, increase the engine revolution quickly. Refrain from continuous running at below the desighated idling speed. (5) When The Engine does not Start a2 When the engine does not start, the operator should examine the major check-points given below. Although the engine is at the easiest position for starting when the fly wheel passes its TDC mark by approximately 20 degrees, in the engine with 6 cylinders engine or more, it is not necessary to bring the fly wheel to this position, 1. When The Engine dost not Start. 1) Pressure of the air receiver may be low. 2) Fly wheel may be at the top dead center. As aforementioned, the engine with more than 6 cylinders can start at any position. However when air pressure is low (below 15 kpfem®), and if the fly wheel happens to be at the top dead center, the engine sometimes does not start, 3) Air leakage at the starting rotary valve or defect of valve itself 4) Sticky or leaky starting valve 2. When The Engine may revolve but no combustion ‘takes place. 1) Insufficient dearation in the fuel oil tine 2) Not enough fuel in the fuel rack to ensure starting. (Fuel level must be above the 13th mark on the rack at the time of starting) 3) The engine may not be free of load 4) Others (6) When The Cylinder Safety Valve Blows In the specific cylinders, if its safety valve blows at the time of starting, the following points should be checked. (Note: The preset oll pressure for the safety valve is Pmax x 1.4) 1) Defective F.0. Nozzle: 2) Openiim pressure of the safety valve may be low (due to loosened bolt and lock nut or broken spring) 3) Dust accumulated on the safety valve seat 4) Fuel cam not well fit (the eam is slipping) of the tally marks of the timing gears are. not well matched, 5) Engine over-cooled. 6) Fuel rack not fully arranged. : (7) When Hunting Exists When the deviation of the tachometer after the starting stays large (or the Hunting at the time of idle rotation is large) 1) Defective tachometer or flexible wire 2) Uneven combustion due to insufficient worming up, 3) Fuel injection pump rack and common rod may be t00 tight 4) There is F.0. cut eylinder or fuel rack not fully arranged. 5) Governor out of order. 6) Insufficient air-bleeding of F.O. lines. 7) Others (in the marine propulsion engine, effect of isolation rubber may be counted) ‘ (8) Abnormal Sound Immediately After Starting When the engine emits abnormal sound, the ihajor reasons are as follows 1) Uneven combustion due to insufficient warming up. 2) Fuel injection pump or nozzle out of order. 3) Intake or exhaust tappet clearance out of order. 4) Sticky exhaust or intake valve 5) Intake of exhaust valve spring broken. 6) Others,PS-26 (DAIHATSU) B. Preparation for Daily Operation is advisable to conduct preparation fordaily operation, in accordance with the above-mentioned(A)in "Preparation for Initial Starting and Starting After Long Cessation”, But those may be omitted according to circumstances. 2. Starting (1) Air Running (only for initial starting and st ong cessation} AAs the outstart perform the air run once with the indi ccator valve held open. Be sure to set the governor control lever at "STOP" position, ing after (2) Confirmation of Position of Governor Control Lever When starting the engine. ascertain that the control lever is in “START” position. Alter confirming the following items, move the lever to “RUN* position ‘The control lever Gf the auto start-remote control engine is) always’ set in “RUN” position, goit’ is unnecessary to confirm, “RUN” position of Governor (3) Confirmation Soon After Starting 1. Oil pressure 2.-Cooling water pressure 3. Vibration at various parts 4. Sound 5, Others. (4) Work Through Quickly Up to Idling Revolution Hf no abnormity is found, in order to pass up the torsional vibration, increase the engine revolution quickly Refrain from continuous running at below the designated idling speed, (5) When The Engine does not Start mete When the engine does not start, the operator should examine the major checkpoints xiven below. Although the engine is at the easiest position for starting when the fly wheel passes its TDC mutk by approximately 20 degrees, in the engine with 6 cylinders engine or more, it is not necessary to bring the fly wheel to this position, 1. When The Engine does not Start. 1) Pressure of the air receiver may be low. 2) Fly wheel may be at the top dead center. As aforementioned, the engine with more than 6 cylinders can start at any” position. However when air pressure is low (below 15 kg/em*), and if the fly wheel happens to. be at the top dead center, the engine sometimes doesnot start 3) Air leakage at the defect of valve itself. 4) Sticky of leaky starting valve . When The Engine may revolve but no combustion takes place. 1) Insufficient dearation in the fuel oil tine. 2) Not enough fuel in the fuel rack to ensure starting. (Fuel level must. be above the= 13th mark on the rack at the time of starting) 3) The engine may not be free of load starting rotary Valve or 4) Others (6) When The Cylinder Safety Valve Blows In the specific cylinders, if its safety valve blows at the time of starting, the following points should be checked. (Note: The preset oil pressure for the safety valve is Pmax x 1.4) 1) Defective F,0, Nozale 2) Opening pressure of the safety valve may be low (due to loosened bolt and lock nut or broken spring). 3) Dust accumulated on the safety valve seat 4) Fuel cam not well fit (the cam is slipping) or the tally marks of the timing gears are not well_matehed 5) Engine over-cooled 6) Fuel rack not fully arranged (7) When Hunting Exists When the deviation of the tachometer after the starting stays large (or the hunting at the time of idle rotation is large) 1) Defective tachometer oF flexible wire 2) Uneven combustion due to insufficient worming up, 3) Fuel injection pump rack “and common rod may be too tight 4) There is F.O, cut cylinder or fuel fully arranged 5) Governor out of order. 6) Insulficient air-bleeding of FO, lines. 7) Others (in the marine propulsion engine, effect of isolation rubber may be counted). rack “hot (8) Abnormal Sound Immediately After Starting When the’ engine emits abnormal’sound, the major reasons areas follows: 1) Uneven combustion due to insufficient warming- up. 2) Fuel injection pump. or nozzle. out.of order. 3) Intake or exhaust tappet clearance out of order. 4) Sticky exhaust or intake valve 5) Intake or exhaust valve spring. broken. 6) Others.3. Care During Operation (1 Confirmation of Instrument After the starting, ascertain whether not only the gauge board (for engine and for reduction gears in marine propulsion engine) but also the lamps for the protective device citcuit are working normally or not. (2) Lubricating Oi! Pressure In usual case it is to be Kept at 2-3kg/em?. But while the engine i still atthe initial stage of application (approx. 1000 hours), keep the lubricating oit pressure above 2.5 kkg/em for safety. When the chrome-plated liner is in use. maintain the pressure at higher degree ‘Adjusting L.O. pressure (3) By-pass and Pressure Reliof Valves for Lubricating Oil Cooler. When the temperature of lubricating oil is too low during the cold season due to a high viscosity of the lubricating oil, a vibrating sound is somtimes heard from around the L.O, outlet pipe and pressure relief valve, (The vibrating sound has no evil effect to the performance itself) Im this ease, open the by-pass valve to raise the lubricating oil temperature up t0 around 40°C. ‘The most Suitable L.O. temperature at the engine inlet is 40 ~ 50°C, Operation of by-pass valve ae (4) Automatic Li PS-26 DAIHATSU) When the vibrating sound is heard at all times, since it may be caused by the jumping of the pressure relief Valve due to an il fixed seat. Check the valve. If the lubricating oil pressure varies too much in accordance with the change in the revolution of engine, it may be caused by the fact that the pressure relief valve is too sticky. Check the pressure relief valve ). Temperature Adjusting Valve ‘The main function of the automatic L.O. temperature adjusting valve is to raise L.O. temperature when the engine is to be started from the cold condition. It also functions to keep LO. temperature with the proper ange (40 ~ 50°C) which does not give bad affect to the performance of engine and oil quality during operation. But it cannot keep precise temperature since it is quite unnecessary. Even when the adjusting valve is in order, LO. temperature may sometimes rise to excess if the LO. cooler becomes too dirty, if volume of cooling water flow decreases, and if L.0. is heated too much because fof abnormal combustion. Care should be taken to these phenomenons. If L.O. temperature in. control becomes too high due to defective adjustment valve take following emergency measure: drive in the adjusting screw (within about 8 m/m) and open the valve at the cooler side passage. ‘Automatic L.O. temperature adjusting valve If sea water temperature changes in a wide range due to seasonal change or change of sea areas, LO. may be affected accordingly. This can be adjusted with the adjusting screw. The position of cap and rock hnut ate preset in accordance with the characteristic of wax used. Refrain from unnecessary loosening of them. When the engine is equipped with the by-pass cock for L.O. cooler, keep it fully open. ‘This by-pass cock is intended for use when LO, temperature adjusting valve is out of order and is taken out. If the engine is operated with the cack closed, it may result in damage to the LO. cooler and the adjusting valve or in a seizure of the engine (5) Lubricating Oit Fitter ‘At ordinary operation, it is preferable that both the ‘A and B sides of the lubricating oil filter be evenly used. If any cleaning is required for either of them, the operator is to change over to either A or B. ‘When the change-over is to be performed, care should bbe given to the positions of the handle stopper and3. Care During Operation (1) Confirmation of Instrument After the starting, ascertain whether not only the gauge board (for engine and for reduction gears in marine propulsion engine) but also the lamps for the protective device circuit are working normally or not {2) Lubricating Oil Pressure In-uswal case it is to be kept at 2-3ke/em*, But while the engine is still at the initial stage of application (approx. 1000 hours), keep the Iubricuting oit pressure above 2.5 kkgyem® for safety. When the chrome-plated liner is-in use. maintain the pressure at higher degree Adjusting L.O. pressure (3) By-pass and Pressure Relief Valves for Lubricating Cooler. When the temperature of lubricating oil- is too low during the cold season due to a high viscosity of the lubricating oil, a vibrating sound is somtimes heard from around the L.O. outlet pipe and. pressure relief valve (The vibrating sound has no evil effect to the performance itself) In this case, open the by-pass valve to-raise the lubricating oil temperature: up to. around 40°C: The most suitable LO. temperature at the-engine ialet is 40 ~ S0°C. PS-26 When the vibrating sound is heard at all times, since it may be caused by the jumping of the pressure relief valve due to an ill fixed seat. Check the valve. If the lubricating oil pressure varies too much in accordance with the change in the revolution of engine, it may be caused by the fact that the pressure relief valve is too sticky. Check the pressure relief valve (4) Automatic L.O. Temperature Adjusting Valve ‘The main function of the automatic L.O. temperature. adjusting valve is to raise L.O. temperature when the engine is to be started from the cold condition. It also functions to keep L.O. temperature with the proper range (40 ~ 50°C) which does not give bad affect to the performance of engine and oil quality during operation, But it cannot keep precise temperature since it is quite unnecessary Even. when the adjusting. valve is in order, 1.0. temperature may sometimes rise to excess if the LO. cooler becomes too ditty, if volume of cooling water flow decreases, and if L.O. is heated too much because of abnormal combustion. Care should be taken to these phenomenons. If L.O. temperature in control becomes too high due to defective adjustment valve, take following emergency measure: drive in the adjusting. screw (within about 8 mj/m) and open the valve at the cooler’ side passage. ‘Automatic L.O. temperature adjusting valve If sea water temperature changes in a wide range due to seasonal change or change of sea areas, LO. may be affected accordingly. This can be adjusted with the adjusting screw. The position of cap and rock ut are preset in accordance with the characteristic of wax used, Refrain from. unnecessary Joosening of them. When the engine is equipped with the by-pass cock for L.O. cooler, keep it fully open, This by-pass cock is intended for use when 1.0. temperature adjusting valve is out of order and is taken out. If the engine is operated with the cock closed, it may result in damage to the 1.0. cooler and the adjusting valve or ina seizure of the engine (5) Lubricating a At ordinary operation, it is preferable-that both the A and B sides of the lubricating oil filter be evenly used. If any cleaning is required for either of them, the operator is to change over to either Aor B. When the change-over is'to be performed, care should be given to the positions of the handle stopper and —PS-26 DAIHATSU) the markings. It is best performed while keeping 4 watch on the lubricating oil pressure gauge. (change lover should be done when the engine is idling or at Tow oad). If oft pressure is found dropped during operation, it is necessary to carry “blow-off” operation. If oil pressure can't be restored by “blow-off”, clean it overhauled ‘The method of blow-off is as follows: recline either left or right for about 60 degrees to the blow-off Position and return it to the original position. Repeat this motion for several times taking one or two second per one side (left or right), Repeat same procedure for another side Method of cleaning is mentioned under the paragraph “Maintenance” Method of blow-off and overhaul cleaning are also mentioned on the boad attached on the oil filter (6) Supply of Cooling Water Devetate the cooling water immediately after the engine is started, Hold the temperature of cooling water to the range $0 ~ 60°C (40 ~ 45°C inthe case of sea water cooling) at the cylinder head outlet. The lemperature difference between the inlet and the outlet fof the eylinder jacket should hold as low a5 possible However for the purpose of Keeping the temperature fof the cooling water supplied to the turbocharger, an arrangement must be made that the cylinder jacket will perform the function of bringing down the empersture of the water, so that the temperature difference between the jacket inlet and outlet will be held in the range of 7 ~ 10°C. (7) Warming by Return Hot Water During the cold season, refrain from inducting extremely cold cooling water into the engine. Therefore such cold water should be warmed by the circulating hot water (return fot water) which passes by the cooling water pump inlet, When the engine has nearly overheated due to a lack of cooling water circulation, the operator should not apply cold water all of a sudden. Since such practice may damage the cylinder head, liner, ete pefform the izduction of water gradually without haste (8) Precautions for Fuel System In respect to the fuel oil feed pump, the preset pressure for its safety valve is about 4.5 kejem?, land that for the pressure relief valve is about 1.2. kg/em?. Although the pressure inside the main pipe is constant so long as fuel is supplied, because fof the fact that the pulse (blow-off pressure of _— the injection pump) is large inside the pipe, in the engine equipped with the pressure gauge, the cock should be kept closed except for the time of measurement, ‘The check value for the fuel feed pump should be kept closed during usual operation. Open at only when the engine had a long stand still and its Priming is necessary fur initial starting. 1 is not necessary to open the valve when starting the engine which hiad rather short period of stopping. (So long. a the fuel oil pipe line contains enough cil) The fuel filter is of the laminate type of the 200M range. Turn its handle once a day, remove the oil residue by loosening its lower ‘plug once 2 week, and take out the element and perform a complete cleaning of it once a month. Operation of F.O. filter handle Since the spacer plates and filter plate, once disassembled, are difficult to reassemble, refrain from disassembling them as far as possible. It sometimes occurs that the injection pump and nozzle are too easily warm down because flushing of the pipedine and fuel oil tank has been insufficiently performed at the time of initial launching. Therefore, the operator should carry ‘out the washing and cleaning of the filter as claborately and as frequently as possible, confirming thereby that there has been no presipitation of dust or other impurities. 4. In respect to the fuel injection nozzle, white it is new, ifs regular leaking ratio is 10 ~ 20 drips per second. It is also necessary for the observation Port of the injection pump to have a certain amount of leakage. (9) Intake Air Temperature It is desirable to keep the temperature of intake air at 40 ~ 45°C (applicable only to the engine with intercooler). Adjust the temperature with the cock provided at the inlet side of the intercooler, paying attention to the room and sea water temperature. The manufacturer's “TEST RECORD” in connection with the combustion pressure, etc at full load with the intake air temperature 40 ~ 45°C is available. It is generally claimed that, as the temperatute of intake air decreases, the temperature of exhaust gas will decreases at the rate of 2 times that decrease However, since the decrease in the temperature is affected by the fuel oil in use, exhaust gas pressure, cleanliness fof the turbocharger and of the intake and exhaust valve, slispe of the vessel. (including the propeller), ete. the temperature of the exhaust gas. will not necessarily decreasePS-26 (DAIHATSU) the watch on the tubricating oil pressure markings. It is best performed white keeping a rauge. (change should be done when the engine is idling or at low load) If oil pressure is found dropped during operation, it is nevessary to carry “blow-ol!™ operation. If oil pressure can't be restored by “blow-off”, clean it overhauled. left position and return it to the original position, The method of blow-off is as follows 60 degrees. to recline either blow-off Repeat or right for about this motion for several times taking one or two second per for 8 fone side (lett of right) another side Repeat same procedure Method of cleaning is mentioned under the parageaph. laintenance™” Method of blow-off and overhaul cleaning are also. mentioned on the boad attached on the oil filter. LO. filter “blow-off” operation position (6) Supply of Cooling Water Dederate” the cooling water-immediately after the is started. Hold the temperature of cooling ‘water to. the range S0~- 60°C (40 ~ 45°C in the case of sea water cooling) at thé cylinder head outlet, ‘The tem| of perature'difference” between the inlet and the outlet the cylinder jacket should hold-as- low as_ possible. However for the purpose of keeping. the temperature of ‘the: cooling water Supplied to the turbocharger, an difference between: the jack ingemient must be made that perform the funetion of perature” of the water.so the cylitider: jacket bringing down. the thatthe te inlet and outlet will be held in the range of 7 ~ 10°C (7) Warming by Return Hot Water i extremely cold cooling water into the engine During the cald refrain from season, inducting Therefore Such cold water should he warmed by the circulating hot water pump inlet due should not apply cold water all of a sudden: such petl Water (return hot water) which passes by the cooling When the engine has nearly overhe to a lack of cooling water circulation, the operator Since h practice may damage the cylinder head, liner, ete. form the induction of water gradually without haste (8) Precautions for Fuel System In respect. to the fuel oil feed pump, the preset pressure for its safety-valve is about 4.5 kgjem? and that forthe: pressure relief valve is about 1.2>kafem?. Although the pressure inside the main pipe is constant so long as-tuel is supplied, because of the fact that the pulse(blow-off pressure “of —u- the injection pump) is large inside. the pipe, i the engine equipped With the pressure gauge, the cock should be kept closed except for the tim of measurement ‘The check value for the fuel feed pump should be Kept closed during usual operation. Open at only when the engine had a long stand still and. its Priming is necessary fur initial starting. It is not Recessary to open the valve when starting the engine Which had rather short period of stopping. (So long the fuel oil pipe line contains enough oil) 3. The fuel filter is of the laminate type of the 200M range. Turn its handle once @ day, remove the cill-tesidue by. loosening its lower plug once a Week, and take out the element and perform a -aning of it once a month, complete cl Operation of F.O. filter handle Since the spacer plates and filter plate, once disassembled, are difficult to- reassemble, refrain from: disassembling them -as-faras possible. It sometimes occurs that the injection” ‘pump and nozzle are too’ easily. warm down: because flushing ‘of the’ pipedine and fuel oil. tank’ has. been insufficiently performed at the time. of. initial faunching. ‘Therefore, the operator should carry out ‘the washing and cleaning of the filter as claborately and as frequently as possible, confirming thereby ‘that there has ‘been no. presipitation of dust oF other impurities 4. In respect to the fuel injection nozzle, while it is new, its regular leaking ratio is 10 ~ 20 drips per second. It is also necessary for the observation Port of the injection pump to have a certain amount of Jeakage, (9) Intake Air Temperature It is, desirable to. keep the temperature of intake air at 40. ~ 45°C (applicable only tothe engine with intercooler). Adjust the temperature with the cock provided at the inlet side of the intercooler, paying attention to the roomand sea water temperature. The manufacturer's. “TEST RECORD” in connection. with the combustion pressure, ete at full load with the intake air temperature 40 ~ 45°C is available It is generally claimed that, asthe temperattire- of intake air decreases, the temperature of exhaust gas will decreases at the rate of 2 times that. decrease However, since:the decrease in the temperature is affected by the fuel oil in use, exhaust gas pressure, cleanliness of the turbocharger and of the intake and exhaust valve, sHape of the vessel. (including the propeller), ete the temperature: Of the exhaust gas will not necessarily decrease(10) Draining of Intake Manifold When the “sweating” effect appears on the intake ‘manifold, loosen the drain plug of the intake manifold and drain it When it is humid, it is advisable to drain at a certain interval of time judging from the drain quantity, 4.Combustion Pressure and Exhaust Gas Tem- erature (1) Combustion Pressure ‘The maximum combustion pressure is adjusted by changing the initial hitting position of the fuel cam, ‘The dispersion between various cylinders will be held within 3 ke/em?. (However, it should not exceed the rated pressure plus 3 kg/cm?) When the pressure indicator is used, employ it a8 follows’ (Use of pressure indicator) ay Installation of indicator 1, Let the pressure indicator valve blow off slightly just once 2. Install the pressure indicator 3. Open the pressure indicator valve to the full extent and measure the pressure 4, When the measurement of pressure has been completed, close the pressure indicator valve ~ completely, and tighten the locknut. ar, i7 i? ‘Measurement of maximum combustion pressure 5. When the load has settle pressure, 6, Since the pressure indicator becomes heated, use loves or other hand protectors. (Note) 1, Measurement of the pressure should ke done, when the engine is warmed up enough. 4 down, measure the 35 PS-26, 2. When the compression pressure is measured by operating the priming handle, with the injection pump having been put out of the line, measure the compression pressure that ensues at idle operation. (2) When The Combustion Pressure is Abnormal If dispersion is recognized between various cylinders, check the following points in this order. 1. The nozzle is out of order, 2, Fuel injection pump (particularly leak of delivery valve and plunger), 3. Tappet clearance. 4, Initial hitting position of fuel cam, If an abnormity is recognied in each cylinder, check the three items listed below. If the combustion pressure is within the rated pressure plus 3 kg/em?, no adjustment is required. For the fuel cam setting, refer to §5—(7)-4. 1. Pressure indicator is out of order. 2. Viscosity of fuel oil in use. 3. Temperature of intake ait is too low. (3) Checking Order When Exhaust Gas Temperature is Abnormal 1, Exhaust gas thermometer, 2. Combustion pressure and compression pressure, 3. Revolution of the turbocharger, pressure and temperature of intake air. 4, Temperature of cooling water (intercooler), Fuel nozzle. Fuel injection pump (particularly, leakage of delivery valve) (lag in starting of injection), 7. Intake and exhaust valves and tappet ‘clearance common to them, : 8. Whether the intake manifold is seridusly soiled and sludge is accumulated in it 9. Whether the piston or liner is out of order, ‘As the disparity between various cylinders is per- missible within 30°C, refrain from adjusting them without confirming the actual cause, Leave the disparity in the fuel racks of various cylinders within +1 mark on the graduated scale, do not adjust closer than that Generally it is due to the soiled turbocharger and intercooler that the exhaust gas temprature tend to rise gradually. When pilometer are installed, it is likely to register 4 little higher than the barometer type thermometer. (Method of adjusting rack) Loosen the fitting bolt as per shown in the illustration and adjust the rack st proper position ‘Then tighten it. Rack lever clutch Rack Lever Spring holder Method of adjusting rackPS-26 (10) Draining of Intake Manifold 2, When the compression pressure is measured by When the “sweating” effect appears on the intake operating the priming handle, with the injection manifold, loosen the drain plug of the intake manifold pump having been put out of the line, measure and drain it the compression pressure that ensues at idle When it is humid, it is advisable to drain at a certain, operation, interval of time judging from the drain quantity. (2) When The Combustion Pressure is Abnormal 4. Combustion Pressure and Exhaust Gas Tem- If a dispersion is recognized between various cylinders, perature check the following points in this order. L. The nozzle is out of order. 2. Fuel injection pump (particularly leak of delivery valve and plunger), 3. Tappet clearance. 4, Initial hitting position of fuel cam, If an abnormity is recognied in each cylinder, check the three items listed below. If the combustion pressure is within the rated pressure plus 3 kg/em?, no adjustment is required. For the fuel cam setting, refer to §5~(7)-4, 1. Pressure indicator is out of order. 2. Viscosity of fuel oil in use. 3. Temperature of intake air is too low. (1) Combustion Pressure ‘The maximum combustion pressure is adjusted by changing the initial hitting position of the fuel cam The dispersion between various cylinders will be held within 3 kg/em?. (However, it should not exceed the rated pressure plus 3. kg/cm?) When the pressure indicator is used, employ it as follows: (Use of pressure indicator) (3) Checking Order When Exhaust Gas Temperature is ‘Abnormal 1. Exhaust gas’ thermometer, 2. Combustion pressure and compression pressure. 3. Revolution of the turbocharger, pressure and temperature of intake air. 4. Temperature of cooling water (intercooler). Fuel nozzle. Fuel injection pump (particularly, leakage of delivery valve) (lag in starting of injection), ‘7. Intake and exhaust valves and tappet clearance common to them , 8, Whether the intake manifold is seriously soiled Installation of indicator and sludge is accumulated in it. 9. Whether the piston or liner is out of order. ‘As the disparity between’ various cylinders is per- missible within 30°C, refrain from adjusting them without confirming the actual cause. Leave the © disparity in the fuel racks of various cylinders within 1 mark on the graduated scale, do not adjust closer than that. Generally it is due to the soiled turbocharger and intercooler that the exhaust gas temprature tend to rise gradually. When pilometer are installed, it is likely to register, a little higher than the barometer type thermometers (Method of adjusting rack) Loosen the fitting bolt. as per shown in the illustration and adjust the rack at proper position. ‘Then tighten. it. 1, Let the pressure indi just once 2, Install the pressure indicator 3. Open the pressure indicator valve to the full extent and measure the pressure 4. When the measurement of pressure has been completed, close the pressure indicator valve completely, and tighten the locknut or valve blow off slightly Rack lever clutch Rack Lever Spring holder ‘Measurement of maximum combustion pressure Fitting bott 5S. When the load has settle down, measure. the pressure, 6. Since the pressure indicator becomes heated, use gloves or other hand protectors. (Note) 1, Measurement of the pressure should be done, when the engine is warmed up enough, Method of adjusting rack Rack tink 35 —PS-26 [DAIHATSU] (4) When Exhaust Gas Shows Abnormal Color Examine the following check-points 1. The resistance (back pressure) in the turbine outlet ‘exhaust manifold may be excessive, 2. Due to an extended period of idle operation (including less than 30 per cent load in one stretch of extended operation), oil deposits may be accumulated in the exhaust manifold, 3. Inferior fuel oil, 4, Fuel nozzle (Leakage, disorder, opening pressure, carbon flower), 5. Combustion pressure (unevenness, compression pressure; slipping of cam), 6, Excessive circulation of lubricating oil (particulaly with a chrome-plated liner), 7. Wearing of piston ring or oil ring, interference of sludge, 8. Turbocharger may be soiled considerably (resulting in insufficient intake pressure), 9. Overload, 10. Intermixture of air or moisture into fuel oil, filter clogged. 11. Timing of the operation of intake and exhaust valve affected by clogging or gas leakage, 12 Others, (5) When Engine Revolution Hardly Rises to the Prescribed Rate (In marine propulsion engine) In this case, if the engine revolution is low compared with the temperature of the exhaust gas: 1. Propeller may be damaged 2, Revolution may be low due to too dirty turbocharge 3. Intake manifold clogged (intercooler over soiled ), 4. Combustion pressure decreased, 5, Injection pump plunger excessively worn. 6. Failure of piston liner. 7. Bearing, friction plate of reduction gear and other sliding sections out of order. 8. Others. (6) When The Fuel Rack Registers or While the fuel rack registers a high consumption, the exhaust temperature does not rise much, 1. Insufficient deaeration of fuel system, intermixture of moisture, 2, Fuel filter or pipe clogged. 3. Too much teakage from delivery valve packing of the injection pump. 4. Injection pump plunger worn out or delivery valve out of order. 5. The supply of fuel to some cylinder may be cut off. 6. Joints of the F.O. injection pipe may not be working satisiactorily or the pipe may be cracked. 5. Others (1) Turbocharger ‘Study the operation manual on “Ishikawajima-Harima Exhaust. Gas Turbocharger Type VTR-O0O”, which is provided separately Become familiar with the following matters: 1. Lubricating oil in use, 2. Durability period for all the ball bearings of the turbocharger. 3. Cleaning of the filter on the silencer, 4. Cleaning of casing and water jacket sections including inspection of protective zinc), 5. Cleaning of turbine and turbo-blower sides. 6. Method for cleaning of turbocharger blower. (It is to be washed while fitted to the engine) 7. Disorder and its causes, (2) Non-turbocharged Operation (Operation when the Turbocharger is out of order) ‘The vessel is provided with turbocharger blanking Plates (or exhaust relay pipe) so that the engine ‘can be operated with the turbocharger out of order.” Even though, the load in this case is generally within PME=4.5 kgicm? (40 ~ 50 per cent of the rated output), since the cam and other parts are conditioned for turbocharged operation, when non-turbocharged. operation must be con- tinued for a considerable duration, operate the engine with the temperature of the exhaust gas kept down below approx. 400°C without giving too much heed to the load. (Method of non-turbocharged operation) 1. Remove turbocharger 2. Take out the bearing at the turbine and blower sides in accordance with the instruction given in the operation manual seperately bound. 3. Fix the blanking plates as shown in the figure. i Exhaust gas v ix the turbocharger blank plate ‘Method of using turbocharger blank plates Remove this patt 4. Set the turbocharger at the original position 5. To fix the blanking plates, the intake silencer and swirl chamber are to be taken off. Attach a air filter at the inlet port of intake manifold so that no dust may enter from here, If there is no fear of water leakage which may be harmful to the engine operation, flow in cooling water. If there is such fear and hence it is impossible to flow in water, stop water currency by reversing the eye flange provided at the edge of cooling water inlet main pipe. 7. When using the exhaust relay pipe, replace the turbocharger with it. Attach the air filter in the same manner as mentioned above $. Stop water as mentioned above 6. (3) Operation with Low Load aS Compared with the engine without a turbocharger, the engine with a turbocharger is so arranged that, for the purpose of scavenging and cooling down the exhaust valves, its exhaust valves are slower in their closing timing and its intake valves are faster in their opening timing (with the result that the overlapping is larger)(4) Surging Since, when the engine is operated below the cross point (where the exhaust and intake pressures intersect), the exhaust g2s sometimes counterflows to the intake side due to the exhaust pressure being lower than the intake pressure. Refrain from operating the engine below the cross point (less than 35% of rated load) for a long stretch of time, as far as possible, Conditions wherein the intake valves ate soiled of damaged more than the exhaust valves or the intake Ports ate soiled or sludge is aceummulated on them, may probably have been caused by a longtime operation of the engine below the cross point, In the case of a powered-up turbocharged diesel fengines, in which the performance of the turbocharger is greatly enhanced, when a drastic change of the load takes place, a surging effect (popping sound) is sometimes hheatd on the intake filter side Although this has nothing to do with the engine itself, restudy the way to operate the engine to avoid surge (5) Rocker Arm L.O. supply 1. As the lubricating oil for the rocker arm lubrication, use the same or'a better quality oil than the system oil. If the special oil for this purpose is obtainable fon the market, better use it Since the lubrication for the rocker arm is not sufficient at the time immediately after the starting, use also manual lubrication. (Especially when starting after long stop) ‘Adjustment of valve rocker arm L.O. quantity (2) 3, Because the lubricating oil at the rocker arm decreases as its soiling. progresses, use lubrication in a larger quantity. PS-26 [DAIHATSU] 4, Since the lubricating dil at the rocker arm is liable to become dirty, replace the oll more frequently, (It is desirable to replace oll with new one at about 160 ~ 200 HR use) 5. Check from time to time oil level in the tank or condition of oil 6. The filter is of laminate type. Apply turning once a day, drainage once a week, and overhaul once a month. 7. Clean inside of the tank once a month, and replace the sponge filter if damaged 8. When cleaning inside of the tank, take utmost care not to leave waste inside which may stop the suction port, resulting in decreasing of the trochoid pump capacity, (6) ” —a- Handle operation of valve rocker arm L.O. filter Cooling of Nozzle (Optional) I. The pressure of cooling oil is to be adjusted to 1 ~ 3 ele? at the rated operation 2. Conduct cleaning of the cooling tank and filter with meticulous care, so that the sludge at the cooling oil will not accumulate in them 3. Since corrosion may be taken place by combustion generated sulphur due to the cooling of outer periphery of the nozzle, cate should be taken about the cooling oil temperature. It is advised that this temperature should be adjusted by the by-pass valve to 50°C, at the cooling oil intet main pipe. Instrument for Alarm Device AAs for each instrument, refer to the handling manual separately bound, 1, When any indication appears on the alarm circuits uring operation of the engine, stop the engine immediately and determine cause for it. Take measure in advance to have the deck workers informed of what action they should take when fan alarm signal is given, so that accidents will be prevented to the greatest possible extent 2. Conduct the performance test once a month, and Confirm that every section of the device is in good working condition and that the alarm appears as designed. The test should be performed while the engine is operating at idle. During the test, use the pressure relief valve for decreasing the pressure of the engine and utilize hot water of 4 seperate source for raising the temperature,when the engine is operated below the cross Point (where the exhaust and intake pressures intersect), the exhaust gas sometimes counterflows 10 the intake side due to the exhaust pressure being lower than the intake pressure. Refrain from operating the engine below the cross point (less than 35% of rated load) for a long stretch of time, as far as possible. Conditions wherein the intake valves are soiled or damaged more than the exhaust valves or the intake Ports are soiled or sludge is accumulated on them, may probably have been caused by a longtime operation of the engine below the cross point. (4) Surging In the case of @ powered-up turhocharged diesel ‘engines, in which the performance of the turbocharger is greatly enhanced, when a drastic change of the load takes place, 2 surging effect (popping sound) is sometimes heard on the intake filter side. Although this has nothing to do with the engine itself, restudy the way to operate the engine to avoid surge: (5) Rocker Arm L.O. supply 1. As the lubricating oil for the rocker arm lubrication, use the same or a better quality of] than the system oil. If the special oil for this purpose is obtainable fon the market, better use it Since the lubrication for the rocker arm is not sufficient at the time immediately after the starting, use also manual lubrication. (Especially when starting after long stop) Adjustment of valve rocker arm L.O. quantity (2) 3. Because the lubricating oil at the rocker arm decreases as its soiling progresses, use lubrication in a larger quantity. PS-26 (DAIHATSU) 4, Since the lubricating oil at the rocker arm is liable 10 become dirty, replace the oil more frequently, (It ix desirable to replace oil with new one at shout 160 ~ 200 HR use) 5. Check from time to time oil level in the tank or condition of oil 6. The filter is of laminate type. Apply turning once a day, drainage once a week, and overhaul once a month, 7. Clean inside of the tank once a month, and replace the sponge filter if damaged. 8. When cleaning inside of the tank, take utmost care not to leave waste inside which may stop the suction port, resulting in decreasing of the trochoid pump capacity. i) 37 — Handle operation of valve rocker arm LO. filter Cooling of Nozzle (Optional) 1. The pressure of cooling oil is to be adjusted to 1 ~ 3 kgfer? at the rated operation. 2. Conduct cleaning of the cooling tank and fitter, with meticulous care, so that the sludge at the cooling oil will not accumulate in them Since corrosion may be taken place by combustion generated sulphur due to the cooling of outer periphery of the nozzle, care should he taken about the cooling oil temperature, It is advised that this temperature should be adjusted by. the by-pass valve to $0°C, at the cooling oil intet main pipe. Instrument for Alarm Device As for each instrument, refer to the handling manual separately bound, 1, When any indication appears on the alarm circuits during operation of the engine, stop the engine immediately and determine cause for it. Take measure in advance to “have “the deck workers informed of what action they should take when an alarm signal is given, so that accidents will be prevented to the greatest possible extent. 2. Conduct the performance test once a month, and confirm that every section of the device is in good working condition and-that the alarm:appears. as designed. The test should be performed while the engine is operating at idle, During the test, use the pressure relief valve for decreasing the Pressure-of the engine and utilize-hot water of a seperate Source for raising the temperature,PS-26 DAIHATSU) 6. Stoppage of Operation (stoppage Ci) @) 1, Inspect every section of the engine at the time of stoppage to ensure that no trouble will occur at the time of starting . Stop the engine in an unloaded state (with the clutch in the neutral position in a marine propulsion engine) In an engine with a turbocharger, ascertain that the turbocharger has stopped smoothly. Although the time required for an idling operation to come to a stop is generally 2 ~ 4 minutes, the matter should be checked when the ship is tested at the launching time, After the engine has been stopped, open the indicator valve, and the engine turn several times so that the combustion gas is discharged. Leave the cooling water undrained untill the engine is completely cooled It is important to drain the cooling water from the engine, turbocharger and water jackets, when the stopping time is expectected to be prolonged. Since the water pressure is higher than the oil pressure at the stopping time, water may leak to the lubricating oll tank. Special care should be taken in wintertime, since the cooling water is liable to freeze and cause an accident. Cessation (This applies to rgsing time) When the cessation is expected to be prolonged to a considerable extent, take rust_preventive ‘measure on the engine. Apply grease to the exposed ‘machine-finished portions, cover the cylinder head, Operate the engine more than once a week for about 10 minutes so that lubricating oil film may not be cut. When operation is unable, make ‘turning for several times to change the contact position of piston, hearing shell, cam, ete Apply proper covers to the exhaust silencer, cleaner ‘of turbocharger and mist gas vent to prevent water from making its way to them. |. Apply a cover over the electric equipment as a whole, so that the insulation resistance will not bbe impaired. When The Engine must be stopped immediately. 2 3 When an abnormal sound is heard at the working parts When smoke is observed at the bearing and other working parts When the lubricating oil pressure has dropped suddenly. When the lubricating oil temperature has risen suddenly, When the engine revolution has increased rapidly due to failure of the governor or fuel injection pump. When the supply of cooling water has stopped and an immediate supply can not be provided. (Refrain from supplying cold water all of a sudden after overheating) 7. When the temperature of the cooling water has Fisen too high and any adjustment thereof is ineffective in lowering ‘it, When any damage or losseness of the stop screw for bolt of the working parts is detected. When the piping for the fuel oil, lubricating oil fo cooling water is found to be broken. When water leakage into the lubricating oil is 5 detected, 11. When the revolution of the turbocharger is decreased or the exhaust gas temperature has risen to an abnormal extent. 12, When the propeller or its shaft is out of order, (this applies to marine propulsion engine)PS-26 § 5. MAINTENANCE PAGE (1) General oo (2) Standard Intervals for Disassembling and Cleaning (3) Intervals for Manual Lubrication (4) Disassembling and Assembling of E1 1. Nozzle and Nozzle Holder ; 2. Overhaul, Inspection and Cleaning of Cylinder Head ~ (1) Polishing of Exhaust Valve ~~ (2) Polishing of Intake Valve (3) Polishing of Starting Air Valve 3. Extraction, Inspection and Measurement of Piston (1) Connecting Rod ~~ (2) Crank Pin Bearing Shell (3) Connecting Rod Bolt ~ (4) Piston Pin and Piston Pin Bush (3) Piston Ring and Oil Ring 4. Inspection and Measurement of Cylinder Liner (Cautions when using chromium plated liner) 5. Crankshaft, Main Bearing Shell and Thrust Bearing (1) Crank Shaft (2) Measurement of Crank Shaft Deflection Deflection in the Warm State (3) Main Bearing Shell - (4) Thrust Bearing 6. Overhaul of Timing Gear so 7. Overhaul and Inspection of Cam Shaft and Cam () Cam Shaft 2) Cam “ (3) Cam Shaft Bearing (4) Adjustment of Fuel Cam 8, Overhaul and Fispection of Tappet (1) Fuel Oil Injection Pump Tappet (2) Intake and Exhaust Valve TappetPS-26 PAGE 9. Overhaul and Inspection of Fuel Oil Injection Pump 55 10, Overhaul and Inspection of Auxiliary Equipment Driving Gear 7 ie “56 11, Overhaul and Inspection of Governor Driving Gear 57 12. Overhaul and Inspection of Governor 37 Pp (1) Remote Speed Control Device 4 (Generator engine) ~~ sat (2) Penumatic Speed Control Device : (Marine Propulsion engine) - 38 2 13, Overhaul and Inspection of Cooling Water Pump seer (1) Bolt Driving Device for Cooling Water Pump 14, Overhaul and Inspection of Lubricating Oil Pump 15, Overhaul and Inspection of Lubricating Oil Cooler ~~ 16, Overhaul and Inspection of Lubricating Oil Pressure Relief Valve : 17. Overhaul and Inspection of Lubricating Oil Filter 18. Overhaul and Inspection of Fuel Oil Feed Pump 19, Overhaul, Inspection and Cleaning of Fuel Oil Filter ~ 20. Overhaul and Inspection of Starting Control Valve and Starting Valve : 61 (1) Starting Control Valve 62 2). Starting Valve “62 21, Overhaul and Inspection of Starting Rotary Valve “62 22. Overhaul and Inspection of Trochoid Pump for Valve Rocker Arm Lubrication “ on 62 . 23. Overhaul and Cleaning of Rocker Arm Lburicating « Oil Filter - : 63 24, Overhaul and Cleaning of Intercooler 68 25. Inspection of Gauges “ 63 26. Inspection and Replacement of Protective Zine 63 27. Inspection of Air Receiver ~ 64 ~0-1 General Generally speaking, interval for maintenance of the engines depends largely on the prupose of the engine, how it is used, fuel oil and lubricating oil in use. Read following table “Standard Intervals for Mainfenance”” just for your guidance to determine the proper interval for overhaul and replacing parts in real practice con- sidering the condition of the engine. maintenance in the first attempt should be performed rather in an earlier period. ‘General precautions on overhauling 1. Handle the engine and other parts carefully. “Safety first” should be always your slogan. 2. Give heed to the assembling order and tally marks to! avoid misassembling 3. Tighten bolts and nut with even force. Both in- sufficient and excessive force should be avoided. 4. Check periodically the internal bolts and nuts where 1g overhaul has been performed. Standard Intervals for Disassembling and Cleaning PS-26 DAIHATSU) 5. When some spare parts are used, replenish the same at once, 6. When disassembling the engine, conduct measuring of each part as many and as acurately as possible, and the data thus gained should be recorded. 7. From view point of interchangeability and accuracy Daihatsu genuine parts should always be used. 8. ISO Metric bolts and nuts are used in piping system. Care should be exercised not to mix them with whitworth bolts and nuts in disassembling. (The bolt and screws smaller than M8 are all of metric screw) sano sew (9) wee ew (8) 9, If there are any doubts or uncertainties regarding the handling and maintenance of the engine, get in contact with the Daihatsu service engineer for proper instructions. Inspection section Work involved Inspected for loosening, oil leakage & Engine outlook —_|tmspested fon [Oil quantity inspection, supplement Lo. [Cleaning of iter LO. replaced (sole plat only : A) [3 | Nozzle ___ Injection state inspected [= [Exhaust valve — — [Potishing 3 fintake valve Polishing |S Starting vave [Polishing Cylinder safety valve [Polishing ‘Valve spring" | Outlook inipecied (Color checkedA). F [Piston | Extraction of piston, rng inspected 2 Crank pin Inside & rear impact surface inspected, [3 bearing sett __| wear mestured “ - z \Inside inspected, wear measured FS | Crank pin Wear measured [an aing sen |e ea impat ce pected, [* [Piston pin Wear measured - [Bolts tightened, detent inspected Timing gear [Gear contact & back rush measuted Bearing bush & wear measured [Cam shaft & roller inspected [Wear of tappet & its bush measured ‘Wear of cam shaft bearing shell measured Around cam shaft Pressure of injection pump tested [Injection pump disassembled and inspected Fuel feed pump, ol sal & bearing inspected uel injection system [Bearing replaced |injection time inspected, Max. pressure adjusted Governor Disassembled Bearing & sliding sections inspected [pumps Disasembled gar, sal baring & rotor inspected [Overhauling inspection & cleaning (For sole Olt cooter phteciltark). " soon | Replaced, it necessary Engine frame [Replaced if necessary FToytinger ead (Replace, if ncesay Turbocharger Replaced, if necesary |= "intercooler Ditto, water pipe inspected for siting | intercooler [Overhauling inspection with supercharger) LO. replaced [Ar cleaner cleaned ‘Turbocharger jsassembled cleaning, jacket sections inspected Raping Hours - tmon,| 2mon] 6mon.{ tye | 29% | Aye 350~""| 700s. | 2.000~ | 4,000~ | 8,000~ | 1600 S00 | "11200 | "S:800 | “7000 | *i,000| 26,000 ° ° ° — o } ° ° - | - ° | ° ° ° | ° ° oiameas] fotamon) : _fecsmon 3 aj ° —_ — 5 — __- ° _|Oe nn Siing interval | Typeofoil | Remarks CW. pump Oil cup One week | #30 Motor oil | Replace with'new one every 3 month Governor |Worm shaft Three month | #30 Motor oil | Generator engine (remote control) Governor piston (oil cup)| Three month | #30 Motor oil | Matine propulsion engine Control lever, Three month | Grease F.0. control device |Common rod link “One week | #30 Motor oil Rack link One week —_| #30 Motor oil | Common rod bearing One week | #30 Motor oil | 4. Disassembling and Assembling of Engine 2. Clean carbon on the nozzle tip. 1. Nozzle and Nozzle Holder 5 Since the adequacy of the nozzle in use has a great bearing on combustion, be sure to use the nozzle Prescribed as have been approved in “TEST RECORDS” a When the F.O. injection hole is clogged, remove the ‘ nozzle and clean the nozzle orifice well by means of the 4 ‘ nozzle cleaning tool (Process of Nozzle Testing) 1, Detach the fuel oil injection pipe and drain pipe, r and taken it out from the cylinder head by using the nozzle holder disassembling tool. = Process for nozzle extraction 1 3. Remove the pressure adjusting bolt cover for nozzle holder. 1 Cleaning toot leaning wire Nozzle 4. Combine it with the nozzle tester and set the Process for nozzle holder Process for nozzle holder injection pressure at 220. iglesia extraction (1) extraction (2) ! Process for nozzle holder extraction (3) Testing fuel injection —2—EO wees 3. Intervals. for Manual Lubrication Instrument Oiting part Citing interval | Type of off Remarks CW. pump. it cup One week | #30.Motor oil | Replace with new one every 3 month Governor ‘Worm shaft Three month | #30 Motor oil | Generator engine (remote control) Governor piston (oil cup) | Three month #30 Motor oil | Matine propulsion engine Control lever Three month | Grease F.0. control device Common rod link ‘One week - | #30 Motor oil Rack link One week | #30 Motor oit ‘Common rod bearing One week | #30 Motor oi 4. Disassembling and Assembling of Engine 2. Clean carbon-on the nozzle tip. Nozzle and Nozzle Holder Since the adequacy of the nozzle in use-has-a great bearing._on combustion, he sure to. use the nozzle prescribed as have been approved in “TEST RECORDS”. When the F.O. injection hole is clogged, remove the ozele and clean the nozzle orifice well by means of the nozzle cleaning tool. (Process of Nozzle Testing) 1. Detach the fuel oil injection pipe and drain pipe, and taken it out from the cylinder head by using the nozzle holder disassembling tool. Process for nozzle extraction 3. Remove the pressure adjusting bolt over for nozzle holder. = ‘leaning wize - aL 4. Combine it with the zzle ter and set the Process for nozzle holder Process for nozrle holder invection press s€SQQDeRgIaNE extraction (1) extraction (2) aan Testing fust injection ae