F-1310

OCEANIC SUCCESS
D.W. 9,600 MT TYPE CEMENT CARRIER

DC-32e
INSTRUCTION MANUAL
( OPERATION )

V05
 ٨ Replacement Parts

• Hazards and nonconformities of imitation parts

<Use of imitation parts causes accidents.>
1. Recent engines have compact bodies and high power, and are designed to prevent fuel
deterioration and to reduce NOx discharge. Even if imitation parts are similar in shape to
the genuine parts, the use of imitation parts will degrade the engine performance
because of their fragile materials and low machining accuracy. Since the service life of
such parts is short, the engine must be maintained more frequently.
2. If imitation parts are used for the engines designed in accordance with MARPOL73/78
Treaty ANNEX VI, the certificate (EIAPP) may lose its validity, and operation of the
engine may be inhibited.
3. If you use imitation parts, you will not be supplied with parts improved in quality and per-
formance.
4. If imitation parts are used, it may be difficult to make insurance claims for the engine
when any accident occurs.
5. We take no responsibility for the engine in which imitation parts are used.

Daihatsu Diesel supplies reliable engines. Use genuine parts to operate your engine
safely.

http://www.dhtd.co.jp

Head Office 1-30, Oyodo Naka 1-chome, Kita-ku, Osaka, 531-0076 Japan
TEL : 81-6-6454-2393 FAX : 81-6-6454-2686

Tokyo Office 16-11, Nihonbashi 1-chome, , Chuo-ku, Tokyo, 103-0027 Japan

TEL : 81-3-3279-0827 FAX : 81-3-3245-0359

Moriyama Division 45 Amura-cho, Moriyama-city, Shiga, 524-0035 Japan

TEL : 81-77-583-2551 FAX : 81-77-582-5714

Taiwan Office c/o Marine Technical Industries Co., Ltd.

No.14 Tai-Tang RD, Lin-Hai Industrial Zone, Kaohsiung, 812 Taiwan
TEL : 886-7-803-1082 FAX : 886-7-801-9179

Daihatsu Diesel (Europe) Ltd. 5th Floor, Devon House, 58-60 St. Katharine's Way, London E1W 1LB, U.K.
TEL : 44-20-7977-0280 Fax : 44-20-7702-4325

Daihatsu Diesel (AMERICA), Inc. 180 Adams Avenue, Hauppauge, NY 11788, U.S.A.
TEL : 1-631-434-8787/8/9 FAX : 1-631-434-8759

Daihatsu Diesel (ASIA PACIFIC) Pte.Ltd. 128 Pioneer Road, Singapore 639586
TEL : 65-6270-7235 FAX : 65-6270-6236

Daihatsu Diesel (SHANGHAI) Co.,Ltd. Room A Floor 9, Huamin Empire Plaza, No. 726 Yanan Rd (w), Shanghai, China
TEL : 86-21-6225-7876/7 FAX : 86-21-6225-9299

DC-32e Z 12-02
 DC-32e Operation Manual (Operation )
CHAPTER

CHAPTER 0 Introduction 0

CHAPTER 1 Outline of Engine 1

CHAPTER 2 Outline of the Structure 2

CHAPTER 3 Standards for Engine Adjustment 3

CHAPTER 4 Operation 4

CHAPTER 5 Inspection and Maintenance 5

CHAPTER 6 Fuel Oil, Lubricating Oil and Cooling Water 6

CHAPTER 7 Causes and Countermeasures of Malfunctions and Failures 7

◎ For disassembling, maintenance, assembling and spare parts, please

see the separate operation manual (Maintenance) and the Parts List

◎ This operation manual and related written materials (drawings, data, etc.) shall be regu-
larly placed at the designated place where they are always available for the operators of
the engine and shall be assuredly transferred to the successor whenever the person in
charge of the engine is replaced.

DC-32e Z 12-02
 CHAPTER

ITEM
Contents DC-32e

Chapter 0 INTRODUCTION 0
1． Before Running Daihatsu Diesel Engine 0-1
2． Basic Information on Safety Operation 0-2
2.1 Safety Precautions 0-2.1
2.2 Safety Signs and Symbol Marks 0-2.2
2.3 Indication of Warning : Warning Labels 0-2.3
2.4 Indication of Warning : Warning Label Positions 0-2.4
3． Engines Conforming to the NOx Technical Code 0-3
3.1 Outline 0-3.1
3.2 Matters Requiring Attention for NOx Regulation Compliance 0-3.2
4． General Information 0-4
4.1 Notation of Engine Type 0-4.1
4.2 Definition of Term 0-4.2
4.3 Unit 0-4.3

Chapter 1 OUTLINE OF THE ENGINE 1

1． Principal Specifications of the Engine 1-1
2． Types of the Auxiliary Machinery 1-2
3． External View of the Engine / Location of the Main Accessories 1-3

Chapter 2 OUTLINE OF THE ENGINE STRUCTURE 2

1． Main Part of the Engine 2-1
1.1 Engine Frame / Cylinder Liner / Main Bearing 2-1.1
1.2 Crankshaft / Bearings 2-1.2
1.3 Camshaft / Timing Gear Train 2-1.3
1.4 Pistons / Connecting Rods 2-1.4
1.5 Cylinder Head 2-1.5
1.6 Fuel Injection System 2-1.6
1.7 Valve Train 2-1.7
1.8 Fuel Control System 2-1.8
1.9 Intake / Exhaust System 2-1.9

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ITEM

DC-32e Contents

2． Piping System 2-2

2.1 Starting-air System 2-2.1
2.2 Fuel Oil System 2-2.2
2.3 Lubricating Oil System 2-2.3
2.4 Cooling Water System 2-2.4
3． Engine Control / Protective Device 2-3
3.1 Control of Starting 2-3.1
3.2 Stop Control 2-3.2
3.3 Engine Protection System 2-3.3

Chapter 3 STANDARD SPECIFICATIONS FOR ENGINE ADJUSTMENT 3

1． Specifications for Operation 3-1
2． Setting of Valves 3-2

Chapter 4 OPERATION OF THE ENGINE 4

1． Matters to be Attended during Engine Operation 4-1
1.1 During Starting Operation 4-1.1
1.2 During Running of Engine 4-1.2
1.3 For Stopping of Engine 4-1.3
2． Preparation for Operation 4-2
2.1 Daily Pre-operational Preparation 4-2.1
2.2 Preparation for the First Start Operation After Long Suspension of Operation or Disassembling and Maintenance 4-2.2
3． Starting of the Engine 4-3
3.1 Engine Start Procedure 4-3.1
3.2 Inspection and Checking Immediately After Starting of The Engine 4-3.2
4． Engine Operation 4-4
4.1 Running-in of the Engine 4-4.1
4.2 Warming-up and Loading of the Engine 4-4.2
4.3 Operation with a Load (with a Service Load) 4-4.3
4.4 Operation with a Heavy fuel oil (for an engine for which a heavy fuel oil is specified) 4-4.4
4.5 Permitted Range of Engine Operation (in the case of a main (marine) engine) 4-4.5
5． Special Operation of the Engine 4-5
5.1 Light Load Operation 4-5.1
5.2 Operation of an Engine with Natural Aspiration 4-5.2
5.3 Operation of the Engine with Reduced Number of Cylinders 4-5.3

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ITEM
Contents DC-32e

6．Stoppage of the Engine 4-6

6.1 Usual Stoppage 4-6.1
6.2 Emergency Stoppage 4-6.2
6.3 Long Suspension of Operation 4-6.3

Chapter 5 MAINTENANCE AND INSPECTION 5

1． Matters to be Attended in Inspection and Maintenance 5-1
1.1 Matters to be Attended in Relation to Safety 5-1.1
1.2 Matters to be Attended at the End of Maintenance or Inspection 5-1.2
2． List of Items for Maintenance and Inspection 5-2
3． Measurement and Adjustment 5-3
3.1 Maximum Explosion Pressure and Exhaust Temperature 5-3.1
3.2 Pressure and Temperature 5-3.2
4． Inspection and Maintenance 5-4
4.1 Inspection of the Intake and Exhaust Valve System and Adjustment of the Valve Clearance 5-4.1
4.2 Inspection and Maintenance of The Fuel Injection Valve 5-4.2
4.3 Cleaning of the Filters 5-4.3
4.4 Cleaning of the Compressor of the Turbocharger 5-4.4
4.5 Cleaning of The Turbine of The Turbocharger 5-4.5
4.6 Measurement of the Crankshaft Deflection 5-4.6

Chapter 6 FUEL OIL / LUBRICATING OIL / COOLING WATER 6

1． Control of Fuel Oil 6-1
1.1 Choice of a Fuel Oil 6-1.1
1.2 Control of Fuel Oil 6-1.2
2． Control of Lubricating Oil 6-2
2.1 Choice of a Lubricating Oil 6-2.1
2.2 Control of Lubricating Oil 6-2.2
3． Control of Cooling Water 6-3
3.1 Cooling Water (Raw Water) 6-3.1
3.2 Rust Preventive 6-3.2
3.3 Control of Cooling Water 6-3.3

DC-32e A 14-08
CHAPTER

ITEM

DC-32e Contents

Chapter 7 CAUSES OF ABNORMALITIES AND FAILURES AND THEIR COUNTERMEASURES 7

1． Matters to be Attended when an Abnormality or a Failure Happens 7-1
2． Causes and Countermeasures of Abnormalities and Failures 7-2
2.1 Difficulties in Starting 7-2.1
2.2 Unstable Engine Revolution 7-2.2
2.3 Insufficient Engine Output 7-2.3
2.4 Abnormalities in The Exhaust Temperature / The Maximum Explosion Pressure 7-2.4
2.5 Undesirable Color of the Exhaust 7-2.5
2.6 Abnormal Noise and Vibration 7-2.6
2.7 Sudden Stop of the Engine 7-2.7
2.8 Impossibility of Engine Stoppage 7-2.8
2.9 Overspeed 7-2.9
2.10 Too Low Lubricating Oil Pressure 7-2.10
2.11 Too High Lubricating Oil Pressure 7-2.11
2.12 Too Low Pressure (in the Jacket) of the Cooling Water 7-2.12
2.13 Too High or Low Temperature of the Cooling Water (in the Jacket) 7-2.13

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 CHAPTER
Introduction
0
ITEM
Before Running Daihatsu Diesel Engine DC-32e 1

0． Introduction

(1) Only skilled operators who have carefully read and fully understood the instruction manual
0
should operate, inspect and service this machine.
Operation, inspection or servicing by persons inadequately familiar with the machine may
result in personal injury, equipment damage or environmental hazard.
(2) No responsibility shall be assumed whatsoever for product damage or any associated fires,
oil spills or other environmental hazards, personal injuries, property damage or economic
losses caused by the use of non-genuine parts or operation, inspection or servicing that devi-
ates from the instruction manual.
(3) We shall repair new parts or replace any flawed parts made or sold by us, however no com-
pensation shall be provided for damage to any equipment not of our manufacture or cargo, or
personnel, fire-fighting, towing or other expenses arising from the use of such flawed parts or
fowled fuel, lubricant, cooling water or other medium.
(4) This instruction manual is subject to change without notice.

0-1．Before Running Daihatsu Diesel Engine

This instruction manual describes the proper operation procedure of the DC-32e engine, its
daily maintenance and inspection procedures, and other necessary information on the engine.
To maintain the engine in good operating condition and ensure that it provides the specified
performance, be sure to read through this manual and become sufficiently familiar with the
proper procedures before operating the engine.
Strictly avoid use of the engine for a purpose other than the original purpose of use of the
engine or under conditions different from the specified conditions or handling against the
descriptions given herein, since such operation will cause accidents or troubles.

A． Each piece of the information is an important safety precaution and provided as a "Warning"
or "Caution".

B．The features and structure of your engine may be different from those provided in this manual depend-
ing on the specifications of the engine delivered. In this case, the engine specifications and final documents
supplied separately have priority over this manual.

C．For the details on the following machine or device, see each instruction manual supplied with this manual:
1. Turbocharger 2. Governor 3. Lubricating oil cooler 4. Lubricating oil auto back wash filter
5. Lubricating oil bypass filter 6. Lubricating oil priming pump 7. Control equipment
8. Other special devices

D．Be sure to use the genuine parts of DAIHATSU DIESEL MFG. CO., LTD. or those specified in the parts
list. We will not guarantee the proper operation of the engine unless such parts are used.
For replacement of the parts or service on your engine, contact our Service Department or the nearest
DAIHATSU's branch office provided on the cover page.

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Introduction
0
ITEM
Basic Information on Safety Operation: Safety Precautions
2.1 DC-32e

Be sure to provide us with the "type and number of your engine" when contacting us.
If you use any parts other than the genuine parts or specified parts, unexpected troubles may be caused,
and you cannot make insurance claims owing to nonconformity to terms and conditions of damage
insurance.

E．To prevent environmental contamination, do not dispose of waste products, liquids, etc. thoughtlessly.
Be sure to entrust the disposal of such waste products, liquids, etc. to the authorized waste disposal
company.

0-2．Basic Information on Safety Operation

0-2.1 Safety Precautions

The diesel engine uses flammable oil. It has dangerous parts, such as the high-speed rotation-
al parts, the parts that become extremely hot, or the parts that are under high pressure fluid,
during operation.
Improper handling of the engine can result in serious injury or fatal accidents. Be sure to
observe the safety precautions provided in this manual.

A．Beware of Rotational Parts

This engine has the high-speed rotational parts.
Inadvertent contact of operators or objects with such parts can cause that the person to get
caught in the engine, or cause the chips of objects to fly in all directions.
a. Never attempt to touch the rotational parts such as the flywheel and couplings during operation. Also, be
sure to place the protective cover in place before operation.
b. Before starting operation, check that no person is around the engine. Warn any nearby person by signal-
ing that the engine is about to start operation.

B．Beware of Hot Parts

The engine parts are very hot during and immediately after operation. Touching them with bare
hands or skin can cause burns. Note that the exhaust manifold, turbocharger, cylinder head,
indicator valve periphery, air cooler inlet, and heated heavy fuel oil pipes become extremely hot.
a. Never attempt to touch any part of the engine with bare hand or skin during or immediately after operation.
b. Be sure to wear safety gloves or other protective wear for making measurements or inspection.
c. Allow the engine to sufficiently cool down before performing inspection or maintenance work.
C．Prevent Oil from Catching Fire
Fuel oil or lubricating oil coming in contact with extremely hot parts of the machine may catch fire.
a. Be attentive to oil leakage from the oil pipes during operation. If any leakage is found, immediately stop
the engine and eliminate the leakage.
b. Strictly observe the "NAKED FIRE FORBIDDEN" sign when adding fuel oil or lubricating oil.

If the engine is stopped due to failure or trouble, be sure to eliminate the cause of defect and
restore it to the normal operating condition before restarting the engine operation.

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 CHAPTER
Introduction
0
Basic Information on Safety Operation: ITEM

Safety Signs and Symbol Marks DC-32e 2.2

0-2.2 Safety Signs and Symbol Marks

This instruction manual and warning labels affixed to the engine carry one of the following safety signs and
symbol marks: 0
A. Safety Signs and "Signal words"
："Warning": Precaution related to safety of personnel (Potential hazard which could result in death or
serious injury)
："Caution": Precaution related to safety of personnel (Potential hazard which may result in minor or
moderate injury)
："Precautions for handling": Information on handling of the engine to prevent damage

："Prohibition": Prohibited practice that can affect the safety of personnel and the engine

："Obligatory acts": Recommended practice or instruction to be followed to ensure safety of personnel

and the engine

B. Symbol Marks
b. Prohibition Signs
a. Warning Signs

：General warning ：Non-specific general prohibition

：Flammable → Fire ：No Smoking

：Explosive → Explosion or Bursting ：Naked fire forbidden

：Do Not Touch

：Poisonous → Poisoning

：Voltage → Electric Shock c. Signs for Obligatory Acts

：Wear Eye Protection (safety goggles, etc.)

：High temperature → Burn

：Wear Head Protection (hard hat, etc.)

：Rotational/Moving Part → Getting Caught

：Wear Ear (Noise) Protection (ear plugs, etc.)

：Edge → Cut

：Wear Hand Protection (safety gloves, etc.)

：High-Pressure Fluid Jet → Injury

：Wear Foot Protection (safety shoes, etc.)

：High Location → Fall

d. Others
：See other pages in this manual or other
documents.

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CHAPTER
Introduction
0
ITEM
Basic Information on Safety Operation:
2.3 DC-32e Indication of Warning: Warning Labels

0-2.3 Indication of Warning: Warning Labels

The warning labels used in our engines are basically as given below.

㩿㪈㪀 㩿㪉㪀 㩿㪊㪀

㩿㪋㪀 㩿㪌㪀

㩿㪍㪀 㩿㪎㪀 㩿㪏㪀 㩿㪐㪀

㩿㪈㪇㪀 㩿㪈㪈㪀 㩿㪈㪉㪀 㩿㪈㪊㪀 㩿㪈㪋㪀

DC-32e Z 12-02
 CHAPTER
Introduction
0
ITEM
Basic Information on Safety Operation:
Indication of Warning: Warning Label Positions DC-32e 2.4

0-2.4 Indication of Warning: Warning Label Positions

For safety, the warning labels shown below are affixed to the engine. The numbers carried by labels corre-
spond to those given on Item 2.3 of Chapter 0. 0
If a label is broken or falls, replace it with a new label, and make arrangement so that it may be visible
clearly at any time.

(1)
(4) (9)

(8) (2) (3)

(10)
(11)

Fuel Valve Testing Pump Oil Press. Jack Pump

DC-32e Z 12-02
CHAPTER
Introduction
0
ITEM
Engine Conforming to NOx Technical Code: Outline / Matters
3.1,3.2 DC-32e Requiring Attention for NOx Regulation Compliance

0-3. Engine Conforming to NOx Technical Code

0-3.1 Outline
A. The marine diesel engines to which the 13th rule "Nitrogen Oxides (NOx)" in Supplement VI "Rules to
Prevent Air Pollution by Ships" to MARPOL73/78 Treaty applies should conform to NOx Technical Code.
B. The engines conforming to NOx Technical Code are authorized as an engine group or an engine family,
and it is allowed to apply the engine parameter check method to them, when receiving the NOx discharge
inspection on board.
The engine parameter check method is a method for verifying that the engine components and setting values
conform to the requirements specified in the technical file, and does not require the measurement of NOx dis-
charge. To the engines that are not conforming to the requirements of the technical file, the engine parameter
check method cannot be applied. For such engines, the measurement of NOx discharge shall be required.

0-3.2 Matters Requiring Attention for NOx Regulation Compliance

A. Introduction
NOx Regulation obliges the administration to execute Port State Control (PSC) and regular inspection to
confirm that the regulation is satisfied even after the ship has entered service. Please pay attention to the
following points and make sure to comply with the regulation and carry out inspections smoothly. Replacing
parts with those other than the authorized parts or performing remodeling or revision after adjustment
would invalidate the certificate.
B. Inspection Method
For confirmation of the NOx emission level of our engine, parameter checking method will be applied, in
principle, and the details will be confirmed as given in the method described in the technical file.
[Engine Parameter Checking Method]
Verification will be conducted to ensure that books stored onboard (Final Document (FD)) are available
and are appropriately managed. Replacement/remodeling and revision of engine components and set val-
ues (engine parameter) that would affect the NOx emission volume given in the record book of engine
parameter will be surveyed to verify that they are within the allowable range specified in the Technical File
(TF). Inspection will be conducted at the engine parameter site, as necessary, to verify that the parameters
are within the range specified in TF.
C. Books Stored Onboard
During the time this engine is mounted on a vessel which is under the authority of the relevant administra-
tion, it is obligated to keep the FD stored in the vessel. Documents obligated to be stored onboard under
the NOx technical code (2008), are as given below.
1) Engine International Air Pollution Prevention Certificate with Supplement (EIAPP Certificate)
2) Technical File (TF)
3) Record Book of Engine Parameters
4) Documents on operation values based on load characteristics of engine or an engine parameter list
(Test records of the diesel engine at shop trial and/or Engine Parameter Inspection Record for NOx
Verification) (PIR)
5) Technical Documentation on remodeling of components [If applicable] ( ：“Technical File”)

DC-32e Z 12-02
 CHAPTER
Introduction
0
ITEM
Engine Conforming to NOx Technical Code:
Matters Requiring Attention for NOx Regulation Compliance DC-32e 3.2

D．Inspection Items (Engine Parameters)

Engine components and set values that affect the NOx emission are defined as follows:
Components: Fuel injection valve, fuel injection nozzle, fuel injection pump, fuel injection pump plunger, 0
fuel cam, piston, cylinder head, turbocharger and air cooler.
Set value: Fuel injection timing

NOx technical code compliant engine is adjusted to comply with the regulation before shipment.
Therefore, do not perform revision after shipment as it would cause deviation from the set value given in
the technical file.

E. Inspection Procedure
1) Obtain confirmation on the latest engine parameters stated in the record book of engine parameters,
whether it complies with the parameters designated in TF or not.
For components, confirmation is conducted by checking the seals, but for the fuel injection timing, confir-
mation is conducted by checking the injection timing of the actual engine.
2) In 1), if remodeling or revision in the engine parameters has been made exceeding the allowable range
approved by TF, it must undergo inspection to confirm that the Technical Documentation regarding such
remodeling or revision is stored along with TF, and that it has been approved by the administration.
3) An engine parameter inspection will be conducted on the actual engine, as necessary, to verify that it is
within the range specified in TF.

F. Revision Procedure of Components and Set Values That are Engine Parameters
Parts that are specified as engine parameters are parts that relate to the NOx emission rate. When replac-
ing them or performing service on them, parts with prescribed seals attached shall be used and adjusted to
the prescribed set values.
If it has become necessary to change the use of parameter parts, please follow the procedure given below.

F-1. Revision of Parts and Set Values within the Range Approved in TF
1) Check that the identification number of the parts or the set value to change is within the allowable range
specified in TF.
2) Fill in the Record Book of Engine Parameters.

F-2. Revision of Parts and Set Values or Remodeling of Parts not Approved in TF
Revision or remodeling can be performed only when the administration judges that engines that had parts
replaced or set values changed or had parts remodeled satisfy the NOx emission limit value and gives
approval. Please let us know, as we must issue necessary documents and consider obtaining approval
from the administration.

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Introduction
0
ITEM
Engine Conforming to NOx Technical Code:
3.2 DC-32e Matters Requiring Attention for NOx Regulation Compliance

G. How to Fill in the Record Book of Engine Parameters

During regular and interim inspections, parameter check is conducted to confirm that NOx parameter parts
replacement and adjustment are being conducted correctly. Therefore, it is obligated to have necessary
information on the date of execution and the details, in the order by date, each time replacement or remod-
eling of components that fall within the engine parameters or adjustment and revision of set values are
made.
~ Matters to be entered ~
1) Date of replacement (revision)
2) Place of replacement (revision) (cylinder No., etc.)
3) Seal of replacement part or the set value that was changed
4) Signature of responsible person
5) Reason of replacement, etc.

When Technical Documentation on remodeling of components has been issued, the reference number of
Technical Documentation and signature of inspector of NOx inspection shall be affixed.

Please refer to the technical code for the details of the above.

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 CHAPTER
Introduction
0
ITEM
General Information: Notation of Engine Type
/ Definition of Term / Unit DC-32e 4.1

0-4．General Information
0-4.1 Notation of Engine Type 0
6,8 DC ( M ) - 3 2 e ( F ) ( L )

• Number of cylinders
• Name of engine series
• Marine propulsion engine
• Cylinder bore (cm)
• Engine conforming to NOx Technical Code-Secondary Regulation (Tier ll )
• Front end drive
• Reverse rotation

0-4.2 Definition of Term

Definitions of the terms used in this manual are

8
follows: 6, ,7 Exhaust side
5
• Rear side of engine: Output end side (flywheel Front 3
2
end 1
side)
Regular
• Front side of engine: Opposite side to the output direction of
revolution
end (Clockwise)
• Exhaust side: Exhaust manifold side (on the right
when seen from the output end)
Pump side
• Pump side: Fuel injection pump side (on the left
when seen from the output end) Reverse Rear end
rotation
• Rotation: Clockwise rotation when seen from the (Counterclockwise)
output end
• Cylinder and journal numbers: 1, 2, 3 …, starting
from the output end

0-4.3 Unit
Basically, SI units are used for the engine and in this manual.

DC-32e Z 12-02
CHAPTER
Outline of the Engine
1
ITEM Principal Specifications of the Engine/
1,2 DC-32e Types of Auxiliary Machinery

1. Outline of the Engine

1-1 Principal Specifications of the Engine
Engine Model 6DC-32e 8DC-32e
Engine Type 4-Stroke Vertical Water-cooled Direct Injection Diesel Engine
No. of Cylinders 6 8
Cylinder Bore mm 320
Piston Stroke mm 400
Revolution Speed min -1 *
Shaft Output kW *
Sequence of Ignition 1 -2-4- 6-5-3 1-3-2-5-8-6-7-4
Direction of Rotation Clockwise vied from the flywheel side
Method of Supercharging Exhaust turbocharger with an intercooler
Type of Starter Compressed air (Starting valve type)
Jacket Fresh water
Cooling Method
Cooler Fresh water

Note) The revolution speed and the shaft output to each of which a * mark is attached may vary depending
on the model variations, therefore they shall be entered in the table referring to the "Engine
Specifications" and the "Table of Trial Run Results" in the final document.

1-2 Types of the Auxiliary Machinery

Auxiliary Machinery/Equipment Type Remarks
Axial Turbine
Turbocharger
Radial Turbine
Intercooler Fin Tube
Governor Hydraulic
Fuel Injection Pump Bosh
Fuel Valve Bosh
Lubricating Pump Gear Driven
Fuel Oil Filter Gauze Wire
Lubricating Oil Cooler Plate
Lubricating Oil Filter Automatic Continuous Reverse Flow Cleaning
Separately equipped or integrated
Lubricating Oil Tank
in the common bed-plate
Cooling Water Pump Centrifugal
Fresh Water Cooler Separately equipped

Note) The above table shows the standard specifications. Since the specifications may be vary depending on
engine variations in the actual cases, "Engine Specifications" in the final document shall be referred to.

DC-32e Z 12-02
 CHAPTER
Outline of the Engine
1
External View of the Engine/ ITEM
Location of the Main Accessories DC-32e 3

1-3 External View of the Engine / Location of the Main Accessories

Turbocharger
1
Governor Instrument Panel

Control
Handle

Intercooler

Cooling Water
Pump
Lubricating Oil
Pump

Lubricating Oil Cooler

Lubricating Oil
Thermostat Valve

Engine Frame Lubricating Oil Filter

Safety Valve
Lubricating Oil Relief Valve

DC-32e Z 12-02
CHAPTER
Outline of the Engine Structure
2
ITEM
1.1～1.5 DC-32e Main Part of the Engine

2. Outline of the Engine

Structure
2-1 Main Part of the Engine 2-1.4 Pistons / Connecting Rods
2-1.1 Engine Frame / Cylinder Liner The piston is a composite type consisting of a
crown and a main body made of special alloy steel
/ Main Bearing and a ductile iron respectively. Its grooves for the
The engine frame is a mono-block structure top and the second piston rings are hardened by
made of cast iron in which passages for the intake quenching. The piston is cooled by oil reached it
air, the lubricating oil and the cooling water are by way of the connecting rod and the piston pin.
integrally formed. The cooling water jacket is The connecting rod is formed by closed die forg-
formed between the liner holder and the cylinder ing of which large end is horizontally parted into
liner that are fitted in the upper part of the engine three pieces, which enables the piston to be
frame. detached without disassembling the journal.
The main bearings are of hanging metal type
and each of them is mounted on the engine frame 2-1.5 Cylinder Head
by means of two mounting bolts and two side
The cylinder head is made of a special cast iron
bolts.
and has a highly rigid structure tightened by four
And the timing gear case is mounted on the front bolts to oil tight.
end of the engine frame. The turbocharger, the
Each cylinder head has two inlet valves and two
intercooler, the lubricating oil cooler, the cooling
exhaust ones. For each of the exhaust valves, a
water pump, the lubricating oil pump, etc. are also
water cooled valve seat is directly fitted in the
mounted on the engine frame.
cylinder head.
The engine frame safety valves are mounted on
The indicator valve and the cylinder safety valve,
the engine frame side covers.
and the starting valve are equipped on the upper
face and on the side of the cylinder head respec-
2-1.2 Crankshaft / Bearings tively.
The crankshaft is a mono-block forged part. And
the flywheel is fitted on its rear end and a crank
gear to drive the camshaft and another gear to
drive the auxiliary machinery are mounted on its
front end. Exhaust Intake Valve, Exhaust Valve
Manifold Valve Rocker
The main and the crank pin bearings are of two- Arm Assembly
piece thin thickness type, and thrust bearings are Fuel Injection
equipped on both sides of the No. 1 bearing. Valve
High Pressure
2-1.3 Camshaft / Timing Gear Train Piston Fuel Block
Cylinder Cylinder Head
The camshaft is located on the left side of the Liner
engine (viewed from the output side). Fuel Injection
Pump
A cam profile for the inlet valve, the exhaust
Intake Valve Train
valve and the fuel pump is formed as part of a Duct
camshaft. A camshaft works for two cylinders and Camshaft
Connecting
it is joined with other camshafts forming a whole Rod Engine Frame
camshaft assembly.
Crankshaft
The timing gear is mounted on the front end of
the engine and the cam gear operating the cam Side Bolt
Engine Frame
shaft is driven by the crank gear via the idle gear. Safety Valve
Crank Pin
Bearing

DC-32e Z 12-02

Outline of the Structure
Main Part of the Engine
2-1.6 Fuel Injection System
The fuel injection pump is of a Bosch high pres-
sure unit type in which a tappet is incorporated and
a closed type plunger barrel and a constant pres-
sure valve are adopted.
And the inlet joint for the high pressure oil of the
fuel injection valve is a side mount type and con-
nected to the fuel injection pump via forged steel
high pressure block.
2-1.7 Valve Train
The inlet/exhaust valves are actuated by the
camshaft via the swing arms, the push rods and
the rocker arms.

CHAPTER
2
ITEM
DC-32e 1.6～1.9
2-1.8 Fuel Control System
The governor is equipped on the front end of the
engine and driven by the governor gear that is
driven by the camshaft.
The control lever is located nearby the instru-
ment panel that is located at the front end of the
engine.
2-1.9 Intake / Exhaust System
The turbocharger and the intercooler are mount-
ed on the front end of the engine.
Specifications of the turbochargers varies with
2
engine model variations, output of the engine and
specifications ordered by the customer.
（ : "Operation Manual for Turbocharger"）
The exhaust manifold and the intake duct are
located on the same side and the intake duct is
unitized in the engine frame.


 


 


Idle Gear
Cooling Water
Pump

Lubricating
Oil Pump

 
 
Auxiliary Machinery
Driving Gear Crank Gear 




DC-32e Z 12-02
CHAPTER
Outline of the Structure
2
ITEM
2.1 DC-32e Piping System : Starting-air System

2-2 Piping System

Since this chapter describes a typical piping system of an engine having the standard specifi-
cations, a system diagram of the final document separately provided shall be referred to for the
engine actually delivered.

2-2.1 Starting-air System At the same time, compressed air branched

from the starting-air main piping is introduced into
Starting of an engine is effected by means of a
each cylinder according to the ignition sequence to
pilot and starting valve system worked with pres-
open the starting valve pushing down the piston to
surized air.
rotate the crankshaft of the engine.
The engine control lever, the starter push button
In the case of the automatic start, the control
and the main air starting valve are located on the
magnetic valves are opened according to the pro-
front end of the engine, and the starting air rotary
grammed sequence to start the engine.
valve is located on the rear end. And a check valve
and a safety valve are equipped at the outlet of the Starting in emergency due to a trouble such as
main starting air valve to protect the engine in case loss of the power supply is possible by means of
of flow-back of combusted gas. direct opening of the main starting valve.
When the starter push button mounted on the （ : 4.3.1 "Engine Start Procedure"）
side of the engine or on the control panel (monitor
panel) is pushed, the magnetic control valve is
actuated to introduce the controlling air into the
main starter valve and then the main air starting
valve is opened to introduce the compressed air to
each of the starting valves mounted on each of the
cylinder head.

Cylinder Head

Starting Air
Rotary Valve Starting
Valve Starter Lever
(for emergency use)

Controlling Air

Main Air
Starting Air Main Piping Starting Valve

Starting Air Safety Plug

Starting Air Check Valve
Starting-air
Reservoir
Starter Push Button
Starting-air System

DC-32e Z 12-02
 CHAPTER
Outline of the Structure
2
ITEM
Piping System : Fuel Oil System DC-32e 2.2

2-2.2 Fuel Oil System

Though the fuel oil system has various varia-
tions depending on the oil used, the standard one
for a heavy fuel oil is as shown below.
When a heavy fuel oil is used, the oil requires to
be heated and kept warm in order to keep its vis-
cosity within a range appropriate to be injected.
The oil heated by a heater and pressurized by
an oil pump passes through an oil filter at the inlet
of the engine and is sent to the injection pump via
the fuel oil inlet main piping.
The pressurized oil from the fuel injection pump
is introduced in the inlet connecter of the fuel injec-
tion valve located on the side of the cylinder head
via the fuel high pressure block.
Surplus of the oil is returned to the inlet of the
fuel pump via a relief valve.
2

Heavy fuel oil Feeding System Diesel Fuel Oil Feeding System

Air Separator

Diesel
Heavy Fuel Oil Injection Valve Main Fuel Oil Leak Pipe
fuel oil Reservoir
Reservoir
Accumulator

Main Fuel Oil Leak Pipe

Inlet Connector
High Pressure
Fuel Oil Block

Viscorator
Fuel Injection
Heater Filter (*) Valve
Fuel Injection Pump
Pulse Filter Main Inlet Fuel
Filter absorber Oil Pipe

Main Fuel Oil Return Pipe Leak and Waste

Oil Tank
*Flushing Filter
(It shall be removed when it used for 200 ~
300 Hrs. after the first firing of the engine or
Fuel Oil System when the fuel is changed to a heavy fuel oil.)

DC-32e A 14-05
CHAPTER
Outline of the Structure
2
ITEM
2.3 DC-32e Piping System : Lubricating Oil System

2-2.3 Lubricating Oil System

Temperature and pressure of the lubricating oil
sent to the lubricating oil cooler from the lubricating
oil pump are adjusted to the intended values by
means of the thermostat valve and the relief valve
respectively and then the oil is sent to the oil pas-
sage in the engine frame through the filter.
The oil is fed from this oil passage to each of the
pistons via the drilled holes in each of the connect-
ing rods through each of the main bearings and of
the crank pin bearings.
Also the oil is branched from this oil passage
and sprayed upon the camshaft, the valve swing
arms, the fuel injection pump tappet and the sur-
rounding of the various gears and the rocker arms.
The lubricating oil pump is of a gear driven type
and mounted on the front end of the engine being
driven by the crankshaft.
The lubricating oil filter is an automatic continu-
ous reverse flow cleaning type filter with a sludge
collector. This filter does not require daily opening
and cleaning but the sludge collector requires peri-
odic opening and cleaning.
The lubricating oil that has lubricated various
part of the engine is returned to the engine bed
plate (oil pan).

Valve Rocker Arm

Fuel Injection Pump

Turbocharger Swing Arm

Filter
Lubricating Oil Cooler
Piston
Camshaft

Filter Relief
Valve

Thermostat Sludge
Valve Collector
Timing Gear
Pump
Safety Governor Driving Unit Governor Driving Gear
Valve Auxiliary Machinery Driving Gear
Main Bearing/Crankshaft

Engine Bed Plate (Oil Pan)

 


DC-32e Z 12-02
 CHAPTER
Outline of the Structure
2
ITEM
Piping System : Cooling Water System DC-32e 2.4

2-2.4 Cooling Water System Temperature of the cooling water is kept at the
given one by means of the thermostat valve.
The cooling water system consists of two inde-
pendent circulating systems usually using fresh
water, one of which is the jacket system (hot sys- B．Cooler System
tem), and the other is the cooler system (cold sys- The cooler system is a circulating system where
tem). the pressurized cooling water fed by the cooling
The intercooler is a two-stage system consisting water pump is passing through the intercooler
of the hot stage and the cold stage. A bypass (cold stage) and the lubricating oil cooler and is
valve is equipped at the water inlet of the cold returned to the fresh water cooler.
stage to automatically shut off the cooling water on Temperature of the cooling water is kept at the
the engine start or during the low load operation. given one by means of the thermostat valve.
2
A．Jacket System
The jacket system is a circulation system where
the pressurized cooling water fed by the cooling
water pump is introduced into the cylinder jacket of
the engine to cool each part and then passing
through the collective outlet main pipe and the
intercooler (high pressure stage of the two-stage
system) and is finally returned to the fresh water
cooler.

Head Tank Oil Pressure Head Tank

Lubricating Oil Cooler Bypass Valve

Intercooler

Cooling Water Cooling Water

Pump for Cooler Pump for Jacket
System System

Thermostat Thermostat
Valve Valve

Fresh Water Cooler Fresh Water Cooler Cooling Water System

DC-32e Z 12-02
CHAPTER
Outline of the Structure
2
ITEM
3.1 DC-32e Engine Control/Protective Device : Control of Starting
2-3 Engine Control / Protective Device
The control and protective devices for the cylinder to stop the engine are actuated by low pres-
sure controlling air.
This chapter describes the general system of the engines for electric generation of which start-
ing/stopping is remotely controlled. Since the actual operation may be different from that
explained in this chapter depending on the variations in specification of an engine actually deliv-
ered, the final document shall be referred to.
For the starting air system (high pressure system), section 2-2.1 shall be referred to.
2-3.1 Control of Starting
A. For an Engines for an Electric Generator
a. Remote Starting
(1)For remote starting, the control lever shall
always be held in the "Running" position. In
this condition, the handle switch (HS) is let to
be shifted to the "ON" position. And in addition
to this situation, when the turning safety switch
(TC) or the turning motor clutch is switched to
the "ON" or shifted to the "Disengaged" posi-
tion (even in this condition the turning safety
switch (TC) is in "ON" position) respectively,
the engine is brought to the stand-by state
where the engine can be run.
(2)A starting command makes the starting control
magnetic valve (88V) be actuated to introduce
the controlling air into the main air starting valve
making the main valve open to let the starting air
reach the starting valves in the cylinder heads.
(3)At the same time, the same starting command
actuates the fuel control magnetic valve (88L)
to introduce the controlling air into the fuel con-
trol cylinder keeping the position of the com-
mon rod to prevent too much fuel from being
injected during the engine start.
(4)When the engine speed has reached a given
number of revolution per minute, the low speed
relay (14) is actuated to cancel the starting
command and to restore the protective circuit
letting the engine run in the normal condition.
b. Starting Effected by Local Control
In case of starting effected by local control,
the operation mode shall be shifted to "Local".
And then pushing of the starter button beside
the engine actuates the starting control magnetic
valve (88V) to let the starting air reach the main
starting air valve and the engine is started.
c. Automatic Starting
In case of the automatic starting, a starting
command that is automatically transmitted in
accordance with the programmed sequence
actuates the starting control magnetic valve
(88V) and the engine is started.
DC-32e Z 12-02
B. For a Main Engine to Propel a Ship
a. Starting Operation Effected by Local Control
(1)In case of starting operation effected by local
control, the changeover valve that switches the
starting mode between the local and the
remote shall be shifted to "Local" and then the
control lever shall be shifted to the "START"
position from the "STOP" position.
(2)And then pushing of the starter button actuates
the starting control magnetic valve (88V) to let
the starting air reach the main starting air valve
and the engine is started.
(3)When the engine speed has reached a given num-
ber of revolution per minute, the low speed relay
(14) is actuated to cancel the starting command.
(4)When the idling is stabilized, the control lever
shall be shifted to the "RUN" position from the
"START" position. In this condition, the handle
switch (HS) is let to be shifted to the "ON"
position forming the protective circuit letting the
engine run in the normal condition.
(5)When the changeover valve beside the engine
is switched to the "Remote" mode, engine
operation by means of the control handle locat-
ed in the bridge becomes possible.
b. Remote Starting (by starting operation
effected in the bridge)
(1)In the remote starting mode, when the control
lever is shifted to the "RUN" position, the han-
dle switch (HS) is let to be shifted to the "ON"
position. And when the turning safety switch
(TC) is shifted to the "ON" position in addition,
the engine is brought to the standby state
where the engine can be running.
(2)Only when the control handle in the bridge is in the
"NEUTRAL" position, the engine can be started.
(3)Pushing of the starter button on the control
panel actuates the starting command to ener-
gize and actuate the starting control magnetic
valve (88V) introducing the control air into the
starting valve via the main starting air valve to
finally start the engine.
(4)When the engine speed has reached a given
number of revolution per minute, the low speed
relay (14) is actuated to cancel the starting
command and to restore the protective circuit
letting the engine run in the normal condition.
 CHAPTER
Outline of the Structure
2
ITEM
Engine Control/Protective Device : Control of Starting DC-32e 3.1

Cylinder Head

Fuel Control Cylinder

Starting Valve Fuel Cut-off Piston
Starting Lever
(for emergency use) Common Rod
Starting
Rotary Valve Fuel Injection Pump
Main Air
Starting Valve
䃩
Governor Motor 㪩㪬㪥 㪪㪫㪘㪩㪫
Starting Air Main Pipe
Pulse Sensor
Starting Air
Governor
㪪㪫㪦㪧 2
Speed Selecting Switch
12
(12,13,14)
13
14 Handle Switch (HS)
C

Turning Meter indication

Bar
Pressure Switch

Starting Control Fuel Limitting Magnetic Fuel Shut-off Controlling Air

Starting Air Reservoir Magnetic Valve (88V) Valve (88L) Fuel Shut-off Magnetic Valve (5V)
Magnetic Valve (5S)
Turning From the System for Starting / Stopping
Safety Switch (TC) L.O. piping Starting Push
Button (to 88V) (for an engine for electric generator with a remote control)
䃩 To Main Air Starting Valve

Stopping cylinder Fuel Control Cylinder

Starting operating
valve
To each of the fuel Common Rod
Stopping cylinder injection pumps for Engine
Starting Common rod each of the cylinders Stopping Cylinder
operating 䃩 Fuel Injection Pump
valve To fuel
injection Fuel injection
pump pump
Control handle
Control lever 㪩㪬㪥 㪪㪫㪘㪩㪫
㪩㪬㪥
㪪㪫㪦㪧
For stopping fuel

For stopping fuel

(88V, Remote)

䃩 Electronic 㪪㪫㪘㪩㪫
governor
For starting

(5S)
(5V)

㪪㪫㪦㪧

Governor Handle Switch

(HS)
Handle switch Governor Boosting
(HS) Magnetic Valve (GBV)
For stopping Starting Control
Governor Controlling Air
fuel (5S) Magnetic Valve
(88V) Fuel Shut-off Governor Boosting Air
Magnetic Valve (5S)

Control air 0.8MPa Controlling Air

System for Starting / Stopping System for Starting / Stopping

(Electronic Governor) (Hydraulic Governor)
(for a main engine with local control (for a main engine with local control and a remote control )
and remote control)

DC-32e Z 12-02
CHAPTER
Outline of the Structure
2
ITEM Engine Control / Protective Device :
3.2, 3.3 DC-32e Engine Stop Control and Engine Protection System

2-3.2 Stop Control 2-3.3 Engine Protection System

A stop command actuates the fuel shut-off mag-
netic valve (5V) to allow the control air to be intro-
duced in the fuel control cylinder rotating the com-
mon rod towards the stop position to stop the
engine. When the engine is to be stopped by
means of an operation beside the engine, the con-
trol lever shall be shifted to the stop position.
In case of a trouble that may result in a serious
accident or a failure of the engine, a warning and
an emergency stop are actuated.
Each unusual value detected by a switch or a
sensor actuates the emergency stop command to
let the fuel shut-off magnetic valve stop the engine.

Table 2.3.1 Warning/Emergency Stop (examples)

Item to be Detected Alarm Stopping Place Where Detection is Made Remarks

Over speed * 12 Cam gear

Too low lubricating oil pressure * 63Q2 * 63Q2 Inlet of engine Also used as the indicator

Too high cooling water temperature TSW 26W2 Outlet of engine Also used as the indicator

Too low lubricating oil pressure for the turbocharger 63QT

Too high lubricating oil temperature TSQ Inlet of engine Also used as the indicator

Too high exhaust gas temperature TSTI Inlet (or outlet) of turbocharger Also used as the indicator
Leakage at a joint for the pressurized fuel oil 33F Oil leakage detector

Too low level of the lubricating oil 33Q Lubricating oil reservoir

Items marked with * are compulsory.

C : Control Panel

Engine Protection System (example)

DC-32e Z 12-02
 CHAPTER
Outline of the Structure
2
ITEM
MEMO DC-32e

2
CHAPTER
Standard Specifications for Engine Adjustment
3
ITEM
1 DC-32e Specifications for Operation

3. Standard Specifications for Engine Adjustment

3-1 Specifications for Operation

Alarm Activating Value

Item Standard Value Remarks
(Emergency Stop Value)

Starting air Air reservoir 1.5 ~ 3.0 1.5

Controlling air Air reservoir 0.6 ~ 0.9 0.55

Intake duct Refer to SHOP

Intake air TRIAL TEST RECORDS

HO 0.5 ~ 1.0 0.5

Fuel oil Inlet of engine
Pressure (MPa)

DO 0.25 ~ 0.4
Alarm setting value is
Inlet of engine
0.5 ~ 0.6 varies depending on
Lubricating oil (Outlet of filter) the engine specifications.

Intake of turbocharger Depending on the design of turbocharger

Consider static and
Jacket system dynamic pressure due
0.15 ~ 0.4 0.15 to tank head and pipe
(Inlet of jacket)
Cooling water resistance
Cooling system
(Inlet of cooler) 0.15 ~ 0.4

Intake air Intake duct 45 ~ 55 At rated output

Refer to SHOP
Outlet of cylinder 480 TRIAL TEST RECORDS
Exhaust gas Inlet of turbocharger Refer to SHOP
TRIAL TEST RECORDS
Alarm setting value is
Outlet of turbocharger varies depending on the
engine specification.

Lubricating oil Inlet of engine

55 ~ 65 70
(Outlet of cooler)

Jacket system
70 ~ 80 85(90)
(Outlet of engine)
Cooling water
Cooler system
36 ~ 38
(Inlet of engine)

Note: 1) For the values of the pressure and the temperature shown above, those for the alarm activating
and others for the emergency stopping indicate the lower limit and the upper limit respectively.
2) Whether or not an engine is equipped with a pressure gauge, a thermometer and/or an
alarm/emergency stop device depends on specifications of the engine.
3) Since the actual values may be different from those shown in the above table, the table of the trial
run results (final document) shall be referred to.

DC-32e B 15-10
 CHAPTER
Standard Specifications for Engine Adjustment
3
ITEM
Setting of Valves DC-32e 2

3-2 Setting of Valves

Item Setting (Designed Value) Remarks

The value may vary depending on the engine

output and the specifications.
55 
65
O O
Opening timing (BTDC) The table of the trial run results (final document)
shall be referred to.
Intake Valve

A
O C
Closing timing (ABDC) 35 B

Valve clearance "C" 0.6 mm 3

O
Opening timing (BBDC) 55
Valve Clearance Adjustment Procedure
Exhaust Valve

(1) Values of the valve clearance indicate

Closing timing (ATDC)
Valve clearance "C"
Starting Valve
O those in cold engine.
55
(2) After adjusting the valve clearance at "A"
and "B" to 0 (zero), adjust the clearance
"C" to the values specified in the table.
0.6 mm

O
Opening timing (BTDC) 4

Closing timing (ABDC) 130

The value may vary depending on the engine

Beginning of delivery (BTDC) output and the specifications.
The table of the trial run results (final document)
shall be referred to.

Injection-valve opening pressure

(adjusted value) 43.1 Mpa

The value may vary depending on the engine

Maximum explosion pressure output and the specifications.
The table of the trial run results (final document)
shall be referred to.

Cylinder safety-valve opening pressure

21.1 Mpa
(adjusted value)

DC-32e Z 12-02
CHAPTER
Operation of the Engine
4
ITEM
1.1～1.3 DC-32e Matters to be Attended During Engine Operation

4. Operation of the Engine

4-1 Matters to be Attended during Engine Operation
4-1.1 During Starting Operation
A. Make certain that preparation before engine starting such as checking levels of oil, water and air in
each of the pans, tanks or reservoirs and opening or closing of each valve has been assuredly
effected to ensure that all the conditions to start an engine are satisfied.
B. It is very dangerous to start the engine with the turning bar left inserted. Detach the bar and store it
in the designated position after the turning operation is finished.
C. Make certain that there is no one near the engine. If anyone is there, send a signal to that person
and start the engine after safety is ensured.

4-1.2 During Running of Engine

A. After the starting engine, inspect the following items, and confirm that the engine is in a good and
removal operating for. In case that any defect is found, immediately stop the engine, so that the
causes of the defect can be investigated and the measures for recovery can be taken.
 Any abnormal data of the engines, such as inadequate lubricating oil pressure, inadequate

exhaust temperature, etc.

 Abnormal sound, excessive heating, etc.

 Any leakage from piping. (Particularly, leaks from oil piping will result in fire.)

Be minded never to attempt to resume the operation of engine, until the causes of the problem
or defect are found and eliminated, and the engine is restored to normal operating conditions.

B. Inadvertent contact of the body of working staff or objects with the rotary parts (e.g. flywheel and
coupling) will result in dangerous accidents such as that the staff may be caught up or the chips of
the objects caught may fly out in all directions. Therefore, be minded that both person or object
may not touch the rotary parts.
Further, ensure that the protective covers of the rotary parts are always attached without fall.
C. During the operation of engine, particularly the following parts are extremely hot, and therefore
there is a danger of burn if touched with bare hands or skin. Be minded to wear safety gloves or
protective gears whenever maintenance or inspection works are conducted.
After the completion of the work, restore the lagging, heat covers, combustible oil splash preven-
tive means (splash proof tape) and protective covers that have been removed for maintenance
and inspection.
・Exhaust manifold ・Fuel injection pump and High pressure block
・Turbocharger ・Fuel piping … In case of heavy fuel oil
・Inlet pipe for the inter cooler
・Cylinder head
・Indicator/Safety valve

4-1.3 For Stopping of Engine

A. Effect stopping of the engine after the load is removed except when an emergency happens.
B. When an emergency stop is activated, do not start the engine before the cause is found, the coun-
termeasure is taken and the normal engine function is restored.
C. Do not open the crankcase for 10 minutes at the shortest until the engine cools well. Otherwise,
inflammable mist in the crankcase may be ignited and/or exploded.
D. Since the engine is still hot for a while immediately after its stoppage as well as during running,
touching it with a bare hand or skin may cause a burn. Whenever any maintenance is carried out,
wear an appropriate protective gear.

DC-32e A 12-09
 CHAPTER
Operation of the Engine
4
ITEM
Preparation for Operation : Daily Preparation or Operation 2.1
DC-32e

4-2 Preparation for Operation

When the engine is to be started, it is necessary to prepare the engine for the "operable condi-
tion". Effect a pre-operation check whenever an engine is started. And if any abnormality is
found, take necessary corrective action or a countermeasure and make certain that the necessary
conditions for running of the engine are satisfied before starting and operating the engine.
If an engine is started and/or operated without enough pre-operational check, not only a trouble
may happen at the starting but also it may result in a sudden stop or a break of the engine during
running.

4-2.1 Daily Pre-operational Preparation

Necessary things to be prepared for before a

Level Gauge
start of an engine depend on how long the
engine has been stopped.
・ Daily starting operation … Short time sus-
pension of operation (within one month)
Upper Limit
・ The first start operation after a long time
suspension of operation or open and mainte-
Lower Limit
nance of the engine
In this chapter, preparation in the former
case is described. For the latter case, descrip-
4
tion in the next page shall be referred to.
( : 4-2.2 "Preparation for The First Starting
Operation")

A. Pre-start Check
a. Checking and Replenishment of Lubricating Oil
Check oil level in the oil pan and replenish the Checking of Engine Lubricating Oil Level
oil with a virgin oil to the upper limit of the level
gauge.
Oil Filler Mouth
When the test of oil property reveals that any
Level Gauge
of the property reaches ts marginal value in the
specified range, make up or refill the oil.

( : 6-2 "Control of Lubricating Oil")

1) Oil Pan (common bed plate) for Engine

Lubricating Oil

Engine Model 6DC-32e 8DC-32e

Quantity of
Lubricating Oil (L) 2500 2900
Note: The quantity of oil indicated above may be
changed according to specifications of an Checking of Governor Oil Level
engine.
4) Governor ( : Separate "Operation
2) Separately installed lubricating oil tank. Manual of Governor"
3) Generator (Generator…In case of one with a 5) Reduction Gear (marine propulsion engine)
self-oiling system)
( : "Reduction Gear Instruction Manual")
( : Separate "Operation Manual of Generator")

DC-32e Z 12-02
CHAPTER
Operation of the Engine
4
ITEM
2.1 Preparation for Operation : Daily Preparation for Operation
DC-32e

b. Inspection, Lubrication and Checking of

Fuel Control System
Check whether or not there is any loosening
or falling-off of each lever, link pin and/or bolt in
the governor system, the common rod system,
the engine stop system and the fuel injection
pump rack and then apply the oil manually on
the sliding parts of the bearings and the pins.
Shift the control lever to the "STOP" position
and make certain that the rack scale points "0",
and then repeat shifting of the lever between the
"STOP" position and the "RUN" position to
check whether or not the common rod and the
pump rack move smoothly.

Points where oil is to be applied

"RUN"


"STOP"

control lever

Checking of movement of the control

Governor linkage and control lever system

Common rod system

Lubrication pipe
ࠉ for rack

Rack linkage system

DC-32e A 14-09

Operation of the Engine
Preparation for Operation : Daily Preparation for Operation
c. Discharging of Drain Remaining in the
Intake System
Open the drain cock on the intake duct as
shown below to discharge the drain.
Confirm draining the condensed water or
discharging the air during engine running.
Close Open
Drain Cock
on the
Intake Duct
Drain Cock
on the
Intake Duct
Discharging of Drain Remaining in the Intake System
Always keep the drain cock of 。 the engine
frame inlet air duct open about 60 (2/3), after
draining the condensed water by fully operating
the drain cock.
In case that the humidity is high and the cool-
ing water temperature of the air cooler is low, a
large amount of condensed water will accumu-
late, any may cause corrosion or abnormal
wear on various parts flowing into the cylinder
and may cause serious accident as the case
may be.
d. Discharging Drain Remaining in the Air
Reservoir and Charging Air into the Reservoir
In the case of automatic air charging, make
certain that the air pressure in the reservoir is
above the lower limit after discharging drain in
the starting air reservoir and the control air
reservoir.
In the case of manual air charging (including
manual starting of air compressor), charge air
until the upper limit.
Item Upper Limit Lower Limit
Starting air 3.0 MPa 1.5 MPa
Controlling air 0.9 MPa 0.7 MPa
e. Checking and Filling the Cooling Water
Check the level of water in the cooling water
tank, and fill the tank with fresh water to the
upper limit when the level is lower than the lower
limit. And add appropriate amount of an additive.
CHAPTER
4
ITEM
2.1
DC-32e
And when the test of water property reveals
that any of the property reaches its marginal
value in the specified range, replenish the water.
( : 6-3 "Control of Cooling Water")
f. Discharging Drain Remaining in the Fuel
Tank and Filling it with the Fuel Oil
Check the fuel oil level after discharging drain
remaining in the fuel oil service tank and then
replenish the tank with the fuel oil to the upper
limit of the level gauge.
g. Checking "Neutral" Position of Clutch (in
case of an engine with a clutch)
For an engine with a clutch, e.g. a main
engine, make certain that the clutch is in the
neutral position.
h. Opening/Closing of Valves
Repeat full opening and full closing of valves
in the piping a few times to ensure their smooth
movement and then hold them in the "Running"
position. 4
The following shows some examples but since
the piping and the location of the valves are dif-
ferent from them depending on the design of
each type or model of an engine, refer to the
piping schematic drawing in the final document
for the actual engine.
Example :
1) For the fuel inlet pipe, and the return pipe :
"OPEN"
2) For the cooling water inlet pipe and the outlet
pipe : "OPEN"
3) For the starting air pipe : "CLOSE" ("Open"
only in starting)
4) For the control air pipe : "OPEN"
5) Valves at the connecting joints of piping for
the emergency or cleaning use : "CLOSE"
For a screw-down valve, the handle may
rotate to change the opening angle during
operation causing a trouble when it is partially
opened.
Turn the handle of such a valve to the full
"OPEN" or full "CLOSE" position and firmly lock
it in the position.
When the partial position has to be used for
adjustment of flow rate, fix the handle at the
position by means of a locking wire or some
other means.
DC-32e Z 12-02
CHAPTER
4 Operation of the Engine
ITEM
Preparation for Operation : Daily Preparation for Operation
2.1 DC-32e

B. Preparation for Starting of Engine (Standby)

Make preparation for starting of the engine as
described below.
Safety Valve
a. Priming of Lubricating Oil
Close
Operate the electric priming pump (or the
standby pump) for lubricating oil for five minutes
before starting of the engine to make certain of
build-up of oil pressure and of no oil leakage
from the piping.
b. Turning
<Work Procedure>
(1) Prime the system with the lubricating oil. Open
Indicator Valve
(2) Shift the control lever to the "STOP" position.
(without injecting the fuel oil)
(3) Fully open the indicator valve. Opening and Closing of Indicator Valve

(4) Rotate the engine a few turns to make certain

of smooth rotation of the engine.

In case that much of water or oil remains in

・If the turning is not carried out during priming,
the lubricating oil may not reach each of the
crankpin metals and the sliding parts of the
pistons causing damage to the metal and the
piston.
・ Effect the turning after establishment of the
required oil pressure has been ensured.
c. Air Running (abbreviated as "Air run")
Purge dust and water drops accumulated in
the cylinders during the period when the engine
has been stopped by air running.
Effect the turning before air running so that
safety is ensured when the engine is started
after inspection of certain parts of the engine or
after long time suspension of operation.
the cylinders due to water or oil penetrated
from the cylinder head or the fuel injection
valve, a serious accident such as bent or break
of the connecting rod may happen due to water
hammering.
When water or oil is gushed from a cylinder
safety valve (assembled in the indicator valve
body) during the turning or the air running, stop
starting the engine, investigate the cause and
take the countermeasure.
Control Lever "STOP"
"L" : Local operation

"R" : Remote operation

L

START Changeover Switch

Starter Push Button

Air Running

DC-32e Z 12-02

Operation of the Engine
Preparation for Operation : Daily Preparation for Operation
<Working Procedure>
(1) Carry out priming of the lubrication line.
(2) Shift the control lever to the "STOP" position.
(3) "Fully open" the indicator valve
(4) Open valves for the starting air and the control
air and then push the starter button beside the
engine.
→ The starter control magnetic valve is actuat-
ed to introduce starting air to the starting valves
to rotate the engine.
(5) Keep on pushing the button for 3~4 seconds
(air run).
(6) Stop pushing the starter button.
→ The starting valves are closed to stop the
engine.
If the engine rotates during inspection of the
inside of the engine or any rotating part of the
engine, it may cause such a serious accident
that something is caught between the moving
part of the engine and some others or frac-
tures fly in all directions.
Strictly follow the following instruction when
effecting the air run.
(1) Make certain that the turning cover is
inserted in the turning bar holder.
(2) Make certain that the turning device is
"disengaged".
(3) Send a signal to the co-worker and push
the starter button after safety is ensured.
When the air run is effected, do not fully
open the starting air main valve but open it to
a third of the full open angle and carefully
effect the turning at low speed.
If the air run is effected at high speed with
the valve fully opened, not only air will be
wastefully used and also it may worsen the
situation or cause an accident when a certain
trouble is happened.
CHAPTER
4
ITEM
2.1
DC-32e
c. Heating of Fuel Oil…In case of an engine
where heavy fuel oil is used
In case that a heavy fuel oil is used, heat it up
according to the following instruction.
(1) Activate the fuel oil heater.
(2) Start and operate the electric oil delivery
pump.
( : 6-1 "Control of Fuel Oil")
Since the heated heavy fuel oil is heated to
high temperature (more than 100℃), touching
the piping or a device in the fuel system may
cause a burn.
When it is needed to handle such a piping
or a device, wear protective gloves and do not
touch it with bare hands.
d. Pre-heating of the Engine.---In case of
engine that use heavy fuel oil when start up. 4
When using heavy fuel oil to start the
engine,should be pre-heating the engine by
warm water.
Warm water temperature when pre-heating
the engine should be confirmed by the engine
inlet cooling water thermometer.
e. Switching "ON" the Power Supply for the
Protective/Alarm Circuit
Switch ON the power supply for the protec-
tive/alarm circuit of the monitor and make certain
that the alarm lamp is lighted.
f. Operation of Each of the Electric Pumps
When an electric cooling water pump or an
electric fuel delivery pump is equipped, start it
five minutes before the engine is started to
check for leakage from various points of the pip-
ing.
DC-32e B 15-09
CHAPTER
Operation of the Engine
4
ITEM Preparation for the First Start Operation After Long Suspension
2.2 DC-32e of Operation or Disassembling and Maintenance

4-2.2 Preparation for the First Start Operation

After Long Suspension of Operation or
Disassembling and Maintenance
Since the engine is not prepared for operation
just after installation, long suspension of operation
or disassemble and maintenance, especially delib-
erate preparation for operation is required.
The following preparation procedure shall be
effected before the daily preparation (4-2.1) is car-
ried out.
A. Inspection and Lubricating of the Crankcase
and the Cylinder Liner
a. Inspection of the Inside of the Crankcase
Open the side cover of the engine frame and
check whether or not such foreign matters as a
tool, waste, a desiccant or any other remain in
the inside, and rust grows on the cylinder liners
or the crankshaft.
b. Application of Lubricating Oil on the
Cylinder Liners
No sufficient oil films remain on the surface of
engine parts when the engine operation has been
suspended for a long time. Especially for the
cylinder liners, since enough lubricating oil can
not reach every corner only by the usual priming,
apply lubricating oil in the following manner.
(1) Move the pistons to the upper position by the
turning and apply the lubricating oil on the
lower part of the cylinder liners by spraying or
other appropriate ways.
(2) Carry out the above mentioned procedure on
the cylinder liners one by one.
B. Inspection of Each of the Joints
For parts of the engine connected with some-
thing outside the engine or open to the outside,
check again whether or not any fastener is missed
to be tightened or is loosened. For the part to
which a measure to prevent inflammable oil from
scattering (FN tape) was taken, take the same
measure as before to prevent the same incident
from happening when the inspection is finished.
C. Opening, Cleaning and Washing of the Filters
Dust and/or foreign matters that have penetrat-
ed into inlets of the engine during transportation,
installation or fitting of equipment may be accu-
mulated in the filters. Open the following filters
and wash their inside and elements.
1) Filters for starting and control air
2) Fuel oil filter
3) Lubricating oil filter
4) Cooling water filter
( : 5-4.3 "Washing of Filters")
Spraying
(lubricating oil)
No foreign matters such
as silica gel, a desiccant
or any other thing shall
remain.
Inspection of the Crankcase and
Application of Lubricating Oil
D. Priming of Lubricating Oil and Bleeding of Air
Effect priming of lubricating oil and bleeding of
air in accordance with the procedure as described
below.
a. Operate the lubricating oil priming pump for
five minutes while effecting the turning for a few
turns with the indicator valve opened and make
certain that no fuel oil nor lubricating oil nor
water oozes out from the hole in the indicator
valve system.
b. At the same time, detach the covers of the fol-
lowing parts and check the manner in which
lubricating oil is dropping.
1) Engine frame … Main Bearings,
Crankpins,Pistons (cooling
chamber), Piston Pins
2) Gear case …… Camshaft Bearings, Swing
Arms, Tappets
3) Cylinder head … Rocker Arms, T. Valve
Yokes
c. Operate the priming pump with the air bleed
valve of the lubricating oil filter opened to dis-
charge the oil until air bubbles in the oil fully dis-
appear. Pay attention not to let the oil scatter.
d. Make certain that no oil leakage happens from
any part of the piping during the priming.

DC-32e Z 12-02
 CHAPTER
Operation of the Engine
4
Preparation for the First Starting Operation After Long ITEM
Suspension of Operation or Disassembling and Maintenancea DC-32e 2.2

E. Priming of Fuel Oil and Bleeding of Air

Effect priming of fuel oil and bleeding of air in
accordance with the procedure as described
below.
(1) Operate the fuel oil delivery pump (in case
that an electric oil delivery pump is equipped).
(2) Make certain that the control lever is in the
"STOP" position and then open the fuel oil
inlet valve.
(3) Open the air bleed valve of the lubricating oil
filter to discharge the oil until air bubbles in the
Air Bleed Plug
oil fully disappear.
(4) Open the air bleed plug of the fuel oil injection
pump to discharge the oil until air bubbles in
the oil fully disappear.
(5) Assuredly close the plug when the air bleed-
ing is completed. Air Bleeding of the Fuel Injection Pump

Since the heavy fuel oil is heated to high

temperature (more than 100℃), touching scat-
4
tered oil may cause a burn.
If the scattered oil should touch such a hot
part as exhaust manifold, it may cause a fire,
so pay enough attention so that no oil may be
scattered during air bleeding.

F. Washing of the Pre-filter for the

Pre-filter
Turbocharger
The pre-filter of the turbocharger may be fouled
with dust that has been deposited on it during
transportation, installation or fitting of the equip-
ment.
Detach and wash or replace it before the first
firing of the engine.

G. Making Certain of Installation of Covers

Make certain that each of the lagging, the
exhaust manifold cover and the heat box cover of
parts (exhaust manifold, turbocharger, etc.) heat-
ed to high temperature that were detached for
their disassembling or inspection is reinstalled in Washing of the Turbocharger Pre-filter
the original place.
And also make certain that a measure to pre-
vent inflammable oil from scattering from the
detached joints (FN tape) has been taken.

DC-32e Z 12-02
CHAPTER
Operation of the Engine
4
ITEM
Starting of the Engine : Engine Start Procedure
3.1 DC-32e
4-3 Starting of the Engine
If part of a human body touches a rotating
part of an engine, it may cause such a danger-
ous accident that it is caught between that
rotating part and something others or fractures
fly in all directions.
When starting an engine, strictly follow the
following instruction.
・ Make certain that the protection covers of
rotating parts are installed in a correct manner,
and no obstacles exist near the rotating parts.
・ Make certain that any device for the turning
and the turning bar are "disengaged".
・ Send a signal to the co-worker if any, and
begin the starting procedure after safety is
ensured.
4-3.1 Engine Start Procedure
There are three different kinds for starting of an
engine, starting by a local control, remote starting
and automatic starting.
The procedure varies with the model or the type
of an engine in details.
But at any rate, manually effect the first engine
start after the engine installation, long suspension
of the engine operation or disassembling and main-
tenance of the engine by means of a local control.
<Operation Procedure>
A. Starting by Local Control
(1) Make certain that the electric power supply for
engine control is active and the control/protec-
tive device are in the operative state.
(2) Open the valves for starting air and controlling
air.
(3) Shift the control lever to the "START" position
and put your hand on the control lever.
(4) Push the starter button beside the engine.
(5) When the engine revolution quickly goes up
with continuous ignition sound and the starting
is established, stop pushing the starter button.
(6) Shift the control lever to the "RUN" position and
hold there after it is ensured that the engine
speed has reached the specified number of
rpm.
(7) Close the valve for starting air. (Keep the
valve for control air "opened".)
DC-32e Z 12-02
"RUN"
"START"
"STOP"
Control Lever
"L" : Locally controlled
operation
"R" : Remote
operation
L R
START Changeover
Switch
Starter Push Button
Starting Operation (starting by a local control)
B. Remote Starting Operation (Manual -
Starting by the starter button)
(1) Change the starting mode to REMOTE (from
the monitoring room).
(2) Shift the control lever to the "RUN" position.
(3) Open the valves for starting air and control air
after making certain that the sign "Engine
Start Ready" is indicated on the screen.
(4) Push the starter button.
(5) Make certain that the engine speed and the
pressure have reached the specified number
to indicate a sign "RUNNING" on the screen.
(6) Close the valve for starting air. (Keep the
valve for control air "opened".)
C. Automatic Engine Start
For an engine having an automatic starting
device, the engine is required to be kept in such a
condition as enables the engine to always be
started since such an engine is automatically
started by a command given in accordance with
such a pre-determined condition for starting as
power failure or load condition of other engine(s).
Always keep the engine in the condition
described below;
1) Starting mode : "AUTOMATIC"
2) Position of the control lever : "RUN"
3) Valves for Starting Air/Control Air : "OPEN"
 CHAPTER
Operation of the Engine
4
ITEM
Starting of the Engine : Engine Start Procedure 3.1
DC-32e

D. Starting by Local Control (Manual Operation

in an Emergency) Starter Lever (Spanner)
"TURN"
In such an emergency as loss of the power
supply for engine control, the engine can be man-
ually started according to the following procedure.
(1) Install the starter lever (a spanner) onto the
lever shaft located above the main air starting
valve. Push down
(2) Open the valves for starting air and controlling
air.
"Fit onto"
(3) Shift the control lever to the "START" position
and put your hand on the lever.
(4) Another operator turns the starter lever to
Main Air Starting Valve
push and open the main air starting valve.
(5) When the engine speed quickly goes up with
continuous ignition sound and the starting is "RUN"
established, return the starter lever to the orig- "START"
inal position to close the valve. "STOP"
(6) Shift the control lever to the "RUN" position
and hold it in the position after it is ensured
that the engine rpm. and the pressure of each
Control Lever 4
part have reached the specified number.
(7) Close the valve for starting air (Keep the valve
for controlling air "opened".)

F. Countermeasure in Case of a Failure in

Starting Engine Start Procedure
In case of a faulty start such as a failure in (Manual operation in an emergency)
starting, engine hesitation, or some others, take a
countermeasure in accordance with the instruc-
tion to be given in the section shown below.
( : 7 "Causes and Countermeasures of
Abnormalities and Failures")

Repeated failures in cold start in cold weath-

er may allow unburned mist of the fuel oil to
remain in the exhaust manifold letting hot
burned gas ignite it resulting in an explosion.
When a failure in starting is repeated, carry
out the air-run to purge unburned gas in the
exhaust manifold before trying to restart the
engine.

DC-32e Z 12-02
CHAPTER
Operation
4
ITEM Starting of the Engine : Inspection and Checking Immediately
3.2 DC-32e After Starting of The Engine

4-3.2 Inspection and Checking Printed in Blue

Immediately After Starting of The
Engine
Effect the following inspection and checking Intake Air Lubricating Oil
immediately after the engine has started.Stop the
engine when any abnormality is found and take an Engine RPM.

appropriate measure.
( : "Causes and Countermeasures of Hot Cooling Water Turbocharger Lubricating Oil
Abnormalities and Failures")

After maintenance is effected involving disas-

Cold Cooling Water Fuel Oil
sembly of a sliding part and/or a rotating part of
the engine, stop the engine without fail to make
certain by touch perception that there are no
abnormalities.

A. Engine Speed
Make certain that the engine has reached the Instrument Panel
specified number of revolutions per minute and is
stably running.

B. Pressure of Various Parts of the Engine
In case that a range is marked in blue on the
dial of the pressure gauge installed on the instru-
ment panel, make certain that the pointer is within
that range indicating the value is within the speci-
fied range.
However, the indicated value may be out of the
specified range when temperature of the lubricat-
ing oil is low immediately after the engine is start-
ed. Make certain that the pressure reaches in the
specified range as the temperature of the lubricat-
ing oil goes up.
E. Leakage from Any of The Starting Valves
The main starting air pipe becomes hot when
gas leaks from the starting valve.
Make certain by touch perception of the hand
that it does not become hot.
F. Leakage from and Loosening of Various
Points
Make certain that bolts and nuts used on the
mounting points or the joints are not loosened
and no leakage of oil, water or gas is detected
from those points.

C. Abnormal Noise
Hear the noise from the following parts careful-
ly and check whether or not any abnormal noise
is heard.
1) Cylinder head assembly (Intake/Exhaust
valves)
2) Crankcase
3) Timing gear, Auxiliary machinery driving gear
4) Turbocharger

D.Temperature of Exhaust Gas

Check temperature of the exhaust gas from
each of the cylinders to make certain that normal
combustion is realized in all the cylinders (200℃
or higher).

DC-32e Z 12-02
 CHAPTER
Operation of the Engine
4
ITEM
Engine Operation : Running-in of the Engine DC-32e 4.1

4-4 Engine Operation

B. Operational Conditions during Running-in
4-4.1 Running-in of the Engine
Since each of sliding parts of an engine does not
necessarily well fit with the mating parts during the
first engine operation after the installation or in the
early time of operation after replacement of a cylin-
der liner and/or a piston ring, such a trouble as
abnormal wear or seizure of a sliding part may
happen if a heavy load is imposed on the engine
under such conditions.
Carry out running-in according to the following
procedure to let the sliding parts enough fit with
the mating parts, and then the engine may be
operated with the service load.
Operate the engine during running-in in accor-
dance with the following instruction.
1) Load = 80% or less
2) Fuel Oil Used = Diesel Fuel Oil
Diesel fuel oil shall be used during running-in
even for an engine for which the specified fuel
is a heavy fuel oil.
3) Lubricating oil used shall be adapted to the
fuel oil used. However, a kind of lubricating oil
adapted to a heavy fuel oil can be used for an
engine for which a heavy fuel oil is specified
even though the description is covered in 2) .
4) Duration of running-in = 150 hours

A. Initial Running-in C. Inspection during the Initial Running-in

Engine performance, especially for its combus- Pay special attention to the following symptoms
tion and consumption of the lubricating oil, is and effect an inspection to find in the early stage
much affected by fitting condition of the piston if any symptom of a failure is detected in order to
rings and the oil ring with the mating cylinder. And
it is said that whether or not they will become well
prevent a trouble from happening.
1) Abnormal noise
4
fitted each other depends on the condition of 2) Partial overheat
engine operation for the initial several hours. 3) Leakage from a joint, loosening of a screw
In case that a part having a sliding part such as 4) Explosion pressure, exhaust gas temperature,
cylinder liner, piston, piston ring or some others is abnormal color of exhaust gas
replaced, carry out running-in according to the fol- … Abnormal combustion
lowing chart of the operation pattern. 5) Too much consumption of lubricating oil
… Abnormality in fitting condition of the cylin-
( : Figure 4.1 "Operational Pattern for Initial der liner and the piston ring
Running-in")

Load
(%)
60 (minutes) Suspension of operation
100
Continuous
operation
30 (minutes)
75

Suspension
60 (minutes) of operation 15 (minutes) 15 (minutes)
50
STEP1 STEP2 STEP3
30 (minutes) 15 (minutes) 15 (minutes)
25

Preparation Inspection Inspection

0
0 30 60 90 30 60 90 30 60
Time (minutes)
Figure 4.1 Operational Pattern for Initial Running-in

DC-32e A 14-06
CHAPTER
Operation of the Engine
4
ITEM
4.1, 4.2 Operation of the Engine : Running-in, Warming-up and Loading
DC-32e
D. Inspection and Other Work After Running-in
Effect the following inspection and other work to
make certain that no abnormalities exist with the
engine when running-in is completed, and then the
service operation of the engine may be started.
1) Inspection to make certain that there are no
foreign matters nor stains in the crankcase.
2) Visual inspection of the inside surface of the
cylinder liner.
3) Inspection and cleaning of the filters
4) Detachment of the flushing filter in the fuel oil
filter.
Strictly avoid to operate an engine with a
heavy fuel oil when the flushing filter remains in
the fuel oil filter since it may result in clogging
of the filter and may cause a trouble.
4-4.2 Warming-up and Loading of the
Engine
When the engine is cold, effect warming-up of
the engine and gradually increase the load after
the engine is warmed up except when the situation
does not allow it.
Problems such as poor combustion, abnormal
wear or seizure of a sliding part may happen if the
load on the engine is abruptly increased when the
various parts of the engine are still cold and neces-
sary conditions of the engine in terms of combus-
tion, lubrication, etc. are not established.
A. Warming-up
a. Diesel Fuel Oil for Warming-up
It is strongly recommended to effect the warm-
ing-up with diesel fuel oil even though the
engine is operated with heavy fuel oil.
Load
(%)
Service Load
75
50
25
No-load
5 10 15 20
Figure 4.2 Pattern of Load Increase
DC-32e Z 12-02
b. No-load Operation
Operate the engine without any load or with a
light load and impose the service load after tem-
perature of the cooling water and the lubricating
oil goes up.
Limit the no-load operation only to warming-
up and refrain from no-load operation exceed-
ing 10 minutes.
Too long no-load operation may cause such
problems as poor combustion, carbon deposit
in the combustion chamber, or other problems.
B. Loading
The more time shall be given to increase the
load, the colder the engine temperature (tempera-
ture of the cooling water in the jacket and of the
lubricating oil) is.
A guideline for the time to be taken to
increase the load is shown in the following chart.
( : Figure 4.2 "Pattern of Load Increase")
Since the load increases with the number of
revolutions of an engine in case of a ship's main
engine (with a propeller), gradually increase the
engine speed.
Pass in a time as short as possible through
the dangerous range of revolutions of an
engine due to torsional vibration (the range
printed on the tachometer in red) when increas-
ing the engine speed.
If the engine should be operated at the
speed in the red zone for a long time, the
crankshaft may be broken.
O
t : 40 C
O
t : 15 C
t : Temperature of the cooling water
in the jacket and of the lubricating
oil at starting of an engine
25 30 35 40 45 Time (minutes)

Operation of the Engine
Operation of the Engine :
Operation with a Load (with a Service Load)
4-4.3 Operation with a Load (with a
Service Load)
Periodically check and measure the operating
conditions and the operational data respectively
during continued engine operation with a load
(including the running-in).
When any abnormality is found in the results of
the inspection and/or measurement, take an
appropriate countermeasure such as adjustment,
repair or some others. (For the details, refer to
other sections.)
( : 5-3 "Measurement and Adjustment")
( : 7 "Causes and Countermeasures of
Abnormalities and Failures")
A. Checking of the Operational Conditions
<Items to be Checked>
1) Abnormal noise/vibration
2) Partial overheating
3) Leakage from a joint, loosening of a screw
4) Explosion pressure, exhaust gas temperature,
abnormal color of exhaust gas
… abnormal combustion
5) Too much consumption of lubricating oil
Since an engine, especially for the following
parts, is heated to high temperature during
operation, touching with it may result in a burn.
Wear protective gears such as safety gloves
or some others.
・Exhaust manifold
・Turbocharger
・Air inlet of the intercooler
・Cylinder head
・Devices of the fuel oil feeding system, the pip-
ing (for heavy grade fuel oil)
B. Measurement of Data related to Operational
Performance
a. Measure the data once a day at a time when
the load is stabilized with the least fluctuation.
b. Compare each of the measured data with the
data on the same item measured when the engine
was new and check whether or not there is any
abnormality in the data or any deterioration.
( : Final document "Table of Results of the
Trial Run")
CHAPTER
4
ITEM
DC-32e 4.3
< Items to be Measured>
1) Ambient temperature
2) Load (Output)
3) Intake air temperature (at the inlet of the tur-
bocharger)
4) Maximum explosion pressure (for each cylin-
der)
5) Exhaust gas temperature (at the outlet of
each cylinder)
6) Exhaust gas temperature (at the inlet of the
turbocharger)
7) Intake air pressure (at the inlet of engine)
8) Lubricating oil pressure (at the inlet of
engine)
9) Hot cooling water pressure (at the inlet of
engine)
10) Warm cooling water pressure (at the inlet of
engine)
11) Fuel oil pressure (at the inlet of engine)
… in case that a heavy fuel oil is used
12) Intake air temperature (at the inlet of engine)
13) Lubricating oil temperature (at the inlet of
engine)
4
14) Cooling water temperature (at the outlet of
engine)
15) Fuel oil temperature (at the inlet of engine)
… in case that a heavy fuel oil is used
16) Value on the rack scale of the fuel injection
pump
C. Periodic Inspection and Maintenance
Periodically carry out the inspection and main-
tenance.
(For the details, refer to another section.)
( : 5 "Inspection and Maintenance")
D. Operation Record
Record results of the inspection and measure-
ment as well as items and contents of effected
work such as adjustment or repair in the engine
log book.
The operation record is very important mate-
rial to grasp the condition of an engine and to
know the history of an engine..
Carefully store the record and transfer it to
the successor when the person in charge of the
engine is changed.
DC-32e Z 12-02
 CHAPTER
Operation of the Engine
4
ITEM
4.4 Operation of the Engine : Operation with a Heavy fuel oil
DC-32e
4-4.4 Operation with a Heavy fuel oil
(for an engine for which a heavy
fuel oil is specified)
Since this fuel oil is a low grade one with high
viscosity, it is required to effect such appropriate
operation control as operation with diesel fuel oil in
a specific operational condition as well as appro-
priate management of a combination of the fuel oil
and the lubricating oil.
(Refer to other sections of this manual.)
( : 6.1 "Control of Fuel Oil")
( : 6.2 "Control of Lubricating Oil")
A. Operation with a diesel fuel oil
A heavy fuel oil can be used only in a stable
load condition. And use a diesel fuel oil in the fol-
lowing cases.
a. Running-in … 150 hours
1) The first operation after installation
2) The first operation after replacement of a part
having a sliding part (cylinder liner, piston,
piston ring).
( : 4.4.1 "Running-in")
b. Operation during Starting and Warming-up
( : 4.3 "Starting of an Engine")
( : 4.4.2 "Warming-up")
c. During Idling and Operation with a Light
Load
Since the temperature of compressed air in the
cylinder and the injection pressure of the fuel oil
are low with a light load, the combustion may
become unstable to cause such troubles as the
worsened smoke, ring stick and some others
when a heavy fuel oil of which flammability is
poor than that of a diesel fuel oil is used. Use a
diesel fuel oil when an engine is operated around
the lower limit of a light load specified in the
engine specifications or less.
d. Operation with a Very Fluctuating Load
1) During entry into or departure from a port
2) During loading or unloading the freight
e. Just Before Stopping of an Engine
( : 4.6 "Stopping of an Engine")
DC-32e Z 12-02
B. Changeover of the Fuel Oil
A heavy fuel oil is usually heated to 80-90℃ in
the service tank and 100℃ or higher at the inlet
of engine. Since the temperature is much differ-
ent from that of a diesel fuel oil, troubles such as
stick of the fuel injection pump, vapor lock or
some others may happen if the changeover is
effected too quickly.
a. Gradually effect changeover to a heavy fuel oil
from a diesel fuel oil in such a manner that rate
of the temperature change at the inlet of engine
is 5-10℃ per minutes.
( : Figure 4.3 "Pattern of Changeover to
Heavy Fuel Oil from Diesel Fuel Oil")
b. Keep viscosity (temperature) of a heavy fuel oil
at the inlet of the engine in an appropriate range.
c. Do not raise temperature of a diesel fuel oil
above its flash point (about 60℃).
d. Keep fuel oil pressure at the appropriate level
to prevent vapor from being generated.
And effect air bleed of devices in the fuel oil
feeding system (heater, filter, tank, etc.) from
time to time to prevent vapor from staying in a
specific area.
Since the scattered oil may cause a fire if it
should touch a hot part of an engine, pay
enough attention so that no oil may be scat-
tered during air bleeding.
e. Make certain that heat tracing is effective with
each of the piping and the devices.
The heated heavy fuel oil is hot, and also the
filters and the piping is heated to the high tem-
perature.
Since touching non-insulated part of such
parts as valves, cocks or some others by a
bare hand or bare skin may result in a burn,
wear protective gears such as safety gloves or
some others during handling of them so that
those parts may not be directly touched.
 CHAPTER
Operation of the Engine
4
ITEM
Operation of the Engine : Operation with a Heavy Fuel Oil 4.4
DC-32e

(1) When an engine that has been operated

with a heavy fuel oil is stopped in an emer-
gency, immediately change the fuel to a
diesel fuel oil and start the standby pump
to flush the fuel oil feeding system.(Except
when the fuel piping is broken)
(2) Discharge the HFO remaining by fly wheel
turning.

If a heavy fuel oil should be let to cool, it will

be solidified to make operation impossible.

4
Switching from Diesel Fuel Oil to Heavy Fuel Oil Switching from Heavy Fuel Oil to Diesel Fuel Oil

Viscosity at engine inlet 11~14 mm2/s Viscosity at engine inlet 11~14 mm2/s
Fuel oil temperqture

Fuel oil temperqture

Temperature of heavy fuel oil Temperature of

at engine inlet

at engine inlet

heavy fuel oil Temperature fluctuation

Temperature fluctuation of 5 to 10 oC per minute
of 5 to 10 oC per minute or less
Temperature of or less Temperature of
diesel fuel oil diesel fuel oil
operation

operation

Switching from diesel Switching from heavy

fuel oil to heavy fuel oil fuel oil to diesel fuel oil
Operation with Operation with Operation with Operation with
diesel fuel oil heavy fuel oil heavy fuel oil diesel fuel oil
Check items

Check items

Check the Check the

operation of Switch at a stable load Switch at a stable load operation of
heavy fuel oil (above the lower load limit) (above the lower load limit) heavy fuel oil
supply equipment supply equipment

Notes: 1. Since the pretreatment of fuel oil differs depending on the use purpose of the engine, the operating method suitable to
each system is necessary.
2. The diesel fuel oil temperature when switching on heated condition shall be 60K or less.

Fig. 4.3 Switching Pattern from Diesel Fuel Oil to Heavy Fuel Oil

DC-32e A 12-09
CHAPTER
Operation of the Engine
4
ITEM
4.4 Operation of the Engine : Operation with a Heavy Fuel Oil
DC-32e

C. Cleaning Operation before Engine

Stop for Engines specified to use
HFO
This is for supplement to add on Engine
Instruction manual regarding the HFO MDO
change procedure and engine operation before
engine stop. Refer to the Instruction manual for
further detail
1. HFO MDO change shall be done under the
stable load that is a higher than a low load limit.
Do not carry out HFO MDO change without
load.
2. Carry out cleaning operation by MDO longer than
for thirty (30) minutes by the highest possible
load beyond a low load limit before the engine
stop.
3. Engine idling operation before engine stop shall
be done about five(5) minutes. After engine stop
it is recommendable to have confirmation of FO
pump rack bar smoothness. Feed lub oil to bars
and Push & Pull the bars to obtain the rack bar
smoothness.
4. When the engine is stopped over long period of
times such as DRY DOCK, Engine Cleaning
Operation should be done for about half day
under the highest possible load (60% or more)
with MDO for the removal of carbon around com-
bustion chamber and a piston ring groove espe-
cially.
[Cleaning operation]
There is a case of FO pump rack sticking when
the engine stopped which specified to use HFO.
During HFO running, HFO invaded into the
plunger sliding part or the inside of control sleeve.
After HFO MDO change, as they are cooled
down and becomes sludge, rack bar sticking may be
led finally.
By performing load operation with MDO over suffi-
cient time, HFO remains in engine is gradually
washed with MDO through MDO load running, and
leads to prevention of rack sticking.

Parallel running Load shift Single running

(HO)

No. 2 D/G
[ Load ]

HO:Heavy fuel oil

(HO) DO:Diese fuel oil

(HO) (DO)
Low load limit
No. 1 D/G
Changeover to a
diesel fuel oil from (DO)
a heavy fuel oil

Operation with Operation with

a heavy fuel oil a diesel fuel oil
Cleaning operation Idle run Engine stop
longer than 30 min Operation
[ Operation pattern ]
The Example of operation at Engine Stoppage
(The operating method in the case of changing from parallel
running to single running operation is shown below.)

DC-32e Z 12-02

Operation of the Engine
Operation of the Engine : Permitted Range of Engine Operation
4-4.5 Permitted Range of Engine
Operation (in the case of a main
(marine) engine)
In the case of a main (marine) engine, magni-
tude of the load is decided by the propeller law
specific to a ship and varies with the engine speed.
Both the permitted operation rage and the rec-
ommended one based on the propeller law specific
to a ship are shown in the following figure.
For the actual operation, the engine should be
operated within the recommended range of opera-
tion as much as possible by choosing an appropri-
ate engine speed and torque (it may be judged from
the Pme and the rack scale) to avoid overload.
The lower limit of the load when a heavy fuel oil
is used is usually 30%, and a diesel fuel oil shall
be used when the load is below this limit.
( : Figure 4.4 "Permitted Range of Operation")
However, for an characteristic of an actual engine
in terms of output, refer to the table of the trial run
results separately provided in the final document.
A. In the Case of an Engine with a Fixed Pitch
Propeller (FPP)
A fixed pitch propeller is usually designed
based on absorption horsepower calculated on
the propeller law taking sea margin due to fouling
of the ship's bottom or some other factors into
Output (%)
M Curve
P Curve
Idle speed
Figure 4.4 Permitted Range of Operation
CHAPTER
4
ITEM
4.5
DC-32e
consideration.
In the case that fouling of the bottom is wors-
ened to increase resistance and the sea margin is
exceeded, more power is required at the same
engine speed resulting in requiring a torque rich
operation. Always pay attention to the engine
speed and the rack scale to avoid a torque rich
operation. Pay special attention in a stormy
weather when the propeller absorption power
may suddenly change and the engine tends to be
operated in a torque rich condition to induce surg-
ing of the turbocharger.
B. In the Case of an Engine with a
Continuously Variable Pitch Propeller (CPP)
Since a continuous variable pitch propeller
allows the engine to change the absorption power
by changing propeller's pitch (attack angle of the
blade) while keeping the engine speed constant,
it has such an advantage that the engine speed
and the load can be adjusted to adapt themselves
to the load varying with utilization of the auxiliary
machinery powered by the main engine and with
varying water resistance on the ship's hull. 4
However, since the engine with a CPP is liable to
torque rich operation because of its flexibility in
operation, always grasp load condition and care-
fully operate the engine avoiding torque rich oper-
ation.
Propeller design point
Permitted operation range
Recommended range
of continuous operation
with a service load
P Curve : Characteristic curve accord-
ing to the propeller law
M Curve : Characteristic curve for
which sea margin is took
into consideration
Permitted range for short
time operation with a
diesel fuel oil in case of
an engine with the stan-
dard specifications.
Engine speed (%)
DC-32e Z 12-02
CHAPTER
Operation of the Engine
4
ITEM Special Operation of the Engine : Light Load Operation
5.1, 5.2 DC-32e Operation of an Engine with Natural Aspiration
4-5 Special Operation of the Engine
4-5.1 Light Load Operation
A prolonged light load operation with a load
equal to or lower than a certain level may cause
such various troubles as contamination of the tur-
bocharger and the combustion chamber, poor
combustion and some others since such an oper-
ation may be a cause of lowered intake pressure,
blow-back in the exhaust pipe and some others
presenting a disadvantageous condition for com-
bustion.
Shorten the duration of a light load operation of
the engine as little as possible. When such an
operation can not be avoided, follow the following
instruction.
A. Lower Limit of the Load
The limit varies according to engine specifica-
tions. Make certain what lower limit is specified in
the specifications attached on delivery of the
engine.
B. Use of a diesel fuel oil
In the case of an engine for which a heavy fuel
oil is specified, change the fuel to a diesel fuel oil.
C. Washing of the Turbocharger
Wash the compressor of the turbocharger more
frequently than usual.
A turbocharger is heated to the high tem-
perature during operation or immediately after
a stoppage of the engine. Wear safety gloves
since touching them with a bare hand during
washing may cause a burn.
D. Intermittent High Load Operation of the Engine
An operation of the engine with a load as high
as possible (60% load or more) for 30 minutes or
so during operation of the engine with a service
load is recommended for prevention of contami-
nation of the combustion chambers and the
intake and exhaust system.
4-5.2 Operation of an Engine with
Natural Aspiration
A tool for non-turbocharger operation(blind for
turbocharger) is available with the marine propul-
DC-32e A 14-08
sion engine to ensure emergency operation in case
of damage to the turbocharger.(Generator:optional)
Caution:For handling,it depends on turbocharger
type.
The operation with natural aspiration shall be
effected under various limiting and prohibiting
conditions.
Since the actual procedures vary depending on
actual cases, consult with DAIHATSU to get
instruction on the work procedure and matters to
be attended and strictly follow the instruction.
A. Conditions for an Operation with Natural
Aspiration
a. Fuel : Diesel fuel oil
b. Output : Mean effective pressure of 0.44 MPa
or less
c. Exhaust temperature (at the exhaust port of the
cylinder) : 400℃ (450℃ max.)
B. Preparation for the Operation
(In case of the TPL,TPS)
(1) Detach the intake system, the exhaust connect-
ing tubes and the piping for the lubricating oil sys-
tem that are connected with the turbocharger.
(2) Detach the turbocharger from the engine.
(3) Detach the intake casing and the rotor shaft
casing according to the operation manual of
the turbocharger.
( : "Operation Manual of Turbocharger")
(4) Attach a lid on the exhaust casing.
(5) Mount the exhaust casing on the engine.
(6) Detach the intake connecting tube (bellows)
and mount the air strainer to prevent dust from
being sucked from the inlet of the intercooler
intake tube.
(7) Block the piping for lubricating oil of the tur-
bocharger.
(In case of the MET)
(1) Detach the gas intake casing and the nozzle
according to the operation manual of the tur-
bocharger.
(2) Pull out the rotor shaft and attach the blind lid
as shown in the illustration.
(3) Mount the gas intake casing.
(4) Detach the intake connecting tube (bellows) and
mount the air strainer to prevent dust from being
sucked from the inlet of the intercooler intake tube.
(5) Block the piping for lubricating oil of the tur-
bocharger.
 CHAPTER
Operation of the Engine
4
Special Operation of the Engine : Operation of an Engine with ITEM
Natural AspirationOperation with Reduced Number of Cylinders DC-32e 5.2, 5.3

4-5.3 Operation of the Engine with

Reduced Number of Cylinders
The turbocharger is heated to the high tem-
perature during operation or immediately after An operation of the engine with reduced number
a stoppage. Touching them with a bare hand or of cylinders may be sometime required under a
skin may cause a burn. certain particular situation. However, this operation
Effect disassembling enough time after a shall be limited to short time as a countermeasure
stoppage to allow the turbocharger to cool. in an emergency since this operation may cause
Always wear the safety gloves to avoid a troubles such as torsional vibrations of the shafts
burn when the turbocharger has to be detached and vibrations of other parts than the engine excit-
before it cools. ed by the engine.
And this operation shall not be applied to an
Intake Casing Rotor-shaft Casing Exhaust Casing
engine supported by vibration insulating rubber
mounts.
There are such various ways for this operation
as just fuel cut, removal of some part of the engine
and some others. Also this operation with reduced
number of cylinders is subject to various prohibit-
ing conditions. So, consult with DAIHATSU to get
instruction on the operational procedure and mat-
ters to be attended and strictly follow the instruc-
Exhaust Casing Lid
tion since the actual procedures vary depending
on the actual cases.
4
<Conditions for the Operation>
a. Fuel : Diesel fuel oil
Distance Piece b. Output : Equal to or less than the following
Nut (Total Number (Reduced Number
of Cylinders) － of Cylinders)
Rated Output× × 70 ％
(Total Number of Cylinders)

However, the output may be reduced to pre-

Procedure for an Operation vent surging of the turbocharger or too high
with Natural Aspiration (TPL,TPS) exhaust temperature.
c. Exhaust temperature (at the exhaust port of
Exhaust Gas the cylinder) : 400℃ (450℃ max.)

Be attentive to vibrations of structures out-

side the engine and gear noise, and stop the
engine as soon as any abnormality is per-
ceived. If the engine operation should be con-
tinued, an serious accident may happen.

Blind Lid
(attached)

Procedure for an Operation with Natural Aspiration (MET)

DC-32e Z 12-02
CHAPTER
Operation of the Engine
4
ITEM
6.1 Stoppage of the Engine : Usual Stoppage
DC-32e

4-6 Stoppage of the Engine "RUN"

4-6.1 Usual Stoppage
A. Preparation for a Stoppage "STOP"
a. Change the fuel to a diesel fuel oil 30 minutes
before a stoppage in the case that a heavy fuel
oil is used. Control Lever
b. Start the lubricating oil priming pump just
before a stoppage.
c. Make certain that air pressure of 2.0 MPa or
more is left in the reservoir for re-starting.
(for preparation for the next starting)

Stoppage Operation
B. Procedure for a Stoppage
a. A stoppage shall be effected according to the
following procedure. The turbocharger continues rotating at high
[In case of an operation by local control] speed even after a stoppage of an engine.
Shift the control lever to the "STOP" position. Since the turbocharger of the engine is lubri-
Fuel injection is to be stopped by means of cated by the system oil, the bearings may be
movement of the common rod to stop the damaged if supply of the lubricating oil should
engine. be stopped immediately after the stoppage of
the engine.
[In case of an operation by remote control]
(1) Push the "STOP" button on the control panel.
b. Fully open the indicator valve to effect the air
The magnetic valve to shut the fuel is activat- run for 3 to 4 seconds in order to purge exhaust
ed to operate the fuel cut device to stop the gas in the cylinders.
engine.
c. Close the valves of each system.
(2) Shift the control lever to the "STOP" position.
d. Within 30 mins, after the engine stop, confirm
b. After the procedure for a stoppage is effected, the smoothness of individual F.O. rack bar and if
be attentive to sound of the engine and the tur- it not smooth, lubricate the pump rack
bocharger to make certain that no abnormal
noise is not heard.
Pour M.D.O. or kerosene into the pipe, then
push and pull the rack bar.
Repeat it untile the rack bar moves smoothly.
If the engine should not be stopped instead
of the stoppage operation, stop the engine by
the following procedure.
(1) Force the rack of the fuel injection pump to
be shifted to "0". Lubrication pipe
ࠉ for rack
(2) Fully "close" the valve at the fuel oil inlet
main pipe.

C. After a Stoppage
a. Operate the lubricating oil priming pump and
the cooling fresh water pump for 20 minutes to
Rack lever
let the engine and the turbocharger cool.

Lubricate the Pump Rack

DC-32e A 14-09
 CHAPTER
Operation of the Engine
4
ITEM
Stoppage of the Engine : Emergency Stoppage 6.2
DC-32e

4-6.2 Emergency Stoppage b. In case that the engine is operated with a

heavy fuel oil, immediately change the fuel to a
A. Cases Where an Emergency Stoppage is
diesel fuel oil and operate the fuel delivery pump
Required
to flush the fuel system (except when the fuel
Stop the engine immediately when any of the piping is broken).
following abnormalities is found.
And also effect the turning to discharge the
1) When an emergency "alarm" is issued. remaining heavy fuel oil left in the fuel injection
(＊ a protective device is activated → automatic pumps and the fuel valves.
stoppage)
＊・Overspeed
＊・Lowering of the lubricating oil pressure
If the engine should be stopped and left to
＊・Suspension of water supply/Increasing in
cool without taking any measure when a heavy
the cooling water temperature
fuel oil is used, the heavy fuel oil left in the
・Increasing in the exhaust gas temperature
devices of the fuel system and in the piping will
・Other alarms (depending on specifications
be solidified not only to make the engine re-
of the engine)
start impossible but to require much work for
2) Abnormal noise/vibration
cleaning and washing afterwards.
3) Heating-up or smoking of the bearing or other
moving parts or sudden increase in the mist c. The load shall be cut off and return the control
4) Loosening or falling-off of a lever, a link pin, lever, the valves and devices concerned to the
or a bolt of the governor, the common rod "STOP" position.
linkage or the fuel injection system
5) Breakage of the piping for the fuel oil, the
4
lubricating oil and the cooling water.
6) Too quick increase or decrease in the engine In case that the engine stopped in an emer-
speed. gency, do not restart the engine until the cause
7) Quick increase in the lubricating oil temperature is found and the countermeasure is effected to
8) A stoppage of the cooling water supply and complete restoration of the engine.
alternative supply source not available If the engine should be restarted without
eliminating the causes of the trouble, the trou-
ble may be worsened and cause a serious
Do not fill the cooling water when the engine accident.
is overheated due to suspension of cooling
water supply.
It may cause distortion of some parts of the
engine system due to too quick cooling possi-
bly resulting in a failure of the engine or in an Do not open the crankcase for at least 10
accident. minutes until it cools after a stoppage of an
engine.
9) Water is mixed in the lubricating oil. There is a risk that inflammable mist in the
10) Too quick increase in the exhaust gas tem- crankcase may be ignited to explosion. Be
perature. attentive especially when much mist has been
11) quick decrease in rotation speed of the tur- generated due to engine overheating or
bocharger or pressure of the charged air. seizure.
12) Breakage or loosening of a bolt Do not bring a naked fire near the crankcase
even after the opening of it.
B. Measures to be taken after an Emergency
Stoppage of the Engine
When an automatic stoppage due to activation
of a protective device or a manual emergency
stoppage happens, take the following procedures.
a. In case of a stoppage by remote control or of
an automatic stoppage, shift the control lever to
the "STOP" position.

DC-32e Z 12-02
CHAPTER
Operation of the Engine
4
ITEM
6.3 Stoppage of the Engine : Long Suspension of Operation
DC-32e

4-6.3 Long Suspension of Operation

In case that the engine has not been operated
for a long time (one month or longer), take meas-
ures for preservation (mainly for rust prevention). Spraying
(a rust
A. Suspension of Operation Within Three preventive oil)
Months
a. Rotate the crankshaft a few turns once a week
priming the lubricating oil with the indicator valve
fully opened.
For this operation, stop the crankshaft at the
different position each time and assuredly close
the indicator valve.
Spraying
b. Discharge the cooling water when icing is (a rust
expected in a cold weather. preventive oil)

B. Suspension of Operation Over Three

Silica gel
Months … Measures for Long Time (a desiccant)
Preservation
In case that the engine operation is expected to
be suspended for three months or longer, the fol- Lid
lowing measure are required to be effected. Sheet cover
a. Discharge the cooling water.
b. Add a rust preventive oil in the lubricating oil
and rotate the crankshaft a few turns priming the
lubricating oil with the indicator valve opened.
Close the indicator valve assuredly after the
turning.
c. Open the covers of the crankcase, the cam
case and the cylinder head, and spray a rust
preventive oil on the parts inside the case.
d. Put a desiccant such as silica gel in the
crankcase when the atmospheric condition
(weather, humidity, etc.) requires it.
Measures for Long Time Preservation
e. Cover each of the openings of the exhaust
manifold and the mist pipe with a sheet.
f. Carefully cover an engine, especially for its
electric devices, with a sheet to prevent dust
from penetrating.

DC-32e Z 12-02
 CHAPTER
Operation of the Engine
4
ITEM
MEMO DC-32e

4
CHAPTER
Maintenance and Inspection
5
ITEM
1.1 DC-32e Matters to be Attended in Inspection and Maintenance

5. Maintenance and Inspection

5-1 Matters to be Attended in Inspection and Maintenance

For inspection and maintenance of the engine, start the work after careful reading of this manu-
al to understand the structure of the appropriate part of the engine, the work procedure, enough
investigation of the work procedure and preparation of necessary consumables and tools.
If the work is started without enough preparation, an engine failure or damage to the engine
due to incorrect assembling may happen to induce an accident resulting in human injury or death
as well as the efforts may be wasted. Replace such a part as is found damaged or has reached
the replacement limit in the inspection without fail.
If a trouble can not be solved on the spot, or a necessary replacement part is not available,
contact with DAIHATSU Diesel Spare Parts Service Co., Ltd., Service Division of DAIHATSU
MOTOR CO., LTD. or a Branch of DAIHATSU to take an appropriate measure.

5-1.1 Matters to be Attended in Relation to Safety

A. Do not open the crankcase side cover for at least 10 minutes until the engine cools enough after
its stoppage. There is a risk that oil mist in the crankcase may be ignited to explode when fresh air
flows into the crankcase of an overheated engine.

B. Rotation of the engine during inspection or maintenance presents such a very dangerous situation
as an accident that something is caught between some parts of the engine.
Start the work after returning the control lever to the "STOP" position, assuredly closing the starting
air valve and finally making certain that the engine would not rotate.
When the turning of an engine is effected, make certain that nothing will touch the rotating part and
the co-worker will not be exposed to any danger due to the engine rotation and finally send a sig-
nal to that person to warn of start of the turning. Take a measure to prevent idle rotation of the
crankshaft.

C. Wear protective gears such as safety gloves, a safety helmet, safety shoes and safety glasses as
appropriate during the work.
Part of the engine, especially the exhaust manifold, the turbocharger, the cylinders and the sur-
rounding of them become hot during operation or immediately after stoppage. Wear safety gloves
to prevent a burn during the work.
Since oil sticks to the floor of the engine room or surroundings of the engine making them slippery,
wipe well the floor and the soles of the shoes before starting the work. Especially for work at a high
place, e.g. on a step, watch for your feet with enough attention to prevent a fall.

D. When disassembling each of the piping systems, "close" all the valves that open to the outside and
gradually loosen the air bleed plug to eliminate the residual pressure before starting the disassem-
bling work.
If a joint of each filter or a piping system is disassembled immediately after stoppage of the engine,
hot oil or water spouted out by the residual pressure may cause a burn.
And since scattered fuel oil or lubricating oil may cause a fire when it touches a hot part of the
engine, pay enough attention to scattered oil.

E. Since an ejected spring may injure the person working with a device such as a control valve in
which a spring is assembled when such a device is disassembled, carry out such work with care.

DC-32e Z 12-02
 CHAPTER
Maintenance and Inspection
5
ITEM
Matters to be Attended in Inspection and Maintenance DC-32e 1.1,1.2

F. Do not lift a heavy part or a device by human power but do it by means of wire ropes and a chain
block. And do not let any person go under a lifted load.
G. Switch off the power supply when handling an electric device.

H. When handling a liquid, strictly follow the following instructions.

・Fuel oil/Lubricating oil = Inflammable material … No fire shall be brought in.
・Rust preventive for fresh water /Antifreeze for fresh water/Mercury (thermometer) = Poisonous
… Do not drink any of them. Wash it out when stained by any of them.
・Battery electrolyte = Poisonous/Generating inflammable gas … Do not drink. Wash it out when
stained by it. No fire shall be brought in.
◎ Entrust disposal of waste oil and waste water to a subcontractor specialized in waste treatment
to prevent pollution to environment.

5-1.2 Matters to be Attended at the End of Maintenance or Inspection

A. Restore the lagging or heat-preventive covers, combustible oil splash preventive means (splash
proof tape) and protective covers, that have been removed for inspection and maintenance, to
each original position.

B. After the completion of assembling, confirm that there is no abnormality in each part, by conduct-
ing the turning of engines and the priming with each corresponding oil.
After checking the parts during turning, close the reducing valve without fail.

C. After the completion of working, return the turning equipment and turning bar, that have been
used, to "OFF" position. 5
D. Record the work contents of the inspection and maintenance that have been performed, and the
replaced parts in the daily report respectively.

DC-32e A 12-09
 CHAPTER
Maintenance and Inspection
5
ITEM
2 DC-32 List of Items for Maintenance and Inspection

5-2 List of Items for Maintenance and Inspection

This table shows items for routine inspection and maintenance (every six months is the longest interval in
principle) that shall be carried out by a person(s) in charge of the engine. For items of the full-scale mainte-
nance involving opening of the engine that shall be carried out after a prolonged engine operation, effect it in
accordance with a "Maintenance Manual" separately provided.
(○ : To be effected regularly ▲ : To be effected before the initial run of an engine in the maintenance interval and
the first run after opening of the engine ● : To be effected before the first run of an engine after its installation and
after maintenance involving opening of the engine, ◎ : To be effected after replacement of the part or the unit)
Interval of Inspection/Maintenance (Hours) Section
Pre-operation
to be
Inspection

Once a month

months 2,000-3,000
months 1.000-1,500
Once a week
Part to be referred

Once every three

Once a day

Once every six

Note

300-500
Inspected Task to

Appearance of Engine Checking of loosening/leakage ‫ۑ‬ ‫ۑ‬

Piping Checking of loosening/leakage ‫ۑ‬ ‫ۑ‬
Cylinder Head Cover Inspection of the inside (valve clearance, valve rotator) ‫ڸ‬ ‫ۑ‬ 5-4.1
Cylinder Head Inspection/additional tightening of cylinder head bolts ‫ڸ‬ Including also when opening
Fuel Injection Valve Pulling out/inspecting/cleaning/adjusting of the valves ‫ڸ‬ ‫ۑ‬ 5-4.2
Connecting Rod Inspection/ additional tightening of the connecting rod bolts ‫ڸ‬ Including also when opening
Cylinder Liner Visual inspection of the inside ‫ە‬ ‫ڸ‬ ‫ۑ‬
Crankshaft Measurement/adjustment of deflection ‫ڸ‬ ‫ۑ‬ 5-4.5
Camshaft Inspection of cam and roller ‫ڸ‬ ‫ۑ‬
Governor Checking/replenishing of working oil level ‫ۑ‬ ‫ۑ‬ ‫۔‬ 4-2.1 ‫۔‬Replace the working oil with new one
Fuel Control Linkage Checking of movement/Lubricating ‫ۑ‬ ‫ۑ‬ 4-2.1
Washing of filter ‫ە‬ ‫ۑۼ‬ 4-2.2 ‫ۼ‬150䡚200 hours
Turbocharger Washing of compressor ‫ۑۼ‬ 5-4.4 ‫ۼ‬150䡚200 hours
Washing of turbine ‫ۑۼ‬ 5-4.5 ‫ۼ‬200䡚250 hours
Starting Air Rotary Valve Discharging of drain ‫ە‬ ‫ۑ‬ 4-2.1
Checking of pressure ‫ۑ‬ ‫ۑ‬ 4-2.1
Starting Air Reservoir
Discharging of drain ‫ە‬ ‫ۑ‬
Lubricating of pump rack ‫ە‬ ‫ۑ‬
Fuel Injection Pump
Inspection of rack scale position ‫ۑ‬
Discharging of drain ‫ۑ‬ ‫ۑ‬ 4-2.1
Fuel Oil Filter Blow-off cleaning ‫ۑ‬ 5-3.1
Opening/inspecting/cleaning ‫ە‬ ‫ڸ‬ ‫ۑ‬ 4-4.3
Refer to the "Filter Maintenance Manual"
Lubricating Oil Filter

Reverse-flow Cleaning Filter Opening/inspecting/cleaning 5-4.3 separately provided.

Discharging of drain ‫ۑ‬ ‫ۑ‬
Sludge Collector
Opening/inspecting/cleaning ‫ە‬ ‫ڸ‬ ‫ۑ‬
Gracier Filter Opening/inspecting/cleaning ‫ە‬ ‫ۑ‬
Fuel Injection Pump Filter Opening/inspecting/cleaning ‫ە‬ ‫ڸ‬ ‫ۑ‬
Checking of the lubricating oil level/Replenishing ‫ۑ‬ ‫ۑ‬ 4-2.1
Lubricating Oil Tank Analysis of the lubricating oil ‫ە‬ ‫ۑ‬ 6-2

Lubricating Oil Thermostat Valve Opening/inspecting/cleaning ‫ۑ‬ 5-3.2

Fresh Water Filter Opening/inspecting/cleaning ‫ە‬ ‫ۑ‬

Checking of the water level/replenishing ‫ە‬ ‫ۑ‬ 4-2.1
Cooling Fresh Water Tank
Analysis of water quality ‫ە‬ ‫ۑ‬ 6-3
Measurement Instrument Checking of the thermometer and the pressure gauge ‫ۑ‬
Control/Protective Device Checking of movement ‫ە‬ ‫ۑ‬

Note) Intervals of the inspection and maintenance shown in this table represent standard figures under normal operational condition when a heavy fuel oil
is used. For each actual case, establish an appropriate interval of the maintenance and inspection based on actual conditions of the engine
operation and the experience of inspections carried out.

DC-32e A 14-08
 CHAPTER
Maintenance and Inspection
5
ITEM
Measurement and Adjustment : Maximum Explosion Pressure 3.1
DC-32e

5-3 Measurement and Adjustment

5-3.1 Maximum Explosion Pressure
and Exhaust Temperature
The maximum explosion pressure and the
exhaust temperature are important indexes of
combustion state and ageing of an engine.
Deterioration of engine performance is usually
represented by the following symptoms.
・Lowered maximum explosion pressure
・Increased exhaust temperature
Measure and record them once a day to know
the tendency of changes as one of the information
to be used to decide intervals of the maintenance.
A. Maximum Explosion Pressure
a. Adjustment of the Maximum Explosion
Pressure
The angle of the plunger of the fuel injection
pump at which fuel delivery begins decides the
maximum explosion pressure that also varies cor-
responding to the load. And it is to be set to the
optimum value at the shipment from the factory.
Since this value is one of the engine param-
eters to be checked in accordance with the
NOx technical code, don't change it to a value
outside the specified range.
( : 0-3 "Engines Conforming to the
NOx Technical Code")
The maximum explosion pressure may vary
depending on property of the fuel oil, the intake
air pressure, the intake air temperature, etc.,
however, any adjustment of the maximum explo-
sion pressure is not usually required.
b. Measurement of the Maximum Explosion
Pressure
Measure it when the warming-up is completed
and the load is stabilized.
The measured values may be fluctuated due
to fluctuation of the load.
In such case, try again the measurement.
( : The final document "Table of the Trial
Run Results")
Since the indicator valve becomes hot dur-
ing operation, touching it with a bare hand
may cause a burn.
Wear safety gloves during the work.
Indicator (A)
Safety Valve Exhaust Valve (E)
Lock Nut (D)
Indicator Joint (C)
"CLOSE"䚷
"OPEN"䚷
Spanner for
Indicator Indicator Valve
Valve (B)
Measurement of Maximum Explosion Pressure
<Measurement Procedure>
(1) Open the indicator valve (B) by means of the
spanner for the indicator valve before mount-
ing the indicator (A). Close the indicator
valve after lightly blowing a few times by rac-
ing of the engine. 5
(2) Mount the indicator on the indicator joint (C)
and firmly lock them by tightening the lock
nut (D).
(3) Close the exhaust valve (E) of the indicator.
(4) Open the indicator valve.
(5) Read the pressure indicated on the indicator
dial.
(6) Close the indicator valve.
(7) Open the exhaust valve (D) of the indicator
and detach the indicator after the indicated
pressure goes down to 0 (zero).
＊ Maximum value (at the full load) : 17.7 MPa
＊ Variation between the cylinders : 0.6 MPa
or less
The indicator valve and the exhaust valve of
the indicator valve shall be "fully opened" or
"fully closed". If it is used with "partially
opened" position, the screw may be stuck with
hot gas penetrated into the screw.

DC-32e A 14-06
CHAPTER
Maintenance and Inspection
5
ITEM
Measurement and Adjustment : Exhaust Gas Temperature
3.1 DC-32e

B. Exhaust Gas Temperature

Exhaust gas temperature measured at the
exhaust port of a cylinder may be different to a
certain extent from those measured at the
exhaust ports of other cylinders due to influence
of other cylinders, different distance from the inlet
of the turbocharger, etc. Though the exhaust tem-
perature can be adjusted by rack value of the fuel
injection pump, usually the adjustment will not be
required when the variation between the cylinders
is within the following value.

＊ Variation between the cylinders : 40oC or less

<<Adjustment of the Rack at the Fuel Injection Pump>>

Adjust the value on the rack scale at the fuel Fuel Injection Pump
injection pump to adjust the amount of fuel to be
injected in case that difference in the exhaust Rack Link
temperature of the cylinder from that of other Rack Lever
cylinders exceeds the figure shown above when
the plunger of the fuel injection pump or the noz- Lock Nut (B)
zle of the fuel injection valve is replaced. Rack Adjusting
Screw (A)
<Procedure for the Adjustment> Anticlockwise
Adjust the value on the rack scale by means



"Decrease"
of the adjusting screw (A) on the fuel injection
Clockwise
pump rack lever.

"Increase"
(1) Loosen the lock nut (B).
(2) Adjust the value on the rack scale by turning
the adjusting screw (A). Adjustment of Rack
・Clockwise → Increasing the rack value →
Increasing the exhaust temperature
・Anticlockwise → Decreasing the rack value →
Decreasing the exhaust temperature

(3) Make certain that the exhaust temperature is

within the specified value.
(4) Firmly tighten the lock nut.

＊ Variation in the rack values between the

cylinders : 1.5 mm

DC-32e Z 12-02

Maintenance and Inspection
Measurement and Adjustment : Pressure and Temperature
5-3.2 Pressure and Temperature
Pressure and temperature of the lubricating oil,
the fuel oil, the cooling water and some others are
regulated by means of the relief valve and the ther-
mostat valve respectively so that their values may
be appropriate during operation of the engine.
However, since operational conditions such as
ambient conditions, a fuel oil used and some oth-
ers that may be experienced during some actual
operations may be different from those experi-
enced during the test run, it is possible that one or
more values of such pressure or temperature go
beyond the appropriate range.
When it happens, readjust the setting of the
appropriate valve so that the engine may be operat-
ed with the appropriate pressure and temperature.
A. Pressure of the Intake Air
Since it varies according to a load imposed on
the engine, those data measured at various loads
<Procedure to Adjust the Bypass Valve>
with a new engine or an engine just after its main-
tenance are to be the reference values.
The more the compressor of the supercharger
becomes fouled, the more the intake air pressure
is lowered resulting in deterioration of the engine
performance (increase in the exhaust tempera-
ture, fuel consumption and some others).
Therefore, periodically wash the compressor to
prevent fouling of the compressor from worsening.
( : 5-4.4 "Washing of the Compressor of the
Turbocharger")
The turbocharger becomes hot during opera-
tion or immediately after a stoppage of the engine,
touching it with a bare hand may cause a burn.
Wear safety gloves during handling of them.
Even washing of the compressor can not
completely remove the fouling. It means that
deterioration of engine performance can not be
avoided in terms of operational economy.
However, if the washing is neglected, fouling
will be accelerated resulting in deterioration of
engine performance and finally necessitating
disassembling and washing of the turbocharg-
er in less operating hours than usual.
B. Intake Air Temperature
Since inappropriate intake air temperature, either
too high or too low, affects an engine durability,
make as much efforts as possible to adjust the tem-
perature so that it may fall in the appropriate range.
Too low temperature of the intake air forms
CHAPTER
5
ITEM
3.2
DC-32e
dew causing unusual wear of the cylinder liners
and the intake valves. Too high temperature of
the intake air increases the exhaust temperature
resulting in damage to the parts near the combus-
tion chambers such as the exhaust valves. (The
exhaust temperature varies in proportion to varia-
tion of the intake air temperature and in propor-
tion to twice as much as variation of the intake air
temperature of the turbocharger.)
＊ Appropriate range of the temperature :
45-55oC (at the rated output)
In case that the intake air temperature drops
out of the appropriate range due to low ambient
temperature for example, or the intake air tem-
perature is not automatically regulated due to a
certain reason, adjust the cooling water bypass
valve of the intercooler to keep the intake air
temperature within the appropriate range in
accordance with the following procedure.
(1) Loosen the lock nut (B) of the adjusting
screw (A) of the cooling water bypass valve,
and turn the adjusting screw (A).
・ Clockwise → Increasing the temperature
・ Anticlockwise → Lowering the temperature
(2) Watch for the change in the intake air tem-
perature and adjust the screw so that the
temperature falls in the appropriate range. 5
Hold the adjusting screw (A) in the proper
adjustable range.
Adjustable range : =21~45 mm
(3) Tighten the lock nut.
Adjusting Screw (A)
Anticlockwise
"Lowering the Lock Nut (B)
Temperature"
Clockwise 㩷㩷㩷
"Increasing the
Temperature"
= 21~45 mm
Cooling Water Bypass Valve
The Proper Adjustable Range of Adjusting Screw (A)
When the adjusting screw (A) is turned
anticlockwise beyond the proper adjustable
range, the cooling water exceeding the allow-
able amount would flow into the intercooler
resulting in damage to the intercooler.
DC-32e A 14-08
CHAPTER
Maintenance and Inspection
5
ITEM
3.2 Measurement and Adjustment : Pressure and Temperature
DC-32e

<Procedure to Adjust Lubricating Oil Pressure>

Adjustment of lubricating oil pressure at the
In case that the intake air temperature can lubricating oil pressure relief valve shall be effect-
not be brought within the appropriate range ed by means of the pressure adjusting screw.
after adjusting the screw in such a manner that
(1) Detach the cap nut (C).
it is turned anticlockwise until the bypass valve
(2) Loosen the lock nut (B).
bottoms the seat and then returned by three
(3) Adjust the pressure by turning the adjusting
turns clockwise, the intercooler is possibly
screw (A).
fouled. Disassemble the intercooler and effect ・Clockwise (direction of tightening) →
maintenance on it. Increasing the pressure
( : 12-3 Intercooler section of the ・Anticlockwise (direction of loosening) →
"Maintenance Manual") Lowering the pressure
(4) Watch for change in the pressure and make
certain that the pressure falls in the blue range.
(5) Tighten the lock nut (B).
<Heating of the Intake Air for Light Load (6) Attach the cap nut (C).
Operation>
When a load detected by the intake air pres-
sure switch is light, the cooling water bypass
valve bypasses the cooler side cooling water to
be introduced into the intercooler to heat the
intake air by the jacket side cooling water.
The cooling water bypass valve operates in
such a manner that an actuated solenoid valve
lets oil pressure be generated in the case of the
bypass valve and the oil pressure works on the
piston and the valve to let cooling water be
bypassed.
The intake air temperature at this time is
around 60-70oC though it varies with the ambi-
ent condition. Lock Nut (B)
Adjusting Screw (A)
C. Lubricating Oil Pressure
Anticlockwise Clockwise

"Lowering the "Increasing the pressure"
＊ Appropriate range (within the range indicated pressure"
Cap Nut (C)
on the pressure gauge dial in blue)
0.5~0.6 MPa Adjustment of Lubricating Oil Pressure
The lubricating oil temperature varies depending
on viscosity and temperature of the lubricating oil.
Though the pressure possibly exceeds the blue
range on the dial when temperature of the lubri- When the pressure does not change even
cating oil is so low as to increase viscosity of the after turning the adjusting screw, one or more
oil in a cold start of the engine, it does not cause problems such as stick of the pressure relief
a problem provided that it falls in the range when valve, undesired suction of air or failure of the
the engine is warmed up. pump possibly happen. Investigate the cause
of the phenomenon.
In case that the pressure is out of the range in the
steady operating mode of the engine, adjust the
pressure in accordance with the following procedure.

DC-32e Z 12-02
 CHAPTER
Maintenance and Inspection
5
ITEM
Measurement and Adjustment : Pressure and Temperature 3.2
DC-32e

D. Temperature of Lubricating Oil Valve (A) Rod (C) Guide (B)

Cap Nut (D)

＊ Appropriate range : 55-65℃ (at the outlet of
the cooler)

Temperature of the lubricating oil is regulated

so that it may fall in the appropriate range by the
thermostat valve equipped at the outlet of the
lubricating oil cooler.
Plug (E) Lock Nut (H)
a. Lubricating Oil Thermostat Valve
The thermostat valve is an automatic bypass Bolt (G)
valve that regulates the flow rate of the lubricat- (M12x40)
ing oil passing through the cooler according to
the temperature of the oil. It functions in such a
25
manner that the lubricating oil is completely
bypassed in the cold start to increase tempera-
ture of the lubricating oil in a short time while Max 14.5 mm
temperature of the oil is kept in the intended Adjusting Screw (F)
range during the steady operation of the engine.
In case that temperature of the lubricating oil Max 17.5 mm
can not be adjusted to be in the appropriate
range due to the condition that temperature of
the cooling water (cold side) is different from the
designed one or some others, adjustment is
possible by means of the adjusting screw (F) of
the thermostat valve. However, in case that
adjustment is impossible because of deviation of
temperature exceeding the adjustable magni- Procedure to Adjust Temperature of Lubricating Oil
tude (5oC), consult with DAIHATSU.
Also hold the adjusting screw (F) in the speci-
(in an emergency) 5
fied adjustable range.
<Procedure of Tentative Measure>
(1) Detach the cap nut (D).
Adjustable range : = 3 ~ 15 mm (2) Screw the hexagon nut (G) (M12 x 40) in the
plug (E), holding it at the height of 25 mm
Adjusting Screw (F) and firmly fix it by means of the lock nut (H).
Cap Nut (D) (3) Turn the adjusting screw (F) in (or out) with a
spanner fitted on the head of the hexagon
head bolt.
(4) Operate the engine, watching for change in
the oil temperature and adjust it with the
engine operated so that the temperature may
fall in the operable range as shown below.
= 3 ~ 14.5 mm
Guide (B)
・ Clockwise (direction of tightening) →
Lowering the oil temperature
・ Anticlockwise (direction of loosening) →
When the adjusting screw is turned clock- Increasing the oil temperature
wise (screwed in) beyond the specified
adjustable range, too much pressure would be
loaded on the pellet resulting in damage to the ＊ Adjustable range : 30-65℃
pellet.

b. Manual Adjustment - Tentative Measure
In case that the temperature adjustment is
impossible due to broken pellet or some others,
operation of the engine is possible by a tentative
measure of which procedure is described below.
Since the oil temperature varies depending on
the load, set it at lower temperature than expect-
ed so that it may not exceed the upper limit even
when the engine is operated with a heavy load.

DC-32e Z 12-02
CHAPTER
Maintenance and Inspection
5
ITEM
Measurement and Adjustment : Pressure and Temperature
3.2 DC-32e

E. Pressure of Cooling Water

Block Bush
＊ Appropriate range : 0.15-0.4 MPa
Pellet
Stopper Bolt
Pressure of the jacket cooling water consider-
ably varies according to such external conditions
as head of the cooling water evaporation tank
and piping resistance.
Guide
Since too low cooling water pressure causes
pitting of the engine frame and the cylinder liners
P
due to cavitation erosion, adjust the pressure by
the orifice at the outlet of the engine water jacket Shaft
to obtain the appropriate pressure during opera-
tion. Cushion Spring

F. Temperature of Cooling Water Main Spring

Stopper
＊ Appropriate range : 70-80℃ (at the outlet of
the engine)
Rod

Valve
a. Adjustment of the Temperature
Temperature of the jacket cooling water is
adjusted to the appropriate one by means of the
bypass valve equipped in parallel with the fresh
water cooler.
Or it is adjusted to the appropriate tempera-
ture by the cooling water thermostat valve (right
figure : optional part) installed on the engine.

b. Warming-up of The Engine

Since too low temperature of the cooling water
may cause poor combustion and corrosion or
wear of the parts around the combustion cham-
ber, operate the engine with a load after the
temperature of cooling water is raised by warm- View "P"
ing-up.

( : 4-4.2 "Warming-up")

Cooling Water Thermostat Valve (Optional)

DC-32e Z 12-02

Maintenance and Inspection
Measurement and Adjustment : Pressure and Temperature
G. Pressure of the Fuel Oil
a. Specifications for Use of Heavy Fuel Oil
When a heavy fuel oil is used, its pressure
shall be regulated to be within the range as indi-
cated below to prevent vapor lock due to heating
of the fuel oil from happening.
＊ Appropriate range : 0.5-1.0 MPa
<Procedure to Regulate Pressure of Fuel Oil>
Adjustment of pressure of the fuel oil is effected
by means of the pressure adjusting screw of the
fuel oil relief valve.
(1) Detach the cap nut (A) of the relief valve and
loosen the lock nut (B).
(2) Turn the adjusting screw (C) to adjust the
pressure.
・Clockwise (direction of tightening) →
Increasing the pressure
・Anticlockwise (direction of loosening) →
Lowering the pressure
(3) Watch for change in the pressure and make
certain that the pressure falls in the appropri-
ate range.
(4) Tighten the lock nut (B) and attach the cap
nut (A).
When a diesel fuel oil is used for an engine for
which a heavy fuel oil is specified, the pressure
is lowered because the feeding system for the
heavy fuel oil is not pressurized, but adjustment
is not required provided that the pressure is
equal to the following value or higher.
＊ Appropriate range : 0.2 MPa or more
b. In case that a diesel fuel oil is specified
When a diesel fuel oil is specified as the serv-
ice fuel oil, the fuel relief valve is the same as
that for a heavy fuel oil, and the procedure for
adjustment is also the same as for the heavy
fuel oil.
＊ Appropriate range : 0.25-0.4 MPa
CHAPTER
5
ITEM
DC-32e 3.2
Adjust Bolt (C)
Clockwise
"Increasing the pressure"
Anticlockwise
"Lowering the pressure" Cap Nut (A)
Lock Nut (B)
Adjustment of Fuel Oil Pressure
5
H. Fuel Oil Temperature … When a heavy fuel
oil is used
A heavy fuel oil shall be fed to the engine after
heated so that its viscosity may be appropriate for
injection.
＊ Appropriate range (at the inlet of the engine) :
Dynamic viscosity 11~14 mm2/s
The appropriate temperature of the heated fuel
oil corresponding to the appropriate viscosity may
vary depending on property of the heavy oil. So,
heat the fuel oil referring to the figure indicated
below to keep the appropriate viscosity.
( : Figure 6-1.2 "Fuel Oil/Temperature Curve")
When a Viscontroller (an automatic viscosity
control device) is equipped for the engine, cor-
rectly control the fuel oil temperature according to
its operation manual.
(For the details, refer to other sections indicat-
ed below.)
( : 4-4.4 "Operation with a Heavy fuel oil")
( : 6.1 "Control of Fuel Oil")
DC-32e A 12-09
CHAPTER
Maintenance and Inspection
5
ITEM Inspection and maintenance : Checking of the Exhaust and
4.1 DC-32e Intake Valve System and the Valve Clearance

5-4. Inspection and Maintenance

5-4.1 Inspection of the Intake and
Adjusting Screw (A) T Valve Yoke
Exhaust Valve System and Intake/Exhaust
Adjustment of the Valve Valve
Rocker Arm
Clearance Adjusting
"C"

A. Consumable/Replacement Parts, Tools and Screw (B)

Measurement Instruments
a. Consumable/Replacement Parts
( : "Parts list")
"B"
1) Seal (Cylinder Head Cover) No. 3
b. Tools and Measurement Instruments
1) General Tools
( : "Tool List" in the final document)
Valve Rotator "A"
Spring
B. Inspection of the Intake and Exhaust Valve
System Procedure to Adjust Valve Clearance
The intake and the exhaust valves are the parts
that are exposed to the most severe condition.
Periodically check them to make certain that they
are properly functioning.
< Procedure to Adjust Valve Clearance>
a. Make certain that they do not make any abnor-
mal noise during operation. (1) Bring the appropriate cylinder to the combus-
tion stroke to close both of the intake and the
b. When the engine is stopped, detach the cylin-
exhaust valves.
der head cover and inspect the following things.
(2) Loosen the lock nuts of the adjusting screws
1) Condition of lubrication for the rocker arms (A) and (B), and turn back the adjusting
and push rods. screws (A) and (B).
2) Condition of lubrication for the cotters and the (3) Push the T valve yoke so that the clearance
valve rotators, and also of deposited sludge "A" may be zero (0) and then tighten the
3) Deposited sludge around the valve springs adjusting screw (B) with a dial gauge con-
4) Rotation of the valve rotators tacted with the T valve yoke until the pointer
5) Valve clearance of the dial gauge begins to move. Make cer-
tain that both of the clearance "A" and "B" is
C. Adjustment of The Valve Clearance
zero at the same time.
Since the valve clearance is decreased due to (4) Tighten the lock nut with a spanner fitted onto
wear of the valve seat, periodically check it and the square head of the adjusting screw (B)
adjust when necessary. with care not to let the adjusting screw turn.
Too small clearance cause incomplete seating (5) Insert a filler gauge with the same thickness
of the valve due to thermal expansion of the valve as the specified valve clearance in the clear-
stem and the push rod resulting in damage of the ance "C" at the top of the T valve yoke and
valve face due to overheating. adjust the clearance by means of the
This engine is an engine with four valves per adjusting screw (A).
cylinder in which a T valve yoke pushes a pair of
＊ Specified clearance : 0.6 mm (for both of
valves for intake or for exhaust at the same time.
the intake and exhaust valves)
Uneven valve clearance of the pair of valves
causes imbalance in the pushing force between
the valves of the pair due to this structure result-
ing in unusual wear of or damage to the valves
and the guide of the T valve yoke.

DC-32e Z 12-02
 CHAPTER
Maintenance and Inspection
5
Inspection and Maintenance : ITEM
Inspection and Maintenance of the Fuel Injection Valve DC-32e 4.2

5-4.2 Inspection and Maintenance of

The Fuel Injection Valve
Since the condition of the fuel injection valves High Pressure Block
has critical to engine performance, periodically Bolt (E)
inspect them and carry out maintenance when
necessary.
However, in case that any obvious change in the Fuel Oil Injection
exhaust temperature or the color of exhaust that Pump
represents a symptom of deterioration of engine
performance is detected, effect inspection and
maintenance regardless of those in accordance
with the standard periodical maintenance schedule. Tightening Nut (D)

Since the parameter settings related to the Inlet Connector (C)

fuel injection valve are to be checked in accor- Bolt (F)
dance with the NOx technical code, do not
effect a change that make a setting fall in a
range out of the specified value.
Fuel Oil Injection
( : 0-3 "Engines Conforming to the NOx Valve (A)
Technical Code")

A. Expendable/Replacement Parts, Tools and

Measurement Instruments Gasket (G)
a. Consumable Replacement Parts Fuel Oil Injection Pump
( : "Parts List")
Hanger Bolt

Fixing Bolt
5
1) Gasket No.507
2) O-Ring No.503 Spacer
3) O-Ring No.504
4) O-Ring No.505 Base
5) O-Ring No.506
b. Tools and Measurement Instruments
1) General Tools and Measurement Instruments
( : The final document)
2) Puller for the Fuel Oil Injection Valve
3) Testing Equipment for Fuel Injection Testing
4) Tool for Nozzle Cleaning

B. Pulling Out of the Fuel Injection Valve

Pulling-out of the Fuel Injection Valve
Pulling-out of the fuel injection valve shall be
('&%$#"!
carried out according to the following procedure.

<Work Procedure>
(1) Detach the cylinder head cover and the heat
box cover.
(2) Loosen the bolts (E) and (F), and then
detach the fuel oil high pressure block (B).
(3) Detach the inlet connector (C)
(4) Detach the tightening nut (D) by means of a
box spanner.
(5) Pull out the fuel oil injection valve (A) by
means of the puller.
(6) Detach the gasket (G).
(1) Be attentive not to leave the gasket (G) in
the cylinder head.
(2) Install a blind lid on each of the joint ports of
the fuel oil injection pumps and on the hole
in which each of the fuel oil injection pumps
is installed so as to keep foreign matters out
after detaching the fuel high pressure block
and the fuel oil injection valve.

DC-32e Z 12-02
CHAPTER
Maintenance and Inspection
5
ITEM
Inspection and Maintenance :
4.2 DC-32e Inspection and Maintenance of The Fuel Oil Injection Valve

C. Injection Test
Fuel Oil
Check by an injection test whether or not the Injection Test Pump (B) Injection Valve (A)
valve opening pressure and spraying are proper. Pressure Gauge (E)
Effect the injection test by means of an injec- High Pressure Hose (C)
tion testing device is to be provided for.
Lever (D)
a. Checking of the Valve Opening Pressure
(1) Remove carbon deposit on the nozzle tip of "Pushing down"

the fuel oil injection valve and clean the noz-

zle, and then attach the valve on the test
bench for the injection test.
(2) Connect the test pump (B) and the fuel oil
injection valve (A) by means of the high pres-
sure test hose (C).
(3) Quickly move the lever (D) of the test pump
to bleed air until the pointer of the pressure
gauge (E) begins to move and air is ejected. Checking of the Valve Opening Pressure
(4) Slowly move the lever (about once a second)
and read the pressure at which injection
Cap Nut (H)
starts (pressure at an instant when the pres-
sure that has been gradually increased sud- Screw Driver
denly starts dropping).

Turn in Turn out

＊ Normal value : 41-43.1 MPa Increasing Lowering

b. Adjustment of the Valve Opening Pressure Adjusting Screw (J)

Adjust the valve opening pressure according
Lock Nut ( I )
to the following procedure when the injection
valve is reinstalled after maintenance of the
valve pulled out or when the nozzle is replaced.

Since the parameter settings related to the

fuel injection valve are to be checked in accor-
dance with the NOx technical code, do not
effect a change that make a setting fall in a
range out of the specified value. Adjustment of Injection Valve
Opening Pressure
( : 0-3 "Engines Conforming to the NOx
Technical Code")

<Procedure for Adjustment of the Valve

Opening Pressure> ＊ Pressure setting : 43.1 MPa
(1) Detach the cap nut (H). However, for a new nozzle, set the pressure
(2) Loosen the lock nut ( I ) of the adjusting a little higher than the above value in consid-
screw (J) eration of the initial adaptability.
(3) Turn the adjusting screw to adjust the pres- ＊ Pressure setting : 45 MPa
sure to the specified one while letting the fuel
injection valve inject in the same manner as
for the injection test.
・Turn the screw in → Increasing the pressure
・Turn the screw out → Lowering the pressure
(4) Tighten the lock nut ( I )

DC-32e A 14-06
 CHAPTER
Maintenance and Inspection
5
Inspection and Maintenance : ITEM
Inspection and Maintenance of the Fuel Injection Valve DC-32e 4.2

C. Check of the Injection Characteristics

Check the injection characteristics according to Needle Valve
the following procedure.
(1) Quickly move (two or three times per sec- Fuel
ond) the lever of the test pump several times
to check characteristics of the injection as White
Nozzle
follows (it is recommended to receive inject- Paper
ed oil by a sheet of white paper).
・Is interruption of the injection sharp?
… sound of injection Normal Injection
・Is the injection uniform and fine with no
cylindrical form nor drip?
(2) Is there any post-injection drip from the tip of
the nozzle after the test?

(A)㩷 Clogging of (B)㩷 Faulty (C)㩷 Drips of Fuel Oil

the Nozzle Movement of the
Do not allow the face or the hand to come Needle Valve
near the jet of the injected fuel oil. Improper Injection
If hit by the jet, that person will suffer from a
injury.

Retaining Nut (M) Hammer

D. Disassembling and Inspection of the Nozzle
In case that the injection test reveals that
remarkably lowered injection valve opening pres-
sure, poor characteristics of injection or post-
injection drips have happened, disassemble,
Nozzle (L) Pushing-out Tool
5
clean and inspect the nozzle according to the fol-
Nozzle
lowing procedure. Holder
a. Disassembling of the Nozzle Body

(1) Detach the cap nut (H).

(2) Loosen the adjusting screw (J).
(3) Hold the nozzle holder (K) between the jaws
of a vice and loosen the retaining nut (M). Vice
(4) Pull out the needle valve of the nozzle (L). Pushing-out
of the Needle Valve
(5) Use the in-between tool (a metal pipe) to
hammer the nozzle out from the retaining nut
so that the area near the injection hole may
Nozzle Cleaning Tool
not be damaged.
b. Inspection of the Nozzle
(1) Wash the nozzle and the needle valve with
light oil.
(2) Clean the nozzle hole with a special tool for
nozzle cleaning.
(3) Insert and pull out the needle valve by hand
to check its movement.
・Is the movement smooth?
・Is the movement not too free?

Procedure for Nozzle Cleaning

DC-32e A 14-06
CHAPTER
Maintenance and Inspection
5
ITEM Inspection and Maintenance :
4.2 DC-32e Inspection and Maintenance of the Fuel Oil Injection Valve

(6) Attach the fuel oil injection valve on the test

If the retaining nut is turned with the adjust- bench and adjust the valve opening pres-
ing screw being tightened, the nozzle and/or sure.
the parts of the fuel oil injection valve may be
damaged. ( : 5-4.2 (2) "Injection Test")
When a heavy fuel oil is used, the retaining
nut and the nozzle may be stuck.
If the nut is forced to loosen, the nozzle also
turns. Since this may give damage to the
dowel pin or the surrounding parts, apply light
oil and carefully loosen the nut while hammer-
ing the nozzle through a tool.

Since a nozzle and a needle valve are

selectively combined, do not replace either of
the pair by a part for the other pair.
Do not reuse a corrected bad nozzle by lap-
ping but replace by a new one.
Cap Nut (H)
E. Assembling of the Fuel Oil Injection Pump
Assembling shall be carried out in the reverse Lock Nut
sequence of that of disassembling.
(1) Wash disassembled components with clean
Adjusting Screw (J)
light oil and insert them in the nozzle holder
body (K) as they were assembled.
Nozzle Holder Body (K)
(2) Attach the dowel pin (Q) aligning with the
holes of the mating parts and assemble them.
(3) Coat the screw of the nozzle holder body, the
seat of the retaining nut (M) and the outside
surface of the nozzle body with a lubricant
Spring (N)
(Molykote 1000 spray) (MOLYKOTE U
Paste) and screw the retaining nut on the
Push Rod (R)
nozzle body by hand.
(4) Loosen the adjusting screw (J)
(5) Tighten the retaining nut with the specified
torque. Dowel Pin (Q)

Retaining Nut (M) Coating this area with a

＊ Specified torque : 373-403 N・m lubricant
(Molykote 1000 spray)
Nozzle(L) (MOLYKOTE U Paste)

If the retaining nut is tightened with too

much torque, the needle valve of the nozzle
may be stuck. Tighten it with care.
Assembling of the Fuel Oil Injection Valve

DC-32e A 14-06
 CHAPTER
Maintenance and Inspection
5
Inspection and Maintenance : ITEM
Inspection and Maintenance of The Fuel Oil Injection Valve DC-32e 4.2

F. Assembling of the Fuel Oil Injection Valve

(1) Make certain that the tightening of the nozzle
holder guide is correct by checking the tight- High Pressure Block (B)
ening torque (shall be 294 N・m).
( : 3-1.7 "Nozzle Holder Guide" of the Bolt (E)
High Pressure Joint

Maintenance Manual) High Pressure Flange

(2) Apply the heat resistant coating on the o-
ring, and install it on the nozzle holder body Fuel Oil Injection Pump
(K).
(3) Apply the heat resistant coating on the gas-
ket (G), and install it on the nozzle holder
body.
(4) Insert the fuel oil injection valve in the nozzle Tightening Nut (D)
holder guide hole after making certain that no Inlet Connector (C)
old gasket is left there.
(5) Attach the tightening nuts (D) and uniformly Bolt (F)
tighten them with the specified torque.
O-Ring

＊ Specified torque : 88.3 N・m Fuel Oil Injection

Valve (A)

(6) Insert the inlet connector (C) in the cylinder

head.
(7) Install the fuel high pressure flange on the
Gasket (G)
fuel oil injection pump with an o-ring fitted
between them.
(8) Fit an o-ring between the fuel high pressure
Fuel Oil Injection Pump

Installation of the Fuel Oil Injection Valve

5
block (B) and the fuel high pressure flange
and insert the fuel high pressure joint in the
fuel high pressure flange.
(9) Install the fuel high pressure block (B) and an
o-ring for the cylinder head side, apply a
lubricant (spraying MOLYKOTE 1000) to the
seat surfaces and the screws of the fuel high
pressure block tightening bolts (E) and (F),
and tighten the bolts with the specified
torque.

＊ Specified torque
: Pump side . . . . . . . . . . . . . . . . 196 N.m
: Cylinder Head side. . . . . . 147 N.m

DC-32e A 14-06
CHAPTER
Maintenance and Inspection
5
ITEM
4.3 Inspection and Maintenance : Cleaning of the Filters
DC-32e

5-4.3 Cleaning of the Filters

The fuel oil filter and the lubrication oil filter are
important parts that remove sludge and other for-
eign matters in the oil to keep the oil clean so that
each of the engine parts may properly work.
Therefore, it is important to periodically open and
clean the filters in order to keep their filtering ability.

A. Fuel Oil Filters

A dual type gauze-wire filter is equipped in the
fuel oil piping.
And a cylindrical sponge filter is fitted for flush-
ing in order to remove foreign matters and sludge
in the external fuel piping and also during the
period of the initial operation of the engine.
And a filter to filtrate fine particles (a Y-shape
filter) is equipped in the fuel pump inlet piping.
(I) Gauze-wire Type Filter
A dual gauze-wire type filter has two sets of
filters. They are alternately used and one that is
not currently used can be opened and cleaned
even during operation of the engine.

For the dual gauze-wire type filter, a filter to

which the cock handle is directed is the filter
currently used. Filter
currently
Since the direction of the cock handle of a used
dual notched wire type filter is opposite to that
of a dual type gauze-wire type filter, especially 60

be attentive not to mistake the filter currently
60
used when the engine is operated.
If the filter currently used should be acciden-
tally opened, oil can gush out and scatter Cock Handle (a)
resulting in a serious accident.

a. Consumable/Replacement Parts
( : "Parts List")
1) Gaskets 3-2.5 No.23, 24 Air Bleed Plug (b)
2) O-Rings 3-2.5 No.19, 20, 21
Filter Body (h)

Drain Plug (c)

Gauze-wire Filter

DC-32e Z 12-02
 CHAPTER
Maintenance and Inspection
5
ITEM
Inspection and Maintenance : Cleaning of the Filters 4.3
DC-32e

b. Opening and Cleaning

(1) Shift the cock lever to the opposite side.
In case that a switchover of the element is
Push down the cock handle to reduce friction
effected with the filter body emptied, it takes
and shift it to the side of a filter to be used
time to fill it with oil resulting in low oil pressure
until it hits the stopper.
that may activate the safety device.
(2) Loosen the air bleed plug (b) to bleed air
relieve the remaining pressure.
(3) Loosen the drain plug (c) to discharge drain (5) Attach the cover (e) on the filter body and
in the filter body (h). tighten the filter cover fixing nut (d).
(4) Loosen the filter cover fixing nut (d) and
detach it.
(5) Detach the cover (e).
Assuredly tighten the filter cover fixing nut.
(6) Take out the element (g).
Too weak tightening may cause oil leakage
(7) Wash the element and the filter body (h) with
while too much tightening may cause break of
washing oil or light oil.
the cover and the bolt.

(6) Turn the cock handle (a) to introduce oil to

1) Inspect sludge deposited to the element. the element to which oil passage is opened.
Especially for a filter for lubricating oil, inves- (7) Let oil overflow through the air bleed plug (b)
tigate the cause and take a measure when until bubbles in the oil disappear.
metal powder is found. (8) Make certain that no oil leakage is happening
2) Replace the element when the element is from the gaskets at parts such as the cover,
damaged or fouling is so bad that clogging the cock and the plug.
can not been removed.
3) Since gaskets and o-rings are liable to be Filter Cover
damaged, handle them with care.
Especially for them installed in the filter,
Fixing Nut (d)
5
Filter Cover (e)
since they are liable to deteriorate due to hot
temperature, replace them whenever the fil-
ter is opened if possible. Filter Cover O-Ring (j)

c. Assembling and Reinstallation

Filter Element (g)
(1) Tighten the drain plug (c).
(2) Attach the gasket (i) on the cover (e).
(3) Fit the element (g) in the filter body (h).
(4) Fill the filter with new oil to the upper face of
the element.

Cock Handle (a)

Air Vent
Plug (b)

Filter Body (h)

Filter Drain
Plug (c)

DC-32e Z 12-02
CHAPTER
Maintenance and Inspection
5
ITEM
4.3 Inspection and Maintenance : Cleaning of the Filters
DC-32e

(II) Fuel Oil Flushing Filters

Since these filters are used exclusively for
Filter
flushing to be effected at the early time of engine Cover (e)
operation, detach them without fail before start-
ing the service operation of the engine. Element (g)

Since the filters will be clogged quickly mak- Element

ing the operation impossible especially for Flushing
engine operation with a heavy fuel oil, strictly Filter (k)
avoid an operation of the engine with the flush-
ing filters.
Spring (l)
<Detachment of The Flushing Filters>
Detachment of the flushing filters shall be
Supporting
effected for both sides and only when the engine plate (m)
is stopped.

a. Opening of The Filter Nut (n)

Detach the filter cover (e) and take out the fil-
ter elements (g). Filter Body (h)
b. Detachment of the Flushing Filter
Detachment of the Flushing Filter
(1) Detach the nut (n) on the underside of the fil-
ter element (g) and the supporting plate (m).
3) Install the plug with care so that the strainer
(2) Detach the spring (l) inside the filter element.
may not be damaged.
(3) Take out the flushing filter (k).
(4) Wash the inside of the filter body (h) and the ○ In case that the assembly is replaced, install
elements with washing oil or light oil. the filter with the plug positioned downward so
c. Reassembling of the Filter that sludge may accumulate inside the strainer.
(1) Assemble the filter element (g) and related
components as they were. (Install the sup-
Inlet Outlet
porting plate with the flushing filter and the
spring detached.)
(2) Insert the filter element (g) in the filter body
(h) and complete the reassembling of the fil-
ter by attaching the filter cover (e).

(III) Fuel Injection Pump Inlet Filter (Y-shape

Filter) Strainer
Plug

a. Disassembling and Washing

1) Detach the plug.
Y-shape Filter
2) Take out the strainer from the plug.
3) Wash the strainer with washing oil or light oil. B. Lubricating Oil Filter
The lubrication oil filter is an automatic reverse
b. Reassembling flow filter with a sludge collector and does not
1) Detach the plug. require daily opening and cleaning. But, the sludge
2) Insert the strainer in the plug. collector requires daily opening and cleaning.
( : "Handling Manual of the Filters" separate-
ly provided)

DC-32e Z 12-02
 CHAPTER
Maintenance and Inspection
5
ITEM
Inspection and Maintenance :
Cleaning of the Compressor of the Turbocharger DC-32e 4.4

5-4.4 Cleaning of the Compressor of

the Turbocharger
If the fouled degree of the turbocharger com-
pressor progresses, the efficiency of the tur-
bocharger decreases and the operating perform-
ance of engine is worsened. Follow the instruc-
tions on each turbocharger manual, is performed
compressor cleaning on a regular basis, please
inhibiting the progression of the fouled.
The turbocharger is at a high-temperature
during operation and just after the engine is
stopped. If you touch it with bare hands during
cleaning, you may burn your hands. Wear
safety gloves without fail.

（ ：Separately provided "Turbocharger

Instruction Manual"）

Be minded never to use gas oil or any other

flammable liquid for cleaning, since these liq-
uids will be the cause of fire.

Syringe Fit Plug

Socket
Feed hose

Turbocharger

Plug pin

Cleaning Turbocharger Compressor

Schematic Diagram

DC-32e B 15-10
CHAPTER
Maintenance and Inspection
5
ITEM Inspection and Maintenance :
4.5 DC-32e Cleaning of the turbine of the Turbocharger

5-4.5 Cleaning of The Turbine of The

Turbocharger

As dirt collects on the turbine side of the tur-

bocharger as on the compressor side, the tur- Cleaning Nozzle (A)
bocharger efficiency lowers, and the engine per-
formance deteriorates.
Particularly, when heavy fuel oil is used, follow
the instructions on each turbocharger manual, is Drain Cock (F)

performed turbine cleaning on a regular basis,

please inhibiting the progression of the fouled.
（ ：Separately provided "Turbocharger
Rubber Hose (E) Pressure Gauge (C)
Instruction Manual"）
2

Rubber Hose (D)

The turbocharger is at a high-temperature Valve (B) Pressure Gauge Unit
during operation and just after the engine is
stopped. If you touch it with bare hands during Cleaning (by fresh water) of the Turbine of the Turbocharger
cleaning, you may burn your hands. Wear (TPL65)
safety gloves without fail.

Drain Pipe

Valve

Lock Nut
Drain
Valve㧔P㧕
Drain Valve 㧔P㧕 View " P "

T/C Cleaning Pipe

Rubber Hose (E) Pressure Gauge (C) Rubber Hose (D)

2 Ball Valve (F)

Valve (B) Pressure Gauge Unit Cleaning Nozzle (A)

Cleaning (by fresh water) of the Turbine of the Turbocharger (TPL69)

DC-32e A 15-09
 CHAPTER
Maintenance and Inspection
5
Inspection and Maintenance : ITEM
Cleaning of the Turbine of the Turbocharger DC-32e 4.5

Valve

Lock Nut

Cleaning Nozzle (A) T/C Cleaning Pipe

&
Drain Valve㸦P㸧

Rubber Hose (E) Pressure Gauge (C) Rubber Hose (D)

Drain 3

Drain Valve㸦P㸧

Valve (B) Pressure Gauge Unit Cleaning Nozzle (A)

Cleaning (by fresh water) of the Turbine of the Turbocharger (TPS61)

5

Cleaner Tank
Valve (A)
Cleaner Tank
Valve (A)

Valve (B)

Valve (C) Valve (B)

Cleaning of the Turbine of the Turbocharger Cleaning of the Turbine of the Turbocharger
(Solid cleaner  TPL) (Solid cleaner  MET)

DC-32e A 15-09
CHAPTER
Maintenance and Inspection
5
ITEM Inspection and Maintenance :
4.6 DC-32e Cleaning of the turbine of the Turbocharger

5-4.6 Measurement of the Crankshaft

Deflection
Deflection of the crankshaft exceeding the allow-
able limit gives so much stress on the crankshaft
that it may be broken in the extreme case.
Adjust it within the specified allowance when the

90
engine is installed, periodically measure it and rec-
tify errors if the allowance is exceeded.
NO.2 ~ NO.6,8 Cylinder
A. Consumable/Replacement Parts, Tools and
Measurement Instruments
a. Expendable/Replacement Parts
( "Parts List")
(1) O-ring (for Engine Frame Side Cover) No.11
b. Tools and Measurement Instruments
(1) General Tools

55
( : The final document "Tools List")
(2) Deflection Gauge Deflection gauge
(3) Mirror NO.1 Cylinder

B. Conditions for Measurement of the Place where the dial gauge is to be attached.
Deflection
a. Since the deflection varies depending on tem- Top Dead Center (TDC)
perature, effect the measurement in cold state
without fail.
b. Make certain before the measurement that the
contact tip and the pointer of the dial gauge  1


1
return to the original position or zero respectively
when an action of pushing and releasing of the
contact tip is repeated a few times.
c. Since the deflection varies according to loading
condition of the freight in case of a marine engine, $ % & ' #
record the conditions such as the freight, the
draught and the temperature at the same time. Deflection Measuring Point

C. Measurement of Deflection
<Procedure of Measurement> (viewed from the flywheel side)
(1) Open the indicator valve and effect the turning. 1
 1

(2) Hold the crankshaft at such a position that the
crankpin is positioned at 30°ABDC (position “B”). # $
(3) Attach the deflection gauge at the place as
shown on the figure on the right. ' %
(4).Align the dial of the gauge with +20 with the
crankpin positioned at “B” (in order to clari-
fy which direction is plus or minus).
(5) Slowly turn the engine in the direction of the for- & (Top Dead Center (TDC))
ward engine revolution and read the values indi-
cated on the dial gauge at the positions of the Reading of the Dial Gauge
crankpin “B”, “C”, “D”, “E” and “A”.

DC-32e A 14-06
 CHAPTER
Maintenance and Inspection
5
Inspection and Maintenance : ITEM
Measurement of Crankshaft Deflection DC-32e 4.6

D. Calculation of Deflection (d) <Just for Information>

Calculate the deflection based on the measured - Deflection in the Hot State -
values according to the formulas shown below. Values of deflection measured in the hot state
A＋B is usually different from those measured in the
・Vertical (V) direction : dV = D－ 2 cold state.
・Horizontal (H) direction : dH = C－E
This is reasoned by the fact that temperature
・Meaning of ± : (+) indicates that the deflec-
increase of the engine bed is more than that of
tion is larger when the crank pin is at the
the bearing housing of a generator that is directly
upper side than that when the crank pin is at
driven by the engine, and this raises the crank-
the lower side, (－ ) indicates the situation
shaft more in relation to the driven shaft causing
opposite to the above in terms of the position
change in deflection to (deflection is nar-
of the crank pin. Each of A, B, C, D, E repre-
rower with the crank pin positioned at the upper
sents each measured value at the each corre-
side than at the lower side). This makes differ-
sponding position on the figure on the left.
ence in deflection between the hot state and the
E. Limit of Deflection that Can be Rectified cold state.
a. The limit is shown in the following table where Since this difference in deflection between the
the larger value of the dV and dH shall be con- cold and the hot states is thus caused by differ-
sidered when comparing a calculated value of ence in dimension of the bearing and in the tem-
deflection with a limit shown in the table. perature between the engine and the generator,
its adjustment is not possible and this characteris-
(unit mm) tic of deflection is considered as the one unique
Adjustable Amount Maximum Rectifiable to the electric generator unit.
of Deflection Deflection Direction
We try to adjust the deflection so that the
0.05 or less 0.142 deflection may be as near to the positive (+) limit
In case
(like /wider with the crank pin positioned at
of direct
drive 1
10000
x Stroke x

2.8
10000
x Stroke x
the upper side) as possible in the cold state in 5
order to minimize the absolute value of deflection
In case 0.20
in the hot state.
0.15 or less
that a Deflection measured in the hot state varies with
flexible
coupling 3
x Stroke x

4
x Stroke x

temperature, and the value usually changes
is used 10000 10000 measurement to measurement. However, to our
experience, they almost fall within a range of 3-
Note : Revised value of measuring point
=1.27
4/10000 x stroke and the direction of deflection is
b. Though tendency of deflection depends on the (narrower with the crank pin positioned at
type of coupling that connects the crankshaft the upper side than at the lower side).
with the driven shaft (direct drive or flexible cou- Beware of the fact that temperature of the
pling), the general tendency is that the deflection engine sometimes quickly increases after its stop-
is the largest at the crank throw nearest to the page and measurements are different from the
flywheel. Adjust the deflection by means of proper value due to influence of thermal expan-
adjusting shims or chock liners for the driven sion caused by temperature difference between
shaft so that the deflection may fall in the allow- the measurement instrument and the crankshaft.
able range shown in the above table.

Deflection of a crankshaft is defined as that

measured in the cold state.
Since measurements in the hot state may
fluctuate very much depending on the condition
of measurement, use measurements in the
cold state as the value to be referenced.

DC-32e Z 12-02
CHAPTER
6 Control of Fuel Oil, Lubricating Oil, and Cooling Water
ITEM
1.1 GENERAL Selecting Fuel Oil

6-1 Fuel Oil Characteristics and Control

How well the fuel oil characteristics is controlled will greatly affect the smooth operation of
engine, maintenance intervals, as well as the working life of various parts.
When supplying the fuel oil, it is required not only to confirm the characteristics referring to
the characteristics analysis table, but also to conduct the control of the oil in accordance with
each characteristics.
Particularly when using heavy fuel oil, conduct the preprocessing of fuel oil, the control of vis-
cosity (temperature), and the control of lubricating oil without fail, so that troubles arising from
fuel oil can be prevented.

6-1.1 Selecting Fuel Oil

The standard characteristics of the fuel oil appli-
cable to this engine is as shown in a separate
table.
( : Table 6-1.1 "Standard Fuel Oil
Characteristics")
Commercially available fuel oils are consider-
ably different in the characteristics, and even the
same type of the fuel oil may show a greatly dif-
ferent characteristics depending on the location
and period of supply.
Check the characteristics analysis values of the
fuel oils, and avoid using the fuel oil that exceeds
limit value.
1) The engine specification varies depending
on the types of the fuel oil to be used. Be
minded to confirm the type of the fuel oil
referring to the specification of engine, and
do not use the oil of which grade is lower
than that shown in the specification.
In case that the fuel oil of lower grade is
used, troubles may be incurred on the
operation of engine, due to the faulty com-
bustion, troubles on the fuel oil system
equipment, premature wearing of the parts,
6-1.2 Fuel Oil Characteristics and
and so on.
Control
( : Fig.6-1.1 [Combustibility of Fuel Oil;CCAI])
2) Before mixing different kinds of fuel oil,
check the affinity by using a small amount
of sample. If mixed oil has low affinity, a
large amount of sludge will form, which
may be harmful to the operation..
Engine Inlet])
Therefore, be minded to check the charac-
teristics analysis values of the fuel oils after
each delivery, and try to avoid using the fuel
oil of which characteristics is excessively dif-
ferent from those shown in the standard char-
acteristics table.
Bottoms oils resulting from operation by
FCC method (catalytic cracking method) are
often mixed in fuel oils recently.
The mixed oils, such as this, contain rigid
alumina silica (catalyst particles), and will
cause abnormal wear of the various parts of
engine, particularly the parts of the fuel injec-
tion system.
Remove the solid particles by fully utilizing
the existing fuel oil pretreatment equipment,
and by intensifying the cleaning of fuel oil.
In case that the removal of the solid parti-
cles cannot sufficiently be made with the exist-
ing fuel oil pretreatment equipment, the rein-
forcement of the cleaning equipment will be
required, and when such reinforcement is not
possible, it may be required to change the cur-
rent fuel oil to the oil of a better quality.
In order to prevent engine components from
abnormal wear due to fuel oil property, fuel oil
characteristic criteria at engine inlet should be ref-
fered to table 6-1.2.
( : Table.6-1.2 [Fuel Oil Control Criteria at

GENERAL Z 12-10

Control of Fuel Oil, Lubricating Oil, and Cooling Water
Fuel Oil Characteristics and Control
(1) Heavy Fuel Oil (H.F.O.)
Since heavy fuel oil contains more carbon
residue and impurities, and is higher in its viscosity
as compared to diesel fuel oil, heavy fuel oil can-
not be used as the fuel oil for diesel engine, when
it is in the state of bunker fuel oil.
Therefore, it will be a prerequisite to use heavy
fuel oil that the oil must properly be preprocessed
before being supplied to engine (including the
removal of impurities by cleaning, and the assur-
ance of proper viscosity by heating).
a) Cleaning Fuel Oil
Water, and solid contents such as vanadium,
sodium, alumina, and silica, contained in heavy
fuel oil accelerate the corrosion and wear of the
various parts of fuel injection system and fuel
combustion chamber system, substantially affect-
ing and reducing the working life of these parts.
For the purpose of removing such impurities, the
fuel oil preprocessing equipment, such as the cen-
trifugal separator and precision filters, are installed.
Since these equipment will not exhibit the efficien-
cies unless each equipment is properly handled, be
minded to operate each equipment in accordance
with the corresponding instruction manual.
( : Instruction Manual" for each equipment")
Since waste fuel or sludge will be the caus-
es of environmental contamination or pollu-
tion, be sure to entrust the treatment of these
to the authorized waste disposal company, not
directly handling or disposing these matters
on your own.
b) Heating Fuel Oil
Since the viscosity of heavy fuel oil is very high,
it is required to heat the oil, so that a proper vis-
cosity for fuel injection can be obtained.
Since the heating temperature varies depend-
ing on the viscosity of fuel oil, heat the oil and
obtain the proper viscosity, by referring to the fuel
oil viscosity temperature curve on a separate
page as a standard.
In case that a viscosity controller (automatic
viscosity regulator) is installed on the engine,
CHAPTER
6
ITEM
GENERAL 1.2
control the fuel oil viscosity to its proper value
according to the attached instruction manual.
( : Fig. 6-1.2 "Fuel Oil Viscosity/Temperature
Curve")
* Proper viscosity for fuel oil (engine inlet)
Kinematic viscosity: 11~14 mm2/s
If the temperature control of fuel oil is
improper, and the fuel oil with high viscosity
has been supplied to engine, it will not only
incur faulty combustion, but also will result in
the accidents such as the clogged or dam-
aged fuel oil filter, and the breakage of fuel
injection system parts.
(2) Diesel Fuel Oil (M.D.O.)
a) Water tends to extract and separate out of
diesel fuel oil, and further diesel fuel oil tends
to generate a large amount of sludge when
mixed with the oil of different base oil.
Daily conduct the draining-off of the precipita-
tion tank and setting tank, so that water or
sludge does not flow into the engine.
To remove water or sludge, the centrifugal
separator is an effective device.
b) Diesel fuel oil, that has been cut back by using
the gas oil refined by FCC method, may incur
faulty start or ignition, and this tendency is
particularly obvious in case of low sulfur
diesel oil for land vehicles, due to its low 6
cetane number, if the environmental condi-
tions, such as ambient temperature or water
temperature, are unfavorable.
In such a case, special measures will be
become necessary to improve starting capability
and combustibility of engine, and in such occa-
sions, contact our company for consultation.
(3) Gas Oil
Although gas oil does not contain few impurities,
it may cause problems on ignition when the gas oil
is refined by FCC method, just like the case with
diesel fuel oil, and therefore be minded to pay par-
ticular attentions to the cetane number of gas oil.
Further, since gas oil is low in its viscosity and
is inferior in its lubricity, it may cause abnormal
wear on the sliding parts of fuel oil injection sys-
tem, and therefore be minded to conduct the
inspection of the fuel injection pump and fuel
injection valve in the earlier stage than usual.
GENERAL Z 12-10
CHAPTER
6 Control of Fuel Oil, Lubricating Oil, and Cooling Water
ITEM
1.2 GENERAL Fuel Oil Characteristics and Control

(4) Kerosene Oil is required to carry out a special arrangement on

As a countermeasures to prevent air pollution, the engine, and therefore contact our company
there may a case in which kerosene oil may be for consultation before using the oil.
used.
Since kerosene oil is further lower in its cetane
number and is lower in its viscosity than gas oil, it

Table 6-1.1 Standard Properties of Fuel Oils

Heavy Fuel Oil

Type of Fuel Oil Diesel Fuel Oil
IF380 IF700

Classification [ ISO-F ] DMA DMZ DMB RMG380 RMG700

o
40 C 2.0 ~ 6.0 3.0 ~ 6.0 2.0 ~ 11.0
Kinematic Viscosity mm2/s o
50 C 380 700
o
Density (15 C) kg / m3 max 890 890 900 991
o
Flash Point C min 60 60 60 60
o
Pour Point, Summer C max 0 0 6 30
o
Pour Point, Winter C max -6 -6 0 30
Carbon Residue of % max 0.3 0.3
10% residual m/m
Carbon Residue % max 0.3 18
m/m
Ash % max 0.01 0.01 0.01 0.1
m/m
Moisture % max 0.5
v/v 0.3
Sulfur % max 1.5 1.5 2.0 Statutory requirements
m/m
Vanadium mg/kg max 350
Aluminum + Silicon mg/kg max 60
Cetane Number min 40 40 35

(ISO8217:2010)

Table 6-1.2 Fuel Oil Control Criteria

at Engine Inlet Vanadium combines with sodium and so
forth and makes an alloy, which is highly cor-
Component Standards
rosive and advances high temperature corro-
Water 0.2 vol. % or less sion (vanadium attack).
Moreover, moisture advances corrosion on
20 mg/kg or less components in the fuel injection system.
Solid Content
(Aluminum content<5 mg/kg) When, in particular, seawater intrudes, such
particles
5 m or less corrosion accelerates because the above-
Size
mentioned high temperature corrosion also
Lubricity, corrected occurs. You must use the fuel oil cleaning
460 m or less
wear scar diameter
o (Diesel Fuel Oil) device and try to remove seawater and solid
(wsd 1.4 at 60 C)
substance as much as you can.

GENERAL A 15-07
 CHAPTER
Control of Fuel Oil, Lubricating Oil, and Cooling Water 6
ITEM
Fuel Oil Characteristics and Control GENERAL 1.2

Density kg/m3
CCAI : Combustibility
900 1040

Increasingly 890
difficult
to burn 880 1020

870

May be
860 1000
troublesome

850

840 980

830
Normal
820 960

810

800 940

790

780 920

770 6
760 900
860 880
750
0 100 200 300 400 500 600 700
VISCOSITY mm2/s at 50͠

Fig 6-1.1 [Combustibility of Fuel Oil : CCAI]

Combustibility of fuel oil

CCAI = D-81-141xloglog (Vk+0.85) We recommend fuel oil CCAI value below 850
CCAI : Combustibility for heavy fuel oil. Since heavy fuel oil exceed-
o
Vk : Viscosity mm2/s at 50 C ing CCAI value 850 might have engine start
o
D : Density kg/m3 at 15 C failure, start the engine on M.D.O. even
though it is H.F.O. starting and stopping speci-
fication. A high CCAI value fuel oil leads to
the possibility of engine damage by unstable
combustion at low load operation.

GENERAL Z 12-10
CHAPTER
6 Fuel Oil, Lubricating Oil, and Cooling Water
ITEM
1.2 GENERAL Fuel Oil Viscosity-Temperature Curve

o o
100 F 50 C
9000
7000
5000
4000 Rw#1
3000 11 10000
Kinematic Viscosity (mm2/s)

2000 10
1500
9 5000
1000
8 2
800
600 7
500 2000
400 1 1500
6
300
250 1000
5
200
150 4 500

100
80
3
60
50 200
40
30
25 100
20

14 15
60
10 2
50
8
6 40
5
1
4
3

2 30
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150

Fig. 6-1.2 Fuel Oil Viscosity / Temperature Curve

Example) ԘWe find the temperature, under which heavy fuel oil of 380 mm2/s can be heated,
so as to obtain the proper viscosity of 14 mm2/s at the engine inlet.
To find this temperature, tracing the curve No. 9 downward, and from the point that
intersects kinematic viscosity 14 mm2/s, goes down vertically to obtain 130oC.
ԙWe find the temperature, under which heavy fuel oil of 700 mm2/s can be heated,
so as to obtain the proper viscosity of 14 mm2/s at the engine inlet.
To find this temperature, tracing the curve No. 11 downward, and from the point that
intersects kinematic viscosity 14 mm2/s, goes down vertically to obtain 140oC.
Note: 1. The viscosity temperature characteristics of fuel oil may slightly differ depending on the original
place of production or its refining process, and therefore confirm the viscosity with a viscometer,
and determine the proper value when actually operating the engine.
2. Kinematic viscosity 1 mm2/s= 1 cSt

GENERAL Z 12-10
 CHAPTER
Control of Fuel Oil, Lubricating Oil, and Cooling Water 6
ITEM
Selection and Control of Lubricating Oil GENERAL 2.1,2.2

6-2 Lubricating Oil Characteristics and Control

Lubricating oil only plays an extremely important roles for engine, not only lubricating the
sliding parts but also cooling the various parts, ensuring air tightness, acting as a detergent-dis-
persant, or acting as a neutralizing acids.
For the purpose of maintaining the engine in proper conditions and assuring the smooth oper-
ation, it is indispensable to select suitable lubricating oil brands taking into consideration the
use purpose of engine, the fuel oil to be used, the load to be connected, etc., and to conduct an
appropriate control of the lubricating oil.

6-2.1 Selecting of Lubricating Oil 6-2.2 Control of Lubricating Oil

(1) Engine system oil
As the system oil for engine, high-grade lubricat-
ing oil (CD of API service category, or higher) for
diesel engine shall be used.
Select the lubricating oil of the suitable grade,
according to the quality of the fuel oil to be used.
The recommended lubricating brands as shown in
a separate table.
(1) Cleaning of Lubricating Oil
Since fine dust or combustion residue from the
combustion chamber enter and mix in the lubricat-
ing oil, a centrifugal separator is installed to the
engine, to eliminate such foreign matters, in addi-
tion to the filters attached to engine. Use such
equipment in correct manner, referring to the
instruction manual of each manufacturer.

( : Table 6-2.1 "Recommended Lubricating

Oil Brands")
Be minded to use the lubricating oil of the
same brand, not mixing the lubricating oil with
the oil of any other brand.
If the lubricating oil is mixed with the oil of
different brand, the additives contained in the
both oils react for each other, and this may
result in the degradation of the lubricating oil.
(2) Lubricating Oils for Other Equipment
In case that separate lubricating system is
employed apart from the engine lubricating sys-
tem, as in the case of the governor, air motor, tur-
bocharger,generator,reduction gea, etc., be mind-
ed to refer to the instruction manual of each equip-
ment.
( : "Instruction Manual of each equipment")
Do not conduct cleaning by injecting water
into lubricating oil.
Mixing water into lubricating oil will cause
degradation of the lubricating oil, such as the
emulsification of oil, the decrease of total base
number, and the increase of insoluble sub-
6
stances.
(2) Control of Lubricating Oil Characteristics
Periodically conduct the sampling and analysis
of lubricating oil (every 500 hours), and in case
that the analyzed value of the lubricating oil char-
acteristics has reached the control standard value,
immediately consult the lubrication oil manufactur-
er, so that the replacement or makeup can be car-
ried out.
( : Table 6-2.2 "Lubricating Oil Control
Standards")

GENERAL Z 12-10
CHAPTER
6 Control of Fuel Oil, Lubricating Oil, and Cooling Water
ITEM
2.2 GENERAL Selection of Lubricating Oil

a) Sampling Procedure <Information to be Attached to Sample

i ) Collect samples from such as the air vent pipe Receptacle>>
of the filter during the operation of engine.
If the samples are collected from the drain ① Name of your company and your name
cock, the analyzed value of the characteristics ② Model number of engine
may show a different value due to the mixing
of sludge or solid deposits. ③ Engine number
ii) The minimum amount of sampling shall be ④ Data and location of sampling
500 cm 3.
⑤ The amount of time the engine is operated
iii) Attach on the sampling receptacle with the
label indicating the information as shown on ⑥ Lubricating oil brand
the right. ⑦ The total operation time and quantity of
lubricating oil
b) Lubricating Oil Control Standards
The lubricating oil control standards are as ⑧ Replenishment record (Data and quantity of
shown in the Table 6-2.2 below. replenishment)
Of all the lubricating oil control standards, the
total base number and n-pentane insoluble are
particularly important for the purpose of checking
the degradation degree of lubricating oil.
(1) Total Base Number (TBN)
* Total Basic Number
Table 6-2.2 Total base number represents the quantity
Lubricating OIl Control Standards (System oil) of potassium hydroxide (KOH) that corre-
sponds to the quantity of acid required to neu-
Diesel Heavy tralize the base component contained in 1 g of
Fuel oil used fuel oil fuel oil lubricating oil, and is indicated by the unit of
Total base mgKOH/g.
mgKOH/g 3 or more 10 or more
number 1) Total base number indicates the lubricating
Total base oil capabilities to prevent the corrosion due to
mgKOH/g 5 or more 15 or more sulfuric acid generated from sulfur contained
number 2)
in fuel oil, and other acids, and further it indi-
Kinematic mm2/S +30% or less / -20%
o o cates the capabilities of lubricating oil to clean
Viscosity (@ 40 C,100 C) or more of new oil and disperse the fouled sections in the
o engine.
Flash point C 180 or higher

Water (2) Insoluble (= n-pentane soluble)

vol. % 0.3 or less
content Insoluble is fouling substance that do not
n-pentane dissolve in oil, and the main component is
wt. % 2.5 or less 4) soot which is a product of combustion, and
insoluble 3)
calcium sulfate which is a neutralized product.
Notes: Since these substances do not dissolve even
1) The TBN (Total Base Number) represents the values measured
according to ASTM D4739, JIS K2501 (Hydrochloric acid method). in n-pentane which is a solvent, n-pentane
2) The TBN (Total Base Number) represents the values measured insoluble serves as an index to indicate the
according to ASTM D2896, JIS K2501 (Perchloric acid method).
3) Insoluble represents the values measured according to
degradation and fouling degree of lubricating oil.
ASTM D893B.
4) In case that the measure value rapidly increased or exceeded 1.5,
measure toluene insoluble according to the ASTM D893B,
and in case of [ n-pentane insoluble - toluene insoluble ] > 0.5,
replace the lubricating oil.

GENERAL A 15-10
 CHAPTER
Control of Fuel Oil, Lubricating Oil, and Cooling Water 6
ITEM
Recommended Lubricating Oil Brands GENERAL 2.2

Table 6-2.1.1 Recommended Lubricating Oil Brands(SAE30)

Kind of fuel oil DMA, DMZ, DMB RMA10, RMB30 RME180, RMG180 RMG380, RMG500
RMG700
(ISO) (ISO) (ISO) (ISO)
Marine gas oil Up to 200 Sec. Up to 1500 Sec. Up to 7000 Sec.
Name of company or
Marine diesel oil R.W. NO.1 R.W. NO.1 R.W. NO.1
BP ENERGOL BP ENERGOL BP ENERGOL
BP ENERGOL
IC-HFX203 IC-HFX303 IC-HFX403
DS3-153
IC-HFX403
BP CASTROL
CASTROL CASTROL CASTROL
MHP153 TLX PLUS203 TLX PLUS303 TLX PLUS403
TLX PLUS403

CHEVRON DELO 1000 Marine

TARO 20 DP 30 TARO 30 DP 30 TARO 40 XL 30
( CHEVRON, TEXACO, CALTEX ) Oil SAE30

MOBILGARD M330
EXXON MOBIL MOBILGARD 312 MOBILGARD M330 MOBILGARD M340
MOBILGARD M340

GULFSEA POWER GULFSEA POWER GULFSEA POWER GULFSEA POWER

GULF
MDO3015 3030 3030 3040

PETROBRAS MARBRAX CCD310 MARBRAX CCD320 MARBRAX CCD330 MARBRAX CCD330

ARGINA T30
SHELL GADINIA AL30 ARGINA T30 ARGINA X30
ARGINA X30

DISOLA M3020 AURELIA TI3030

TOTAL DISOLA M3015 AURELIA TI3040
AURELIA TI3030 AURELIA TI3040

Note:(1) This table shows lubricating oils classified as SAE30.

We recommend that multigrade oil (SAE10W-30 or 5W-30) be used in extremely cold locations
6
(minimum ambient temperature: 5oC or less).
(2) Be sure to consult with oil manufacturers before selecting the lubricating oil proper brand that best
suits the fuel oil and operating conditions.
(3) Regarding lubricating oil viscosity, refer to the engine specifications.

GENERAL Z 15-09
CHAPTER
6 Control of Fuel Oil, Lubricating Oil, and Cooling Water
ITEM
2.2 GENERAL Recommended Lubricating Oil Brands

Table 6-2.1.2 Recommended Lubricating Oil Brands(SAE40)

Kind of fuel oil DMA, DMZ, DMB RMA10, RMB30 RME180, RMG180 RMG380, RMG500
RMG700
(ISO) (ISO) (ISO) (ISO)
Marine gas oil Up to 200 Sec. Up to 1500 Sec. Up to 7000 Sec.
Name of company or
Marine diesel oil R.W. NO.1 R.W. NO.1 R.W. NO.1
BP ENERGOL BP ENERGOL BP ENERGOL
BP ENERGOL  IC-HFX204 IC-HFX304 IC-HFX404
DS3-154
IC-HFX404
BP CASTROL CASTROL
CASTROL CASTROL
MHP154 TLX PLUS204 TLX PLUS304 TLX PLUS404
TLX PLUS404

CHEVRON DELO 1000 Marine

TARO 20 DP 40 TARO 30 DP 40 TARO 40 XL 40
( CHEVRON, TEXACO, CALTEX ) Oil SAE40

MOBILGARD M430
EXXON MOBIL MOBILGARD 412 MOBILGARD M430 MOBILGARD M440
MOBILGARD M440

GULFSEA POWER GULFSEA POWER GULFSEA POWER GULFSEA POWER

GULF
MDO4015 4030 4030 4040

MARBRAX CCD430
PETROBRAS MARBRAX CCD415 MARBRAX CCD420 MARBRAX CCD440
MARBRAX CCD440

ARGINA T40
SHELL GADINIA AL40 ARGINA T40 ARGINA X40
ARGINA X40

DISOLA M4020 AURELIA TI4030

TOTAL DISOLA M4015 AURELIA TI4040
AURELIA TI4030 AURELIA TI4040

Note:(1) This table shows lubricating oils classified as SAE40.

GENERAL B 15-09
 CHAPTER
Control of Fuel Oil, Lubricating Oil, and Cooling Water 6
ITEM
Cooling Fresh Water (Raw Water) and Corrosion
Prevention Agent GENERAL 3.1,3.2

6-3 Cooling Water Characteristics and Control

Always use fresh water as cooling water in the cylinder jacket system and add corrosion pre-
vention agent to cooling water to maintain cooling effect and prevent corrosion due to scale
bonded on the piping surface.
Improper cooling water control can cause localized heating of the jacket line parts due to cor-
rosion or scale, resulting in excessive wear on or damage to the jacket line parts.

6-3.1 Cooling Fresh Water (Raw Water)
As cooling fresh water (raw water), be minded to
use the soft water that meets water quality stan-
dards shown in Table 6-3.1 below, or the water to
which softening processing has been adminis-
tered.
6-3.2 Corrosion Prevention Agent
(1). As corrosion prevention agent, we recom-
mend the agent which is nitrous acid type.
(2). Commercially available brands in Japan are
shown in Table 6-3.2.
When using them, carefully read the manufac-
turer's instruction manual, and properly use
the agent in accordance with the use standard
as well as the control standard.

Table 6-3.1 Fresh Water (Ran Water) Quality Standards

Effect (reference)
Item Standards
Corrosion Scale 6
o
PH (25 C) 6.5 to 8.5 (neutral)
Tortal hardness
100 mg/kg Max.
(CaCO3 PPM)
Chlorine ion
-1 100 mg/kg Max.
(Concentration:Cl )
M-alkalinity (PH4.8) 150 mg/kg Max.
Sulfate ion
100 mg/kg Max.
(Concentration:SO4-2)
Total iron (Fe) 0.3 mg/kg Max.

Silica (SiO2) 50 mg/kg Max.

Ammonium ion
0.05 mg/kg Max.
(Concentration:NH4)
Evaporation residue 400 mg/kg Max.

GENERAL Z 15-10
CHAPTER
6 Control of Fuel Oil, Lubricating Oil, and Cooling Water
ITEM
Cooling Fresh Water (Raw Water) and Corrosion
3.2,3.3 GENERAL Prevention Agent

Table 6-3.2 Brands of Commercially Available Corrosion Prevention Agents

Brand Name Manufacturer Constituent Amount to added (ppm)

DEWT-NC 3,000~4,500
Drew Chemical Corp. (USA) Nitrite
MAXIGARD 20,000~22,000
COOLTREAT 101
Hauseman Marine Chemical (USA) Nitrite 1,250~5,000
COOLTREAT 102
CWT DIESEL 102 VECOM B.V. Nitrite 1,250~5,000
Note: Adjust the amount appropriately in the specified range depending on circumstances.

6-3.3 Control of Cooling Water

(1). As cooling water, be minded to use fresh
water added with corrosion prevention agent,
from the stage of very first beginning, without
fail.
(2). Controlling Fresh Water with PH Value
Measure the PH value of cooling water once
every week, using a PH value, and in case that
the value has exceed the standard value speci-
fied by the manufacturer, discharge 10 to 20%
of the cooling water to add new water.

Corrosion prevention agent is poisonous (3).Replace the entire amount of cooling water
and toxic substance. Therefore, be minded once every year or 2 years.
never to drink the cooling water that is added
with corrosion prevention agent.
Further, regarding the handling of the cool-
ing water added with corrosion prevention
Be minded never to directly discharge the
agent, be sure to wear the protective gears
cooling water, which are added with corrosion
such as rubber gloves and masks, so that
agent, into sea or river, without adequate pro-
your hands or skin do not directly touch the
cessing.
cooling water.
When disposing the cooling water, be sure
If the corrosion prevention agent has acci-
to conduct the water examination, to ensure
dentally touched your skin or entered your
that the COD concentration of cooling water is
eyes or mouth, immediately wash them with
diluted to be within the specified value.
fresh water sufficiently.

GENERAL Z 15-10
 CHAPTER
Control of Fuel Oil, Lubricating Oil, and Cooling Water 6
ITEM
MEMO GENERAL

GENERAL Z 15-09
CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
Matters to be Attended when an Abnormality or a
1 DC-32e Failure Happens

7. Causes of Abnormalities and Failures and Their Countermeasures

There are various causes of an abnormality or a failure of an engine such as malfunction of an

auxiliary machine, a mistake in operation or maintenance and improper properties of the fuel oil
as well as a failure or improper adjustment of a part of the engine. However, since such an abnor-
mality or a failure happens due to a combination of the above mentioned factors in many cases, it
is impossible to describe all the causes of the abnormalities or failures and their countermea-
sures.
This chapter describes causes that are generally considered true of failures of which occur-
rence is relatively frequent in usual utilization of the engine and their countermeasures. When an
abnormality or a failure other than those described in this chapter happens or the cause can not
be found by inspection of the engine and investigation of the trouble, please contact the Service
Division of DAIHATSU to take the proper countermeasure.

7-1. Matters to be Attended when an Abnormality or a Failure Happens

A. When any abnormality or failure is found, do not leave it to chance but take a correct countermeasure.
Especially when the following abnormality or failure happens, stop the engine, inspect it and investigate
the problem. Never restart nor operate the engine until the cause is found, the countermeasure is taken
and finally the engine is restored. If the engine should be kept on running, the abnormality or the failure
may be worsened in a accelerative manner resulting in an accident or a hazard.

1. Activation of a protective device … "Alarm" "Emergency Stop"

Overspeed, Loss of the lubricating oil pressure, Overheating of the cooling water, etc.
2. Abnormal noise (especially for mechanical noise), Abnormal vibration
3. Overheating of the engine
4. Too quick increase or abnormal down in the exhaust temperature
5. A failure of a protective system for the engine control devices (governor, control devices), Loosening
or falling off of the linkage
6. Breakage of a piping and a joint bolt (especially in the fuel or lubricating oil system)

B. Properly effect the inspection, disassembling and/or maintenance in accordance with the appropriate
operation manual. Especially be attentive to the "Matters to be Attended in Relation to Safety" so that no
accidents may happen.

C. Use DAIHATSU's genuine parts or designated ones for replacement. When a part other than genuine or
designated one is used, DAIHATSU can not assure quality of the engine on the time when such a part
should be used and thereafter.
When a spare part reserved at the user is used for inspection and/or maintenance, place an order to
DAIHATSU to replenish it.

A user may sometime judge by mistake a phenomenon as an abnormality or a failure happen-

ing in the engine even when the engine is normally operated because of incorrect indication of
instruments such as tachometer, thermometer and pressure gauge.
These instruments shall be daily checked about their accuracy of indication, and replace it by
another good one as soon as possible when it is found inaccurate in order to obtain correct
measurements.

DC-32e Z 12-02
 CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
Difficulties in Starting DC-32e 2.1

7-2 Causes and Countermeasures of Abnormalities and Failures

7-2.1 Difficulties in Starting

[Phenomenon] [Causes] [Countermeasures]

Abnormality in the control system Effect maintenance/repair

Loss of power supply
Starting air Malfunction of the automatic control panel
does not flow. Failure of the control magnetic valve
Malfunction of the starting devices
Breakage of the push button Effect maintenance/replacement
Sticking of the main starting air valve Effect maintenance/repair
Faulty seat surface of the starting rotary valve Effect maintenance/repair
Turning device "engaged" "Disengage"
Rotation prevention device "engaged" "Disengage"
Flywheel
does not
Not enough pressure of the starting air Charge air
rotate at all. There is not Air leakage at the main air reservoir Effect maintenance/
sufficient valve or the safety valve replacement
Malfunction of the air charging device Repair
starting air.
(e.g. Compressor)
Failure of the pressure gauge Repair/Replace
Abnormality in the piping for starting air
"Closed" check valve in the piping Open the valve
Starting Clogging of the piping Clean
is difficult.
Too much drag in the moving parts (e.g. seizure) Effect maintenance/repair
Tuning is Cylinder Liner, Piston
dragging Crankshaft
Flywheel Too high viscosity of the lubricating oil Increase the cooling
rotates but water temperature
no ignition Change the oil to one
happens. with lower viscosity

Too low ambient temperature Increase the ambient temperature

7
Engine speed Too low cooling water temperature Increase the cooling
does not Improper quality of the fuel oil water temperature
increase to the Incorrect properties of the oil (difficulty in ignition) Use an oil with a higher grade
normal rpm.
Moisture mixed in the oil Separate and remove moisture
No ignition Air mixed in the oil Bleed air
happens at a Abnormality in the fuel injection valve
Faulty nozzle Effect maintenance/replacement
specific cylinder
Incorrect valve opening pressure Adjust
Abnormality in the fuel injection pump Effect maintenance/
Sticking of the rack replacement
䊶Sticking of the plunger
Faulty discharging valve/constant pressure valve
Insufficient compression pressure
Faulty sealing of the piston rings Effect maintenance/
(Sticking/Wear/Breakage) replacement
Faulty sealing of the intake/exhaust valves Effect maintenance/replacement
Incorrect valve clearance (intake/exhaust) Adjust

DC-32e Z 12-02
CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
2.2, 2.3 DC-32e Unstable Engine Revolution / Insufficient Engine Output

7-2.2 Unstable Engine Revolution

[Phenomenon] [Causes] [Countermeasures]

Abnormality in the fuel control system

Abnormality in the governor Effect maintenance/repair
Stiff movement or backlash of Effect maintenance/repair
the control linkage
Abnormality in the fuel feeding system
Insufficient fuel feeding pressure Effect maintenance/repair
(abnormality in the fuel oil relief valve or the pump)
Engine Clogging of the fuel oil filter Wash
revolution is
Improper viscosity of the fuel oil (heavy fuel oil) Adapt the heating temperature
unstable
Moisture mixed in the fuel oil Effect separation and removal
Air mixed in the fuel oil Bleed the air

Abnormality in the fuel injection valve

Faulty nozzle Effect maintenance/replacement
Improper valve opening pressure Adjust
Combustion is not
uniform among Abnormality in the fuel injection pump Effect maintenance/replacement
the cylinders
Sticking of the rack
Sticking of the plunger
Exhaust temperature Faulty discharging valve/constant pressure valve
and combustion
pressure are uneven. Improper timing of the fuel injection Adjust

Insufficient compression pressure

Faulty airtightness of the piston rings Effect maintenance/replacement
(Sticking/Wear/Breakage)
Faulty airtightness of the intake/exhaust valves Effect maintenance/replacement
Improper valve clearance (intake/exhaust) Adjust

7-2.3 Insufficient Engine Output

[Phenomenon] [Causes] [Countermeasures]
The rack
does not go Abnormality in the fuel control system
forward. Abnormality in the governor Effect maintenance/repair
Stiff movement or backlash of Effect maintenance/repair
the control linkage
The exhaust Overload (torque rich) Relieve the load
temperature
is too high. Too much drag at the moving parts (e.g. seizure) Effect maintenance/repair
Engine Cylinder Liner, Piston
output is The rack
insufficient goes forward Crankshaft
too much
The engine Insufficient fuel feeding pressure
output does not Abnormality in the fuel oil relief valve Effect maintenance/repair
correspond to The exhaust Abnormality in the fuel delivery pump Effect maintenance/repair
the full load. temperature
RPM tends to is too low. Clogging of the fuel oil filter Wash
drop. Moisture mixed in the fuel oil Effect separation and removal

Air mixed in the fuel oil Bleed the air

Combustion is not
uniform among the ( :7-2.2)
cylinders

DC-32e Z 12-02
 CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
Abnormalities in The Exhaust Temperature ITEM
/ The Maximum Explosion Pressure DC-32e 2.4

7-2.4 Abnormalities in The Exhaust Temperature

/ The Maximum Explosion Pressure

Te/Pmax The pump rack

Overload (torque rich) Relieve the load
are too high goes forward
too much. Too much drag at the moving parts (e.g. seizure) Effect maintenance/repair
Cylinder Liner, Piston
Abnormality Crankshaft
is detected Improper property of the fuel oil Use an oil with a higher grade
with all the Improper viscosity of the fuel oil (heavy fuel oil) Adapt the viscosity
cylinders.
Fouling of the turbocharger Wash
Te is too Clogging of the pre-filter
high / Pmax Intake Fouling of the compressor
is too low pressure Fouling of the turbine
is too low.
Clogging of the fins of the intercooler Clean
Clogging of the exhaust manifold (too much resistance) Clean
Negative pressure of the engine room Improve the ventilation

Malfunction of the intercooler

Intake
Abnormalities temperature Fouling and clogging of the fins Clean
Too high temperature of the cooling water Adjust
exists in Te is too high.
Insufficient flow of the cooling water Adjust
and Pmax.
Too high intake air temperature Improve the ventilation
The pump
Te/Pmax rack goes
Too much amount of the injected fuel
are too high forward
Incorrect adjustment of the injection pump rack Adjust
Sticking of the rack Effect maintenance/repair

Abnormality in the fuel injection valve

Faulty nozzle Effect maintenance/replacement
Improper valve opening pressure Adjust
Te is too
high / Pmax Abnormality in the fuel injection pump Effect maintenance/replacement

Abnormality
is too low Sticking of the rack
Sticking of the plunger
7
Faulty discharging valve/constant pressure valve
is detected
Insufficient compression pressure
with a
Faulty airtightness of the piston rings Effect maintenance/replacement
specific (Sticking/Wear/Breakage)
cylinder. Faulty airtightness of the intake/exhaust valves Effect maintenance/replacement
Improper valve clearance (intake/exhaust) Adjust

Abnormality in the fuel injection valve

Faulty nozzle Effect maintenance/replacement
Improper valve opening pressure Adjust
Te is too low /
Abnormality in the fuel injection pump Effect maintenance/replacement
Pmax is too low
Sticking of the rack
Sticking of the plunger
Note) Always make certain that there are
Faulty discharging valve/constant pressure valve
no malfunction of the thermometer nor
Leakage from the fuel injection system Repair
abnormality in the indicator valve.

DC-32e A 14-08
CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
2.5 DC-32e Undesirable Color of the Exhaust

7-2.5 Undesirable Color of the Exhaust

[Phenomenon] [Causes] [Countermeasures]

Engine is not warmed up Warm up the engine

Too low temperature of the cooling water Increase the water temperature
Too much oil loss via the piston ring
Wear or sticking of the piston Effect maintenance/repair
rings and/or the oil ring
Wear of the cylinder liner Effect maintenance/repair
Intake air
temperature Too low temperature of the engine room Adjust flow of the cooling
is too low. Too low temperature of the cooling water water to the intercooler
Abnormality in the fuel injection valve
Blue or white Faulty nozzle Effect maintenance/replacement
Improper valve opening pressure Adjust
Abnormality in the fuel injection pump Maintenance/Replacement
Sticking of the rack
Sticking of the plunger
Faulty discharging valve/constant pressure valve

Bad quality of the fuel oil

Incorrect properties (for ignition) of the oil Use an oil with a higher grade
Moisture mixed in the oil Separate and remove moisture
Color of
exhaust is Air mixed in the oil Bleed the air
undesirable. Insufficient compression pressure
Faulty airtightness of the piston rings Effect maintenance/
(Sticking/Wear/Breakage) replacement

Faulty airtightness of the intake/ Effect maintenance/

exhaust valves replacement
Improper valve clearance Adjust
(intake/exhaust)

Too long light load operation

Black or (fouling of the combustion Increase the load
chamber and the exhaust system)
dark gray
Fouling of the turbocharger
Clogging of the pre-filter Wash
Fouling of the compressor Wash
Fouling of the turbine Clean

Malfunction of the intercooler

Fouling and clogging of the fins Clean
Too high temperature of the cooling water Adjust
Insufficient flow of the cooling water Adjust

Too high temperature of the intake air Improve the ventilation

Negative pressure of the engine room
Overload (torque rich) Relieve the load

DC-32e A 14-08
 CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
Abnormal Noise and Vibration DC-32e 2.6

7-2.6 Abnormal Noise and Vibration

[Phenomenon] [Causes] [Countermeasure]

A knocking Abnormal combustion

noise is heard.
Over cooling of the engine Warm up the engine
Abnormality in the fuel oil injection pump Effect maintenance/repair
A faulty fuel oil injection valve Effect maintenance/replacement
Air/gas Improper properties of the fuel oil Use an oil with better quality
blows-off
from the A faulty cylinder safety valve Effect maintenance/repair
cylinder Sticking of the valve
safety valve Permanent set in fatigue of the spring

An improper load Adjust the load

An abnormal
Overload (torque rich)
noise is
heard Too rapid change of the load
The load imposed is too heavy or suddenly cut-off.

Surging of the Abnormality in the turbocharger

turbocharger Fouling of the compressor Wash
happens Fouling of the turbine Clean
Deformation or breakage of ; Replace the part
Diffuser, Turbine Nozzle,
Turbine Rotor
Clogging and/or fouling of the fins of the intercooler Clean

Clogging (too much resistance) of the outlet Clean

(the exhaust manifold)

Abnormality in the fuel oil injection pump Effect maintenance/replacement

A mechanical Sticking of the rack
noise is heard Sticking of the plunger
Faulty discharge valve and/or constant pressure valve

Loosening of the fixing bolt

Loosening of the moving part fastening bolt

Retighten the bolt

Retighten the bolt

7
An abnormal Abnormal wear (seizure) of the cylinder liner Effect maintenance/replacement
vibration is
perceived Too much valve (intake/exhaust) clearance Adjust the clearance

Increase in the backlash of the gear Effect maintenance/adjustment

DC-32e A 14-08
CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
2.7 DC-32e Sudden Stop of the Engine

7-2.7 Sudden Stop of Engine

[Phenomenon] [Causes] [Countermeasures]

Overspeed ( :7-2.9)

A protective Dropping of the lubricating oil pressure ( :7-2.10)

device is Overheating of the cooling water ( :7-2.13)
activated
Abnormality in the power supply for the control system Repair
Abnormality in the fuel cut device Repair

Seizure or breakage of the moving parts

Piston Repair
Crankshaft Repair
Turning is
Timing gear Repair
dragging or
impossible Camshaft Repair

Abnormality in the driven machines Repair

The Engine
Generator
suddenly
stops. Others

Abnormality in the fuel feeding system

Fuel oil in the tank is run out Replenish
Clogging of the fuel oil filter Wash
Abnormality in the fuel relief valve Repair
Abnormality in the fuel delivery pump Repair
Air mixed in the fuel oil Bleed air
Turning is Improper viscosity of the fuel oil Adapt the heating
(heavy fuel oil) temperature
normally
effected Abnormality in the fuel control system
Abnormality in the governor Effect maintenance/repair
Stiff movement or backlash of the control linkage Effect maintenance/repair

Abnormality in the fuel injection pump Effect maintenance/replacement

Sticking of the rack
Sticking of the plunger
Faulty discharging valve/constant pressure valve

Abnormality in the fuel injection valve

Faulty nozzle Effect maintenance/replacement
Improper valve opening pressure Adjust

Leakage at the high pressure fuel joint Effect maintenance/replacement

DC-32e Z 12-02
 CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM
Impossibility of Engine Stoppage / Overspeed DC-32e 2.8, 2.9

7-2.8 Impossibility of Engine Stoppage / 7-2.9 Overspeed

[Phenomenon] [Causes] [Countermeasures]

Abnormality in the fuel control system

Abnormality in the governor Effect maintenance/repair
Stoppage of
Stiff movement or backlash of the control linkage Effect maintenance/repair
the engine is
impossible. Fuel injection pump rack is stuck Effect maintenance/repair

Abnormality in the power supply for the control system Effect maintenance/replacement
Overspeed Abnormality of the automatic control panel
happens. Abnormality/disconnection of the contact point
Malfunction of the magnetic valve
The protective Abnormality in the speed sensor
device is activated
Abnormality in the fuel cut system
Abnormality in the fuel cut device Effect maintenance/repair
Abnormality in the speed sensor Effect maintenance/repair
Insufficient pressure of the controlling air Clean/Repair
Clogging of the piping/filter
Dropping of the pressure

DC-32e Z 12-02
CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
ITEM Too Low Lubricating Oil Pressure
2.10,2.11 DC-32e / Too High Lubricating Oil Temperature

7-2.10 Too Low Lubricating Oil Pressure

[Phenomenon] [Causes] [Countermeasures]

Insufficient quantity of the lubricating oil Replenish

in the oil pan

Improper viscosity of the lubricating oil Replace

Pressure does not
reach the specified Clogging of the lubricating oil filter Wash
(intake side of the pump)
one when the
Suction of air at the inlet side Effect maintenance/repair
engine has started. Breakage of the piping
Faulty airtightness of the joint
Leakage or breakage of the piping Effect maintenance/repair
(discharge side)
Abnormality in the lubricating oil pump Effect maintenance/repair
Lubricating Sticking of the safety valve/Breakage of the spring
oil pressure Wear of the pump gear
Wear of the bearings
is too low.
Abnormality in the relief valve Effect maintenance/repair
Fouling of the lubricating oil cooler Effect maintenance
Clogging of the lubricating oil filter Wash
(discharging side)

Lubricating Wear of the bearings Effect maintenance/repair

Pressure drops
during running oil ( : 7-2.11)
of the engine. temperature
is too high

7-2.11 Too High Lubricating Oil Pressure

[Phenomenon] [Causes] [Countermeasures]

Fouling of the lubricating oil cooler Clean

Abnormality in the lubricating oil Effect maintenance/repair

thermostat valve
Breakage of the pellet
Sticking of the valve

Insufficient flow of the cooling water

Abnormality in the cooling water pump Effect maintenance/repair
(Wear of the impeller)
Lubricating
Clogging of the cooling water filter Clean
oil and the piping
temperature
Improper adjustment of the water flow Adjust
is too high

Overload Adjust the load

Deterioration of airtightness of the cylinders Effect maintenance/repair
Wear or sticking of the piston rings
Wear of the cylinder liners

Seizure of the bearings Effect maintenance/repair

DC-32e Z 12-02
 CHAPTER
Causes of Abnormalities and Failures and their Countermeasures
7
Too Low Pressure (in the Jacket)/ ITEM
Too High or Low Temperature of the Cooling Water DC-32e 2.12,2.13

7-2.12Too Low Pressure (in the Jacket) of the Cooling Water

[Phenomenon] [Causes] [Countermeasures]

Too much
difference in water Insufficient flow of the cooling water
pressure exists Abnormality in the cooling water pump Effect maintenance/repair
between the inlet (e.g. wear of the impeller)
and the outlet
Clogging of the cooling water filter/piping Clean
Clogging of the intercooler Clean
Improper adjustment of the water flow Adjust
Pressure of Abnormality in the cooling water thermostat valve Effect maintenance/repair
the cooling Abnormality in the cooling water check valve Effect maintenance/repair
water is too
low Too little difference Air mixed in the cooling water system Bleed air
in water pressure
Too much flow of the cooling water
exists between the
inlet and the outlet Improper adjustment of the water flow Adjust
Abnormality in the cooling water thermostat valve Effect maintenance/repair

7-2.13Too High or Low Temperature of the Cooling Water (in the Jacket)
[Phenomenon] [Causes] [Countermeasures]

Air mixed in the cooling water system Bleed air

Too high temperature of the cooling water Adjust
for the cooler system
Insufficient flow of the cooling water
Temperature at Abnormality in the cooling water pump Effect maintenance/
the outlet of the (e.g. wear of the impeller) repair
Temperatur cylinder
e of the Clogging of the cooling water filter/piping Clean
manifold is too
cooling Improper adjustment of the water flow Adjust
high
water is too
Temperature of
the cooling water
high
Abnormality in the cooling water
thermostat valve
Overload
Effect maintenance/
repair
Adjust the load
7
is too high or low
Overheating of the cylinders
Clogging of the cooling water passage Clean
Temperature Seizure of the piston and the cylinder liner Repair
at a specific
cylinder is too
high Exhaust
temperature :7-2.4
is too high
Temperatur
e of the Temperature
cooling in the jacket Abnormality in the cooling water Effect maintenance/
water is too does not rise thermostat valve replacement
low Too low temperature of the cooling water Adjust
for the cold water system
Too much flow of the water to the stand-by Adjust water flow
device during warming-up during warming-up
(Especially when the load is light)

DC-32e Z 12-02