OM SM Ruston RK270 540pages PDF

RUSTON
Operation &
Service Manual
RK 270
Crankcase B01
Contents
Page 2 Introduction
Page 3 Maintenance
Page 3 Assembly
M7B01001.DOC Page 1 of 3
Crankcase Ruston RK270
Introduction
The crankcase is machined from an SG iron casting and features an integral airchest with transverse diaphragms
stiffening the main structure.
The crankcase carries the cylinder liners which are water sealed at the top by a soft iron joint and at the bottom by
rubber 'O' rings, spaces in the casting provide water circulation around each cylinder liner.
The inspection covers on both sides of the crankcase, provide access to the main bearings, connecting rod, large
end bearings, camshaft, camshaft bearings and water spaces. Selected covers on the side of the engine carry the
explosion relief valves.
The crankcase is secured to the bedplate by studs, bolts and nuts.
TYPICAL RK270 CRANKCASE
M7B01001.DOC Page 2 of 3 Section B01

Crankcase Ruston RK270
Maintenance
Interval - G
1. Remove covers and clean air chest.
2. Examine the water spaces and remove any debris, sludge and scale.
Assembly
1. Apply jointing compound to the mating faces of the crankcase and bedplate.
2. Re-fit the crankcase to the bedplate, ensuring that the free end machined faces are flush.
3. Assemble the crankcase to bedplate fasteners as shown below according to engine build.
4. Coat the pressure faces of the nuts, threads of bolts and studs with the compounds as shown below.
Anti-seizure compound 80-400-06816-401 must NOT be applied to the threads; use clean engine oil.
5. Torque/stretch all fasteners to the figures quoted below.
NOTE:- When a liner has been reassembled or renewed, subject the crankcase to a water pressure test at
4.83 bar, to ensure that there is no leakage past the lower sealing ring of the liner
80-400-06816-401
11/P400Z5468/3
0.28/0.30mm 0.30/0.33mm
0.18/0.23mm

Explosion relief valve B02
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Dismantling
Page 3 Assembly
Explosion relief valve Ruston RK270
Introduction
Explosion relief valves (Fig.1) are fitted to avoid a

dangerous pressure rise and resultant damage in the
event of an explosion in the engine crankcase.
Each valve comprises a spring loaded relief valve and

an oil wetted wire gauze flame trap mounted on a carrier
fitted to a crankcase door. The flame trap is an
assembly of multiple layers of steel wire gauze located
inside the crankcase and wetted by the oil splash and
mist. The trap will absorb much of the heat of an Fig. 1 Explosion relief valve fitted to a crankcase door.
explosion before passing flame.
The relief valve is normally closed (Fig.2) but opens

(Fig.3), at a very low pressure in the event of a
crankcase explosion. Escaping gasses are deflected
downwards through an escape aperture in the valve
cover and the valve closes immediately after pressure
relief to prevent the entry of air into the crankcase and
the possibility of a further explosion. Fig.2 Closed Fig.3 Open
Maintenance
E - Interval
1. Remove each complete unit by unscrewing the

centre-fastening knob to release the clamp bar
and manoeuvring the bar out through the
aperture.
2. Dismantle the assemblies and clean all parts. Fig.4 Renew the spindle ‘O’ ring.
3. Examine the gauze assembly and renew if

damaged.
4. Renew the spindle 'O' ring (Fig.4).
5. Check the 'O' ring (Fig.5) on the valve plate; Fit

a new seal if this seal is damaged.
6. Renew the valve spring if necessary. Fig.5 Check the valve plate ‘O’ ring.
Dismantling
1. Remove the spring pin then unscrew the clamp

bar nut and remove the clamp (Fig.6).
Fig. 6 Remove the clamp

Explosion relief valve Ruston RK270
2. Remove the circlip (Fig.7) and the wire gauze

flame trap.
3. Remove the circlip that locates the spindle to

the door (Fig.8).
4. Withdraw the valve spindle, complete with its

washer, knob and roll pin. Fig.7 Remove the wire gauze circlip
NOTE:- Do not attempt to separate the knob and roll

pin from the spindle.
5. As the spindle is withdrawn, the valve plate,

seals, seal retainer and lower spring cap will be
freed and the spring and upper spring cap can
be lifted out of the cover.
Fig.8 Remove the spindle circlip.
Assembly
1. Fit the spindle assembly, with its washer, to

the cover, then assemble the upper spring
cap, spring, lower spring cap, small seal,
large seal and seal retainer (Fig.9). Slide
on the valve plate then fit the complete
assembly to the carrier (or door), ensuring
that the gap faces downwards.
2. Fit the gauze, the washer and circlip.

Fig.9 Assemble the spindle assembly to the cover.
3. Locate the joint on its flange then fit the clamp

bar and its locknut (Fig.10).
4. Ensure that the clamp bar guide is in place and

that the fixing nut and bolt are tight.
5. Manoeuvre the unit into place and tighten the

spindle to draw up the clamp.
Fig.10 Locate the locknut to the spindle with a rollpin.

Cylinder liners B03
Contents
Page 2 Introduction
Page 2 Maintenance
Page 3 Removal
Page 3 Refitting
Page 5 Ridge removal
Page 5 Removal of glazing
Page 5 Special tools
Page 5 Data
Cylinder liners Ruston RK270
Introduction
Cutting ring
(Fig.1) The cast-iron cylinder liners are of the individual
wet type, flanged at the top. A cutting ring is fitted into
the top of the liner (Fig.1) to reduce carbon build-up on
the piston crown. Each liner is secured in position, in the
crankcase, by its cylinder head and a step on the top
face of the liner provides a location for the cylinder head Cylinder
liner
joint ring.
A soft iron joint ring is fitted between the underside of the

Fig.1 Cylinder liner and cutting ring
liner flange and crankcase. Two synthetic-rubber rings
(Fig.2) are fitted in grooves in the lower end of the liner
forming a water tight seal with the crankcase.
Note:- Rubber rings are fluoroelastomers and should

be treated in accordance with the Health and Safety
instruction (A02).
Maintenance Fig.2 Two synthetic-rubber rings are fitted
F - Interval
1. Examine the liner bore for signs of damage

such as scoring.
2. Check the diameter of the bore (Fig.3) at the

top limit of ring travel, taking two sets of
readings at 90 deg. from each other (in-line and
across the crankshaft centre line).
Fig.3 Check the diameter of the bore

3. If the bore at the top limit of ring travel exceeds
the maximum permissible figure given under
DATA, or the surface of the bore is damaged
the liner must be replaced. Cylinder liner
4. If the size and condition of the bore are

satisfactory, the ridge (Fig.4), which will have
formed at the upper limit of travel, must be
removed as detailed under RIDGE REMOVAL.
Ridge
Fig.4 Section through liner showing the ridge

G - Interval
1. Withdraw each cylinder liner as detailed under

REMOVAL, using the removal tool (Fig.5 & 6).
Remove and discard the sealing rings.
2. Check each bore for wear or damage and

remove the ridge above the upper limit of ring
travel.
Fig.5 Liner lifting/removal tool.

3. Remove the crankcase covers and wash any
sludge from the water spaces in the crankcase.
H - Interval
1. Remove and renew the liners and sealing rings

as necessary.
Removal
CAUTION:- It is essential that each liner is

Fig.6 Withdraw the liner.
Replaced in the bore from which it was
removed, see Instruction
‘Marking of Components’ A05
1. Cover the interior of the crankcase, below the

liner, to ensure that no dirt from the water
spaces falls into the sump. The covering should
be left in place until the replacement liner is in
position.
2. Withdraw a liner by using the removal tool,

(Fig.7 & Fig.8), tighten the nut at the top of the Fig.7 Attach the lifting gear to withdraw the liner.
assembly until the sealing rings are free of the
lower bore of the crankcase.
3. Attach the lifting gear and remove the liner from

the crankcase.
Refitting
1. Examine the mating faces of the crankcase and Fig.8 Ensure the removal tool is fitted correctly at the
the liner, removing any burrs or damage. base of the liner.
2. Smear the lower bore of the crankcase with soft

soap to assist the entry of the sealing rings.

3. Coat the top location diameter of the liner with

Wellseal jointing compound.
4. Fit new sealing rings (Fig.9) to the liner grooves

and a new joint ring under the liner flange.
Coat both surfaces of the joint ring (Fig.10)
using jointing compound.
Fig.9 Fit new sealing rings.

5. Assemble the lifting gear and lower the liner
into its appropriate bore ensuring that the
alignment mark is correctly positioned (Fig.11).
It is essential to keep the axis of the liner square with the

face of the crankcase as the sealing land enters the
lower bore of the crankcase. Any tendency towards
tilting should be corrected using soft faced mallet.
6. When the liner ceases to move under it's own

weight in the bore, use the insertion equipment Fig.10 Fit a new joint ring and coat surfaces.
to force the liner home (Fig.12).
Fig.11 Ensure the alignment marks meet.
Fig.12 Use the insertion equipment to insert the liner.

Ridge removal
If the pistons and/or piston rings are changed, the ridge

formed at the upper travel limit of the top piston ring
must be removed from the liner.
(Fig.13) The ridge should be machined out to give a

smooth taper between the worn and unworn parts of the
liner.
Removal of glazing Fig.13 Remove the ridge formed.
If liners are so smooth that they appear to be glazed, the

glazing must be removed before new pistons or piston
rings are fitted to provide correct bedding in of the rings.
Glazing can be removed by using a medium grade

carborundum stone or emery cloth, using a swirling
movement. Alternatively (Fig.14) a flex-hone may be
used in a low speed drilling machine.
Special tools
Fig.14 Use the insertion equipment to insert the liner.
Lifting/removal tool 86.361.02128.C13
Data
Liner bore -
new 269.999/270.050 mm.
max. permissible 270.177 mm

Auxiliary drive casing B04
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Dismantling
Page 3 Re-assembly
Page 4 Data
Auxiliary drive casing Ruston RK270
Introduction
The lubricating oil pump(s), jacket water pump(s) and

the raw water pump(s) are all driven from the free end of
the crankshaft through a spring drive and a train of gears
housed in the auxiliary drive casing. Provision is made
for the fitting of a fuel transfer pump drive. Positions of
the pumps may vary to suit different applications or
different direction of engine rotation (Fig.1).
A power take-off shaft may be incorporated in the

auxiliary drive casing to provide a drive for auxiliary
equipment as necessary. Fig.1 Engine arrangement of the pumps on the auxiliary
drive casing.
Maintenance
Interval - F
Remove water pump(s) and check the backlash between

oil pump(s) driving gear and its idler gear. If any
backlash exceeds the maximum permissible figure
quoted under DATA, dismantle the drive as instructed
during DISMANTLING and fit new gears.
Note:- If the pumps are removed at any time for a

purpose other than renewal of the gears, ensure that
each pump is kept together with its gear for refitting
to the original position.
Ensure that the oil-ways to the bushes are clear.
Interval - H
Disconnect the associated pipework and remove the

pumps and the drive casing as detailed under
DISMANTLING. Using micrometers, determine the
clearances between the shafts and their bushes. If any
figure exceeds the maximum permissible figure quoted
in DATA, the worn components should be renewed.
Renew all oil seals and ‘O’ rings
Dismantling
1. Drain the lubricating oil and water from the

engine, disconnect the pipework and remove
the oil and water pumps. If a fuel transfer pump
drive is fitted, this should be removed also, as
detailed in the separate instruction.
2. Disconnect the lubricating oil feed pipe from the

auxiliary drive casing.

3. Using a lifting eye and suitable tackle, take the

weight of the auxiliary drive casing. Ease the
housing off the studs and dowels (Fig.3), and (if
fitted) over the outer end of the power take-off
shaft.
4. Remove the auxiliary drive casing fixings and

draw off the complete assembly, taking care to
retain the two locating dowels, and (if fitted) to
avoid hard contact with the power take-off
shaft.
5. Unfasten the tab washers and remove the Fig.3 Ease the housing off the studs and dowels.
setscrews securing the idler gears. Remove the
thrust washers and draw the idler gears off their
shafts (Fig.4) (mark each gear and shaft to
place for correct assembly).
5. Unscrew the nuts and withdraw the idler gear

shafts from their studs.
Reassembly
If the gear backlash and all other fits and clearances are
Fig.4 Remove the thrust washers and draw the gears off
within the limits quoted in DATA, and all parts are free
their shafts.
from surface damage, reassembly can be completed in
the following sequence:
1. Lightly oil all moving parts and check that new

joints, seals and 'O' rings are available as
required.
2. Fit a new 'O' ring to each idler shaft then fit and
secure the shafts to the casing. Slide each gear
on its shaft, then secure by means of the thrust
washer, tab washer and setscrews.
3. Check that the vibration damper, spacer and (if

fitted) the power take-off shaft are correctly
Fig.5 Ensure the dowels are correctly positioned.
positioned and that the fixings are properly
tightened. Check that the spring drive is
correctly assembled and secured.
4. Ensure that the dowels (Fig.5) and main joints

are in position and fit the casing to engine.
5. Fit the pumps, piping, connections etc.
6. If a new casing has been fitted or dowel

location has been lost, align the casing as
follows:-

i) Fit all the auxiliary drive casing fixing nuts and

spring washers and nip up in position.
ii) Support the casing on a jack, fit a dial indicator

with a magnetic base onto the end face of the
crankshaft (Fig.6).
iii) Barring the engine round, clock around the

inner spigot for the power take-off support
bearing.
iv) Adjust the position of the auxiliary drive casing Fig.6 Fit a dial indicator onto the end face of the
until the spigot is within the acceptable crankshaft.
tolerance of 0.125mm.
Special tool required
Eyebolt 11-E953011/20
Data
Idler gear bore in casing 76.177/76.223mm

Idler gear bore 50.790/50.808mm
Bush outside diameter 50.818/50.836mm
Fit of bush in gear bore
(interference) 0.010/0.046mm
Idler gear shaft diameter 41.148/41.173mm
Bush bore 41.264/41.282mm
Clearance of shaft in bush 0.094/0.132mm

Max permissible 0.28mm
Idler gear backlash 0.152/0.584

Max. permissible 1.143mm

Spring drive B05
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Dismantling
Page 3 Re-assembly
Page 4 Data
m7b05001.doc Page 1 of 4
Spring drive Ruston RK270
Introduction
The spring drive is secured to the engine crankshaft

flange (Fig.1) to transmit the drive from the crankshaft to
the spur gears in the auxiliary drive casing. These gears
drive the jacket water pumps, lubricating oil pumps and
fuel oil transfer pump.
The spring drive consists of a main driving gear which

has eight protruding fingers that mate with eight slotted
segments on the drive body and is secured by a circlip.
Fig.1 Spring drive fitted to the engine.
Fitted between each pair of mated fingers and segments
is a dual spring arrangement, consisting of one spring
inside another with a retainer at each end. The spring
assemblies are held in position by spring pins, two
wrapper plates and two back plates.
Sandwiched between the drive body and the crankshaft

flange is an extension shaft, distance piece and a
vibration damper, the complete assembly being held
firmly together by ring dowels, special studs (long and
short), fitted bolts, washers and self-locking nuts.
Maintenance Fig.2 Dismantle and inspect the spring drive.
H - Interval
Remove, dismantle (Fig.2) and inspect the spring drive.
Dismantling
The auxiliary drive casing must be removed to gain

access to the spring drive. Before removing the auxiliary
drive casing, it is advisable to check and record the
amount of backlash between the main driving gear and
the idler gears that drive the pumps. This will give an
indication of the condition of the teeth on these gears. If
the backlash exceeds the figure quoted in DATA then
the gears must be renewed. Proceed to dismantle as
follows :-
1. Remove the fuel oil transfer pump from its drive

housing and check the backlash in the drive
gears before the auxiliary drive casing is
removed. If the backlash exceeds the figure
quoted in DATA then the gears must be
renewed before re-assembling.
2. Remove the pump drive casing as detailed in

AUXILIARY DRIVE CASING (B04).
m7b05001.doc Page 2 of 4 Section B05

3. Mark all spring drive components in place and

remove the circlip (Fig.3) and main driving
gear.
4. Remove the wrapper plates and backplates

(secured by screws and tab washers).
5. Remove spring pins and lift out springs and

spring retainers (Fig.4).
6. Remove eight self-locking nuts and washers

securing spring drive body. Fig.3 Remove the circlip and main driving gear.
7. Fit jacking screws in the two M12 x 1.75 tapped

holes in the drive body and tighten on the
jacking screws to draw off the drive body.
NOTE:- At this stage, should it be necessary to

remove the distance piece and vibration damper,
each item can be easily withdrawn by inserting the
jacking screws into the two M12 x 1.75 tapped holes
provided in each item.
Fig.4 Lift out the springs and spring retainers.

Re-assembly
Examine all parts, particularly the springs, renewing any

which are cracked or broken. If the free length of any
spring is below the figure quoted in DATA then renew
the spring. Spring retainers should be inspected for wear
and replaced as necessary.
Remove any burrs and lightly oil all parts.
If the backlash was found to be satisfactory prior to

dismantling, then the teeth of the main drive gear should
be inspected to ensure that they are in good condition. Fig.5 Replace the drive body.
Proceed to reassemble as follows, ensuring that all parts

are assembled in their original positions, i.e., as marked
to place before dismantling.
1. Replace the drive body (Fig.5) and ensure that it is

pushed fully home against the distance piece.
2. Fit the washers and self-locking nuts (Fig.6) and

tighten nuts to the torque setting quoted in DATA.
3. Refit the springs, retainers (Fig.4) and spring pins

ensuring that there is pre-load in the spring packs. Fig.6 Fit the washers and self locking nuts.

4. Assemble the back plates and wrapper plates

and ensure that the fixing screws are tight and
securely locked with tab washers.
5. Fit the main drive gear and circlip (Fig.7).
6. Reassemble the pump drive casing as detailed

in AUXILIARY DRIVE CASING (B04).
7. Replace the fuel oil transfer pump.
Fig.7 Fit the main drive gear.

Data
Springs (inner - free length)

New 62.75mm
Min permissible 62.35mm
Springs (outer) - free length

New 63.5mm
Min. permissible 63.0mm
Main driving gear - backlash

New 0.178/0.686mm
Max. permissible 1.397mm
Drive body securing nuts tightening torque

203Nm

Piston B06
Contents
Page 2 Introduction
Page 2 Maintenance
Page 3 Dismantling
Page 3 Assembly
Page 4 Special maintenance considerations
Page 5 Data
m7b06001.doc Page 1 of 5
Piston Ruston RK270
Introduction
Two piece pistons are fitted, each consisting of an

aluminium-alloy body and an alloy steel crown, equipped
with an 'O' ring seal and held together by four bolts.
The pistons (Fig.1) are oil cooled, the oil is fed from the
connecting rod, through the small-end bush and through
drillings into the annular space between the gudgeon pin
and the sleeve located in the gudgeon pin bore. Oil then
flows through drillings in the pin and up vertical drillings
in the piston cooling gallery. The oil is then discharged
through drillings in the underside of the piston. Fig.1 Piston
Three chromium plated compression rings are fitted to

the piston crown. There is a top ring (Fig.2A) with two
taper-faced rings (Fig.2B) below. The oil control or
scraper ring (Fig.2C) , fitted to the piston body, is A
chromium plated on its wiping surfaces, slotted and
houses a latch pin and spring.
B
The case-hardened steel gudgeon pin is fully-floating
and is retained by a circlip at each end.
C
NOTE:-
For removal of a piston from, and replacement to,
the engine see CONNECTING ROD and CYLINDER
HEAD instructions.
Fig.2 Three compression rings and a scraper ring.
Maintenance
F - Interval
1. Clean and examine the piston for signs of damage

and renew the all rings (Fig.2).
G - Interval
1. Check each gudgeon pin and its small-end

bush, replacing any which are worn beyond the
limits specified in DATA.
2. Remove the piston rings and decarbonise the

piston as detailed in subsequent paragraphs.
3. Examine the piston carefully, smoothing out

any rough patches or scratches using fine
emery cloth.
4. Assemble the piston and renew the rings.

Piston Ruston RK270
H - Interval
1. Renew the piston and ring assemblies.
Dismantling
1. (Fig.3) Place the piston and rod assembly on a

clean wooden bench or similar surface and
remove the gudgeon pin circlips using circlip
pliers.
2. (Fig.4) Support the connecting rod and push

out the gudgeon pin.
Fig.3 Remove the circlip retaining the gudgeon pin.
CAUTION:- IF THE PIN CANNOT BE

REMOVED EASILY, DO NOT ATTEMPT TO
DRIVE IT OUT; HEAT THE PISTON IN AN OIL
BATH TO 76OC AND THE PIN WILL SLIDE
OUT EASILY.
3. (Fig.5) Starting with the top ring, carefully

expand each ring using an expansion tool and
lift them from the piston.
CAUTION:- WHEN EXPANDING RINGS THE

MAXIMUM OPENING OF THE GAP MUST
Fig.4 Remove the gudgeon pin
NOT EXCEED EIGHT TIMES THE RING
WALL THICKNESS.
A liberal application of paraffin will help to free any rings

which are sticking in their grooves. Thin metal plates can
be used to hold the ring out of its groove so that it can be
slid off the piston. The plates should be spaced equally
around the piston, to ensure that the springing out of the
the rings is not confined to a small section.
4. If the piston rings are to be reused they should

be labelled to indicate the correct groove and
piston from which they were removed.
Fig.5 Remove the rings using the expansion tool.
NOTE:- When removing from a piston, never attempt
to force one ring over another.
Assembly
1. Place the piston, with the crown uppermost, on

a bench.
2. (Fig.6) If the rings are to be reused, check the

ring gap using the ring feeler or slip gauges
with the rings fitted in an unworn part of the
cylinder liner. Retain those with a good (cont.)
Fig.6 Check the ring gap with the ring feeler.

Piston Ruston RK270
surface finish and which have a gap within the

figure quoted in DATA.
3. Starting with the lowest ring, ensure that the

B
side marked top, or identified as top, is
uppermost. Expand the ring using the ring tool
and position it in its correct groove.
4. Check that the ring is free to move in its groove.
5. (Fig.7) Ensure that the ring gaps are staggered

o Fig.7 Ensure the ring gaps are at 90o
approximately 90 . (Fig.7B) to each other.
6. Invert the piston and lower the connecting rod

in position, ensuring that it is placed correctly,
relative to the piston. (Fig.8)
7. Oil the surface of the gudgeon pin and enter it

through the piston and rod and fit the circlips to
retain the gudgeon pin.
A
Special maintenance considerations
If the piston rings are to be reused, they should be

thoroughly cleaned, first by a degreasing process and
then by smearing with soft soap which must be washed
off in a solution of very hot water and soda. If a proper
degreasing plant is not available, use paraffin or diesel
B
oil as a primary cleaner. Piston rings should be checked
in an unworn part of a cylinder liner and gaps measured
Fig.8 Ensure the piston is lined up correctly by
and compared with the figures given in DATA. Ring
lining up the registration marks (A) & (B).
widths should also be checked and compared with
groove width.
Pistons should be decarbonised using a strip of

aluminium or hardwood wedge as a scraper to remove
carbon from the crown, finishing with fine emery cloth
moistened with paraffin. Ensure that each piston is
thoroughly cleaned to remove all abrasive particles and
to clear oil galleries and holes.
CAUTION:- Do not soak in a caustic decarbonising

solution as this will damage the aluminium body.
Special tools
Expansion tool 80.361.02469.719

Circlip pliers internal 11/461/0003/4
Ring gauge 80.361.02124.439

Piston Ruston RK270
Data
1st ring - compression

Ring gap 0.6/0.9mm
Ring groove width 6.14/6.17mm
Ring width 5.925/5.940mm
Axial clearance 0.200/0.245mm
2nd/3rd ring - compression

Ring gap 1.6/2.0mm
Oil control ring

Ring gap 0.8/1.15mm
Gudgeon pin
Gudgeon pin bore
in piston 117.02/117.01mm
Outer diameter 116.987/117.000mm
Clearance of pin in bore 0.01/0.033mm on dia.

Connecting rod B07
Contents
Page 2 Introduction
Page 3 Maintenance
Page 4 Removal
Page 4 Inspection
Page 5 Assembly
Page 7 Tightening large end bolts
Page 9 Data
Connecting rods Ruston RK270
Introduction
The 'I' section alloy steel connecting rod (Fig.1) is fitted

with a large end bearing cap located by a dowel (Fig.2)
and matching serration’s to ensure correct location.
Fig.1 Connecting rod and large end bearing cap.
Each bearing cap is secured to the connecting rod by

two pairs of high tensile steel bolts and nuts.
The cap and connecting rod are machined together to

form the housing for the large-end bearings and must A
always be kept together as a matched pair.
(Fig.3) The large end bearing consists of two steel-

backed shells which are grooved for oil flow. The shell
Fig.2 Large end bearing cap located by a dowel.
with the shortest groove should always be fitted to the
rod. The small-end bushes are steel backed and
pressed into the connecting rod eye.
CAP
(Fig.4) Lubricating oil for the large-end bearings is

supplied through drillings in the crankshaft (B) and flows
through a drilling in the connecting rod to the small end
ROD
bush.
Fig.3 Large end bearing shells
Fig.4 Lub. Oil is supplied through the crankshaft

drillings.

Maintenance
F - Interval
1. Withdraw the pistons and connecting rods.

Ensure the assembly is marked indicating
which cylinder it was removed from.
2. (Fig.5) Examine and measure the crankpins as Fig.5 Examine the crankpins.
detailed in the CRANKSHAFT instruction.
3. Remove the large-end bearing shells and refit

the large-end caps and bolts, tightened to the
correct stretch. Measure the large end bore
using a ball-ended micrometer (Fig.6). Any
connecting rod with ovality exceeding the
maximum permissible figure quoted in DATA
must be renewed.
4. Check each gudgeon pin (Fig.7) and its small

end bush (Fig.8), replacing any which are worn Fig.6 Measure the large end bore
beyond the limits specified in DATA.
5. Renew the large-end bearing shells on

assembly.
G - Interval
Carry out the procedures detailed at interval F check the

Fig.7 Check each gudgeon pin
small end bushes and large end bolts and nuts.
H - Interval
Renew the small end bushes and large end bolts and
nuts.
Fig.8 Check each small end bush

Removal
See CYLINDER HEAD (D01) removal. Before removing

a piston and connecting rod remove the cutting ring, if
fitted, and the carbon deposits from the top of the liners
to avoid damage to the piston and rings. Pack rag
around the top of the piston to prevent carbon particles
from fouling the rings and grooves.
1. Remove the appropriate crankcase inspection

door and bar the engine round (Fig. 9) to
provide access to the large end bolts. Fig.9 Bar the engine round
2. Release large end bolts but keep finger tight.
3. Rotate the crankshaft to top dead centre.
4. Secure the piston lifting bar and eyebolt

(Fig.10) to the crown of the piston and attach it
to suitable lifting equipment and take the weight
of the piston and con rod.
5. Remove the large-end bolts and large-end

cap.
Fig.10 Fit the lifting bar and eye bolt.
6. Fit the bearing retaining tools (Fig.11(C)).
7. Using the lifting equipment, ease the piston and

connecting rod from the bore ensuring that the
large-end of the connecting rod is suitably
covered so that it does not damage the liner
bore (Fig.12)
NOTE:- The piston and connecting rod should be

marked with the cylinder number from which they C
were removed and then stored in a stand to prevent
damage.
Fig.11 Fit the bearing retaining tools.
Inspection
If a connecting rod has been subject to abnormal

stresses e.g. through piston seizure etc., it must be
checked for bending or twist.
1. Remove the small-end bush and large end

bearings.
2. Fit the large-end cap and tighten the bolts to

the correct stretch (See Data).
3. Fit the appropriate mandrel to the small-end

Fig.12 Ease the piston and connecting rod out
and large-end of the connecting rod.

4. Assemble the clock bar, vee block and dial

indicator.
5. Place the small-end mandrel in a pair of vee

blocks on a surface plate with the connecting
rod secured in an upright position.
6. Place the assembled clock gauge within the

vee block on the small-end mandrel and check
the alignment of the large-end bore at each
side.
7. If the difference in readings exceeds 0.05 mm.

a replacement connecting rod must be fitted.
Check for twist
Support the connecting rod horizontally, with the

mandrel in the ‘Vee’ blocks and check for twist by
running the dial gauge across the big-end bore close to
and parallel with the joint face. The variation in reading
must not exceed 0.25mm.
If the rod is not twisted or bent it may be used again with

new big-end bolts and nuts.
Assembly
Fig.13 Assemble the clock bar,
vee blocks and indicator.
1. Fit the lifting bar and eyebolt (Fig.14) to the
piston and secure the top half shell of the large-
end bearing with the retaining tools, ensuring
that the locating lug on the shell is correctly
located in the slot in the connecting rod. Coat
the bearing surfaces of the shell with clean
lubricating oil.
NOTE:- The bearing shell protrudes slightly at the

rod and cap joint faces to provide bearing 'nip' and
no attempt should be made to alter this by dressing
the ends if the shell protrudes. Fig.14 Fit the lifting bar and eye bolt
It is essential that only the bearing surfaces are

coated with oil on assembly. Do not coat the backs
of the shells with oil as this will only cause fretting.
2. Fit the bearing retaining tools (Fig.15).
3. Bar round the crankshaft until the crankpin is in

a position that will be clear of the con rod as it
is lowered into position.
4. Lubricate the piston skirt, piston rings and the Fig.15 Bearing retaining tools
liner bore with clean lubricating oil.

5. (Fig.16) Locate the insertion assembly pot onto

the cylinder to be assembled and lift the
piston/connecting rod assembly into position
over the pot.
CAUTION:- Ensure that all components are

assembled into the cylinder from which they were
removed.
6. (Fig.17) Lower the assembly through the

Fig.16 Lift into position over the assembly pot
insertion pot, guiding the connecting rod
through the liner bore until the top half bearing
is seating on the crankpin.
NOTE:- The connecting rod must be installed with its

large end cap on the opposite side of the engine to
its associated fuel pump.
7. Check that the rod half large end bearing is still

in position and carefully bar the engine round
Fig.17 Lower through the assembly pot
until (Fig.18) the crankpin (D) meets the large
end bearing (E). Ensure that the crankpin is in
the correct position to re-assemble the
connecting rod cap before removing the
bearing retainers.
E
D
8. Fit the bottom large-end bearing into the

connecting rod cap and coat the bearing
surface with clean lubricating oil.
Fig.18 Ensure the crankpin (D) meets the bearing (E)
9. Ensure the connecting rod cap is the correct

way round and fit to the connecting rod
(Fig.19), tighten the bolts in the sequence
shown (Fig. 23) to the stretch figures quoted in
subsequent paragraphs.
10. Remove the lifting equipment, eye bolt,

insertion pot and piston support tool.
Fig.19 Fit the rod cap to the connecting rod

11. Replace the cutting ring in the liner (Fig.20).

Cutting ring
ensuring it is located correctly as illustrated.
Tightening large-end bearing bolts.
Each large-end bearing bolt must be tightened to the

correct stretch in a certain sequence using the special
stretch gauges (Fig.21). The top pair of bolts are slightly
longer than the bottom pair, therefore, each stretch
gauge must be set to accommodate the relevant bolts.
Ensure that the bolt threads and contact face of the nuts
Fig.20 Replace the cutting ring to the liner
are coated with anti-scuffing paste.
Slacken the gauge locknut and screw the adjustable

centre in or out until, with the bolt inserted between the
gauge centres, the spring loaded plunger is pre-loaded
to give a dial indicator movement of at least a quarter of
a revolution. Tighten the locknut.
NOTE:- The centre drillings in each bolt must be

wiped clean to ensure positive location of the gauge
points and to eliminate false readings of the dial
indicator. Fig.21 Stretch gauges
Tighten the large end nuts and bolts slightly to ensure

that the bearing assembly is firmly bedded together.
Slacken the nuts and bolts then screw them up hand
tight. Tighten the bolts as follows :-
1. Fit the stretch gauge over the bottom right bolt,

zero the indicator (Fig.22), tighten to stretch the
bolt about 0.3 mm and record the stretch.
2. Repeat the above action for the remaining

bolts, in the correct tightening sequence
(Fig.23). Use the short stretch gauge for bolts 1 Fig.22 Set the dial to zero and tighten to stretch the
and 2, and the long gauge for bolts 3 and 4. bolt to 0.3mm
3. Continue tightening the nuts and bolts, in the 1

3
correct sequence, to stretch the short bolts a
total of 0.69 to 0.74 mm and the long bolts a
total of 0.81 to 0.86mm.
NOTE:- Any short bolt stretched over 0.79 mm or

long bolt stretched over 0.91 mm must be renewed.
4 2
Fig.23 Tighten in sequence 1-4 as shown above.

Special maintenance
If, at any time it is necessary to examine the large-end

bearing without removing the piston/connecting rod
assembly from the engine, proceed as follows.
1. Remove the appropriate crankcase doors and

bar the engine round to provide access to the
large-end bolts.
2. Slacken, but do not remove the large-end bolts.
Fig.24 Fit the piston support tool.

3. (Fig.24) Fit the piston support tool to the liner
and bar the engine round until the piston rests
on the support.
4. (Fig.25) Support the connecting rod cap,

remove the bolts then remove the cap taking
care not to lose the dowel.
5. Bar the engine round away from the connecting

rod and remove the bearing shell.
CAUTION:- Label each bearing shell half to ensure

correct replacement.
6. Examine each shell for scoring, over heating or Fig.25 Remove the bolts while supporting the cap.
any other damage.
7. Check the crankpin for damage and that the oil

holes are clear.
8. Clean the crankpin, bearing shells, connecting

rod and cap.
9. Replace the shells in the connecting rod and

cap and coat their bearing surfaces with clean
lubricating oil.
10. Rotate the crankshaft until the crankpin

engages with the large end bore of the
connecting rod. Replace the connecting rod cap
as previously described.
11. Remove the piston support tool and dress any

scratches or burrs from the liner.
12. Bar the engine round to a position where the

large-end bolts are accessible and tighten as
previously detailed.

Special tools
Piston retainer 80.361.02124.424

Bearing shell retainer 80.361.02293.C01
Retainer securing screw 80.361.02124.425
Alignment gear 80.361.02143.710
Piston removal/insertion tool 80.361.02465.C02
Stretch gauges Short bolts 80.361.02394.C01
Stretch gauges Long Bolts 80.361.02394.C03
Data
Large-end to small-end centres 609.6mm
Small-end bush
Housing diameter 126.987/127.013mm
Bush outside diameter 127.076/127.102mm
Fit of bush in bore - interference 0.063/0.115mm
Bush bore - fitted 117.063/117.114mm
Gudgeon pin diameter 116.987/117.000mm
Clearance of pin in bush 0.063/0.127mm
Large-end bearings
Housing diameter 213.182/213.208mm
Bearing bore fitted 203.187/203.264mm
Crankshaft pin diameter 202.996/203.048mm
Clearance of pin in bearing 0.139/0.268mm
Connecting rod stretch*

Long bolt 0.81/0.86mm
Short bolt 0.69/0.74mm
* Refer to Fig.23 for tightening sequence

Bedplate C01
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Removal
Page 3 Refitting
Page 3 Data
m7c01001.doc Page 1 of 3
Bedplate Ruston RK270
Introduction
The bedplate is a one-piece S. G. Iron casting with

integral diaphragms which support the main bearings.
Each diaphragm is at a main bearing station and the
main bearing caps are located by registers formed on
the bedplate diaphragms, to which they are secured by
studbolts and nuts.
One wide bearing is fitted at the main bearing station

nearest the flywheel - which also acts as the thrust
bearing. A second wide bearing is fitted towards the
centre of the crankcase on vee-form engines. All the
remaining bearings, including an outrigger outboard of
the thrust bearing, are narrow bearings.
Fig.1 Bedplate
A lubricating oil dipstick and filler elbow are usually
supplied and fitted to the most convenient side to suit
operational requirements. Oil is taken from a gallery,
through ducts in the bedplate, to provide a feed to the
crankshaft, main bearings, etc.
Maintenance
Interval - H
Remove the crankcase (Fig.2), bearings and crankshaft

as described separately.
Clean the bedplate thoroughly with white spirit or a

proprietary degreasant. Inspect the mating faces of the
Fig.2 Remove the crankcase
bedplate and the main bearing caps for bruises or other
damage. Flush through the lubricating oil passages to
ensure that they are clear.
Examine the painted internal surfaces of the bedplate

and, when necessary, repaint with two coats of oil-
A
resisting enamel, brushing it well into the pores of the
metal.
B
Removal
When the engine has been dismantled down to

crankshaft level, remove the nuts (Fig.3) from the Fig.3 Remove the nuts from the studs (A) and
studs(A) and bolts(B) and lift the crankcase off the bolts (B)
bedplate (Fig.2).
m7c01001.doc Page 2 of 3 Section C01

Bedplate Ruston RK270
Refitting
Check that the mating faces of the crankcase and

bedplate are clean from all traces of jointing compound
and free from burrs or other damage. Apply new jointing
compound and refit the crankcase.
Special tools
Tee adaptor handle

(main bearing bolts) 80.361.02172.710
Stretch gauges 80.361.02375.C04 & C05
Crankshaft jacking
equipment 80.361.02342.C03
Data
Running clearance,
Main bearings (including outrigger when fitted)
New 0.204/0.343mm.
Renewal limit 0.406mm.
Max. permissible 0.457mm.
Studbolt stretch - see appropriate text in the

CRANKCASE (B01) section of the manual.
Crankshaft endfloat in thrust bearing

New 0.152/0.356mm.
Max. permissible 0.508mm.

Anti-vibration mountings C02
For service information on this component refer to the

Proprietary Literature Manual
Manufacturer – Christie and Grey Flexible mounts
Model – M193 TSC
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Checking alignment
Anti-vibration mountings Ruston RK270
Introduction
Anti-vibration mounts, which use combined steel springs

and rubber elements, are fitted to the engines to reduce
the transmission of vibration, structure-borne noise and
shock. One mount is fitted to each flywheel end
mounting plate and two to each of the pump end
mounting plates.
Each mounting plate is fitted with an alignment checking

device to enable the condition of the anti-vibration
mounts to be determined.
Fig.1 Anti-vibration mount
Maintenance
For full information on this component refer to the
Proprietary Literature Manual.
B - Interval
1. Visually check the condition of the mounts for

swelling, blistering or cracking of the rubber
elements. If the elements are unsatisfactory the
mount should be removed and serviced by a
Christie and Grey engineer.
C - Interval
1. Check the alignment of the mountings.
Examination
Attention should be paid to any evidence of swelling,

blistering or cracking of either of the two rubber elements
(visable beneath the skirt of the isolator top casing).
Fig.2 Checking the alignment

At the first signs of deterioration of the rubber elements,
log the observation such that a check and future record
of further deterioration can be made. Any rapid
deterioration of the rubber elements, particularly, if
accompanied by rapid settlement of the isolator, should
be investigated and the cause of failure identified before
fitting replacement isolators.
Checking alignment
1 Release the cap screw and lower the plunger

onto the ships seating.
2. The centre pop mark in the ships seating will

act as a guide to any lateral movement of the
engine.

Anti-vibration mountings Ruston RK270
3. The scribed line on the plunger will indicate any

settlement of the mount, replacement being
required when the scribed line is level with, or
above, the higher face of the bush.

Crankshaft C03
Contents
Page 3 Introduction
Page 3 Maintenance
Page 4 Crankshaft gear
Page 6 Reconditioning
Page 7 Removal and assembly
Page 7 Data
Crankshaft Ruston RK270

Introduction
(Fig.1) The press-formed alloy steel crankshaft

incorporates bolted on balance weights. Oil under
pressure is delivered to the crankshaft main bearing
through oilways in the engine bedplate. Cross drillings
between journals and pins provide oil for lubrication of
the connecting rod large end and small end and for
piston cooling. Fig.1 Crankshaft.
The flywheel coupling flange (Fig.2) is drilled to accept

coupling bolts and one drilling is offset to ensure correct
location of the flywheel. An oil thrower and a split gear
is fitted to the flywheel end of the shaft to drive the
camshaft gear train. This gear is secured on each side
by a pair of split straps.
Maintenance
NOTE:- If a leak develops, it may be that the

labyrinth requires cleaning, or the crankcase
breather fan is operating incorrectly. Fig.2 Flywheel coupling flange.
If the condition of any main bearing is suspect or if the

driven machine has been removed and refitted, the
alignment of the crankshaft must be checked as detailed
in the separate Crankshaft alignment instruction (C04).
C - Interval
Check the crankshaft alignment at the flywheel end web

only, as detailed in the alignment instruction (C04).
D - Interval
Check the crankshaft alignment, as detailed in the

Fig.3 Check the crankpins and journals for ovality.
alignment instruction (C04).
H - Interval
Check the crankshaft thoroughly for cracks as detailed in

the CRACK DETECTION (M03) – the crankshaft must
be removed for this operation. On no account must a
cracked crankshaft be returned to service.
CAUTION:-
The engine must never be run if the crankshaft is
cracked or suspected of being cracked. Any
suspicion of a crack should be thoroughly
investigated before the engine is rebuilt.

Check the crankpins and journals for ovality (Fig.3) and

Thrower
wear. When the ovality reaches the maximum
permissible limit of 0.10mm the crankpin and journals
must be reconditioned (C05).
Check the oil grooves in the oil thrower to ensure that

they have not become clogged with dirt (Fig.4).
Crankshaft gear
Removal Fig.4 Check the grooves of the oil thrower.
Note:- Before starting ensure that the No.1 crankpin

is vertical just after No.1A TDC firing (CCW rotation)
or just before No.1A TDC firing (CW rotation).
1. Remove the ‘A’ bank compound and second

and first idler gear (E02) to enable the removal
of the crankshaft gear.
2. Mark the two halves of the crankshaft oil seal

cover to ensure correct replacement and
remove.
3. Unfasten the securing nuts from the inner gear

strap and remove the spacers. Remove the Fig.5 Remove the straps.
bolts and take off the straps (Fig.5).
4. Support both halves of the gear and unfasten

the nuts and remove the spacers from the outer
pair of straps. Remove the bolts and take off
the straps.
5. Lift out the two halves of the gear (Fig.6).
Crankshaft gear assembly
Note:- When reassembling the crankshaft gear it is

recommended that new fasteners are used.
Fig.6 Lift out the two halves of the gear.
1. Before assembly, clean and degrease all parts
thoroughly including the area of the crankshaft
onto which the gear and straps sit.
2. Number the four bolts, measure and record the

free length of each bolt. If using a ball or taper
ended gauge to measure the bolt length then
ensure counter sinks in the bolts are free from
oil, grease and debris (Fig.7). In order to
minimise errors in measurement of bolt length,
take measurements using a consistent method, Fig.7 Ensure counter sinks in bolts are clear.

i.e. ensure the same ends of the gauge locate

in the same counter sinks throughout the
assembly procedure.
‘O’ and scribe line
3. With the crankshaft correctly set up prior to

gear removal, the ‘O’ mark and scribe line on
the crankshaft (Fig.8) used to align the gear
should be in a vertical position.
4. Offer the two gear halves to the crankshaft and

hold them in place such that the ‘O’ mark and
Fig.8 Align the ‘O’ and scribe line with the gear split.
the scribe line on the crankshaft lies coincident
with the split line in the gear.
5. Position the free end (inboard) strap halves on

to the angled faces of the gear and crankshaft.
The circumferential groove in the strap shall
face the gear. Align the split in the strap halves
O O
at minus 45 to the vertical (also 45 to the split
O
in the gear). Use the tooth pitch to gauge 45
(i.e. 4 tooth pitches). When correctly
assembled, the threaded end of the bolt will be
uppermost on the ‘B’ bank side of the engine.
Fig.9 Position the straps at 45O angles.
6. Position the flywheel end (outboard) strap
halves on the angled faces of the gear and
crankshaft. The circumferential groove in the
strap shall face the gear. Align the split in the
strap halves at plus 45O to the vertical (also 45O
to the split in the gear). Use the tooth pitch to
gauge 45O (i.e. 4 tooth pitches). When correctly
assembled (Fig.9), the threaded end of the bolt
will be uppermost on the ‘A’ bank side of the Fig.10 Check the gaps using feeler gauges.
engine.
7. Nip all the nuts to clamp the gear. Adjust each

strap to equalise the two splits in each strap to
within 0.51mm (0.020”) (Fig.10). By loosening
and tightening combinations of nut, adjust the
gear and straps to give the gap clearances
between crankshaft, straps and gear to within
the figures quoted in DATA. Adjust the gear
such that the tooth pitch error across the split is
equalised. Fig.11 Tighten the nuts in increments.
8. Tighten the nuts in increments (Fig.11), eg.

0.1mm/0.13mm (0.004”/0.005”) until a final
stretch in each bolt of 0.51mm (0.020”) is
achieved (Fig.12) maintaining equal splits in
each strap to within 0.51mm and gap
clearances given in DATA. See point 2
regarding consistency of method. Check that
the corners of the nut do not overhang the
Fig.12 Check the stretch of each bolt.

strap. Where they do, turn the nut further until

the nut is aligned with the side of the strap.
9. When the bolts have been stretched, finally

check that the splits in each strap are equalised
to within 0.51mm (0.020”). Also check that the
gap clearances between the straps and gear
are equalised to within 0.76mm (0.030”) and Fig.13 Check the strap and crankshaft flange gaps.
the gap between the inner strap and crankshaft
(Fig.13) is within 0.76/1.02mm (0.030/0.040”).
Check that the gear tooth pitch error does not
exceed 0.025mm (0.001”).
10. Finally, apply Loctite 290 (11/P400/5468/7)

along both splits in the gear, along the interface
between the gear and both straps and along
the interface between the crankshaft and both
straps. Apply sufficient Loctite to fill the gaps
between interfaces but do not over saturate.
CAUTION:- During in-situ repairs, provide adequate

protection to avoid Loctite coming into contact with
bearings (particularly adjacent crankshaft main
bearing)
Oil thrower assembly
1. Coat the joint faces of the oil thrower with

jointing compound; fit the oil thrower around the
crankshaft step.
2. Apply Thread locker 11/P00/5468/3 to the

threads of each capscrew, then fit the washers
and capscrews. Before tightening the
capscrews, clamp the two halves of the oil
thrower together.
3. Lightly centre-punch at the edge of each hole to

peen over the metal to prevent the capscrews
from loosening.
Reconditioning
If the crankpins or journals have exceeded the ovality

limits, or have become damaged, they may be reground,
see CRANKSHAFT REGRINDING (C05) instruction.

Removal and assembly
When removing the crankshaft refer to the MAIN

BEARING (C06) instruction.
Special Tools
Wrench extension
(for crankshaft gear strap nuts) 80.361.02203.401
Data
Journal diameter (standard) 228.397/228.448mm
Crankpin diameter (standard) 202.996/203.048mm
Thrust journal length

(between faces) 153.988/154.242mm
Crankshaft gear strap bolt stretch* 0.51mm

*Refer to crankcase gear replacement for fitting
procedure
Split gear/gear strap gap

both sides equalised to within 0.762mm
Gear strap/crankshaft flange gap 0.762/1.02mm
Gear strap split gap

equalise to within 0.51mm

Crankshaft alignment C04
Contents
Page 2 Introduction
Page 2 Procedure
Page 3 Corrective procedure
Page 3 Hogging and sagging
Page 3 Driven machine
Page 4 Data
Crankshaft alignment Ruston RK270
Crankshaft Alignment
The alignment of the crankshaft in the main bearings is

of utmost importance because misalignment - which can
be caused by uneven rates of wear, settlement of engine
foundations, misalignment of the driven machine etc. -
affects the main bearings and, by causing deflections of
the crankshaft, sets up undue stresses in the shaft.
When the engine is assembled at the works, the total

permissible variation between readings for any crankpin Fig. 1 Ensure the holding down nuts are tight.
except the flywheel-end crankpin when a flywheel is
fitted, or the damper-end crankpin when a damper is
fitted is 0.05 mm. The total permissible variation
between readings for the flywheel-end crankpin when a
flywheel is fitted, or the damper-end crankpin when a
damper is fitted is 0.09 mm.
Whenever the engine is rebuilt, with new bearings and a

reconditioned crankshaft, the deflections should be
within the figures quoted. The alignment of the flywheel
end of the crankshaft is influenced by the position of the
driven machine; therefore, if the driven machine has
been disturbed, either for a bearing change or for
complete replacement, the alignment of the crankthrow
adjacent to the flywheel must be checked and the Fig. 2 Deflection indicator
position of the driven machine bearing adjusted to give
deflections within the specified limits. If the limits are still
exceeded, check the crankshaft for wear, ovality and
distortion then check the bedplate for truth of the main
bearing housing by means of a wire or mandrel.
A
Procedure
1. Check the engine and driven-unit foundation

bolts for security, and ensure that the holding-
down nuts are tight (Fig.1).
2. Remove the crankcase inspection door. Fig. 3 Centre pop location (A) between the webs.
3. Bar the engine round until the crankpin to be

checked is as near to B.D.C. as possible, whilst
allowing fitting of the deflection indicator (Fig.2)
From this point the engine can be turned
through approximately 310 deg. with the
deflection indicator in position.
4. Fit the deflection indicator in the centre-pop

locations between the crankshaft webs
(Fig.3(A)). Rotate the indicator two or three
times, to ensure correct register of the pointed

extensions of the indicator in the centre-pop

marks.
5. Set the dial gauge of the deflection indicator to

read ‘zero’.
B
6. Bar the engine round in the direction of rotation,

checking and recording the crankshaft
deflection shown by the dial gauge (Fig.4(B))
at four further positions, i.e., with the crankpin
at approximately 90 deg., 180 deg., 270 deg.
Fig. 4 Record the crankshaft deflection readings
and 310 deg. from the starting point.
Deflections indicated should be within the
acceptable tolerances described earlier.
7. Repeat operations 3 to 6 inclusive for the

remaining crankpins and compare the readings
to ascertain if any 'hogging' or 'sagging' exists.
Corrective procedure
Fig.5 Sagging
When the deflection indicated at the drive-end crankpin
is outside the specified tolerance, the driven machine or
pedestal bearing (if fitted), must be re-aligned to bring
the deflection within tolerance.
Deflections outside tolerance at any other crankpin must
be fully investigated and rectified.
Hogging and sagging
If the indicator is correctly set when the crankpin is at

Fig.6 Hogging
T.D.C., a negative reading with the crankpin at B.D.C.
will indicate that the webs have closed slightly, i.e., that
the crankshaft is sagging at that particular throw (Fig.5).
Conversely, a positive reading at B.D.C. will show that

the webs have opened, i.e., that the crankshaft is
hogging (Fig.6). If the misalignment is wholly in the
vertical plane, the readings at the front and back will be
half the B.D.C. reading.
Driven machine
If the misalignment is confined to the crank throws

adjacent to the flywheel, the position of the driven
machine should be adjusted to suit by means of shims,
especially underneath the pedestal bearing if one is
fitted.

Special tools
Deflection indicator
dial gauge-metric 80-300-08508-400
Data
Journal diameter
(standard) 228.397/228.448 mm.
Crankpin diameter
(standard) 202.996/203.048 mm.
Thrust journal length

(between faces) 95.25/95.30 mm.

Crankshaft regrinding C05
Contents
Page 2 Introduction
Page 2 Procedure
Page 3 Re-grinding allowance
Page 3 Data
M7C05001.DOC Page 1 of 3
Crankshaft regrinding Ruston RK270
Introduction
The following regrinding procedures must be followed when crankpins and/or main journals have suffered
damage, and where limits of ovality have been reached or exceeded after long periods of operation.
Procedure
There is sufficient room around the crankshaft to enable grinding to be carried out in situ, but in some cases, it
may be an advantage to remove the crankshaft from the engine.
1. Pre-grinding may be necessary to clean up the journal or crankpin surface, remove the minimum amount
of metal to clean up the surface.
2. Any pin or journal involved in a bearing failure should have its surface etched with 5% Nital (5% nitric
acid in alchol or methylated spirits). This will reveal any areas which have been affected by
excessive heating during the bearing failure.
NOTE:- Any re-grinding carried out must be of sufficient depth to remove all heat affected areas.
3. Subject the pin or journal to a magnetic particle inspection to locate any cracks or defects. Apply a thin
film of white background lacquer (i) to the bearing surface prior to inspection. The test should be carried
out using black ink (ii).
The inspection test may be carried out in situ using portable equipment i.e., hand held electro-magnetic yoke (iii).
Where this is used ensure sufficient overlap between tests to cover the entire pin and journal surfaces.
The test must also be carried out in two mutually perpendicular directions so that both longitudinal and
transverse defects are revealed.
5. If the crankshaft has been removed from the engine, magnetic particle inspections using current flow and
flux flow techniques are preferred.
NOTE:- Whenever possible the crankshaft MUST be demagnetised after test.
6. All cracks must be ground out using a pencil grinder, or file, prior to the main re-grinding operation. This
prevents extensions of cracks during pin grinding and also gives an indication of the overall depth of
grinding required, and thus the feasibility of re-grinding.
7. After pencil grinding or filing, the crankpin or journal should be subjected to a re-examination using white
background lacquer and black magnetic ink. Ensure that any dimple formed by local grinding does not fill
with magnetic ink masking any defect indication. Rotate the crankshaft to a position which will allow the
ink to drain from the dimple.
8. After removing cracks by local grinding, the crankpin or journal should be re-ground as normal.
9. Prior to final grinding and polishing, the crankpin or journal surface must be etched using a 5% nital to
ensure complete removal of heat affected areas.
Any areas remaining at this stage must be subjected to a hardness test, using portable equipment. The hardness
levels in these areas must not be more than 100HB, or 100HV points higher than the specified maximum for the
crankshaft material, see DATA, and in any case not more than 450HB (475HV, 48HRc).
M7C05001.DOC Page 2 of 3 Section C05

Crankshaft regrinding Ruston RK270
10. After final grinding and polishing, subject the crankshaft to a magnetic particle inspection to ensure
complete removal of cracking.
NOTE:- It is important that white background lacquer and black magnetic ink is used at this stage.
All traces of background lacquer and magnetic ink must be removed from the crankshaft (iv) before it is
returned to service.
11. The alignment of the crankshaft must be checked before it is returned to service.
Re-grinding allowances
Crankshafts may have all crankpins and main journals reduced by a maximum of 1% of the original diameter, see
DATA.
In addition, any one crankpin or main journal may be reduced by 3.2mm provided all other crankpins and main
journals remain at or within the 1% limit.
Data
Journal diameter (standard) 228.397/228.448 mm
Crankpin diameter (standard) 202.996/203.048 mm
Specified hardness
298-355HB
314-375HV
33-39HRc
Recommended maximum hardness levels after salvage grinding.

450HB
475HV
48HRc
References
(i) White background lacquer

Ref 386W
(ii) Black magnetic ink
Ref 800/3
(iii) Electromagnetic yoke
Ref BCI83, state voltage
(iv) Cleaner
Ref 9PR551
or
(i) White background lacquer
Ref 9WCP
(ii) Black magnetic ink
Ref 7CHF
(iii) Electromagnetic yoke
Ref YC, state voltage
(iv) Cleaner
Ref ZC7 or RPC
M7C05001.DOC Page 3 of 3 Section C05

Main bearings C06
Contents
Page 2 Introduction
Page 2 Maintenance
Page 4 Dismantling
Page 5 Assembly
Page 6 Tightening main bearing cap fixings
Page 8 Data
Main bearings Ruston RK270
Introduction
The main bearing caps are located by registers formed

on the bedplate diaphragms (Fig.1(A)), to which they are
A
secured by studbolts and nuts.
One wide bearing (Fig.2(B)) is fitted at the main bearing

station nearest the flywheel and also acts as the thrust Fig. 1 Caps located by registers (A) on the bedplate.
bearing. A second wide bearing is fitted towards the
centre of the bedplate on vee-form engines. These
bearings have a wide cap secured by four setbolts and
the bearing top and bottom halves are identical.
B C D
All the remaining bearings (Fig.2(C)), including an

outrigger (Fig.2(D)) outboard of the thrust bearing, are
narrow bearings with narrow caps each held by two
setbolts. The top bearing shell halves feature grooves
whereas the bottom halves do not.
All the bearing use precision-made thin-wall, steel- Fig. 2 Bottom halves of the wide (B), narrow(C) and
backed aluminium-tin shells, grooved for improved oil outrigger(D) bearings.
distribution, and each shell incorporates a tang
(Fig.3(E)) for accurate location in a slot within the
housing; two aluminium-tin half rings (Fig.4) are fitted,
one on each side of the lower shell at the flywheel-end
station, to control end float and to provide a thrust face E
for the crankshaft.
Maintenance
F-Interval Fig. 3 Each shell incorporates a tang (E)
NOTE:- Before removing crankcase doors see

PRECAUTIONS AGAINST CRANKCASE EXPLOSION.
1. Remove the main bearing caps and the top half

bearing shells, gaining access by removing the
crankcase doors. Mark the caps and bearing
shells to place if not marked already.
Fig. 4 Two aluminium-tin half rings

2. Inspect the mating faces of the caps and the

bedplate (Fig.5(F)) for bruises and other
damage, dressing as necessary.
3. Renew all of the bearing shells.
NOTE:- Lower half bearings must be removed one at

F
a time and replaced before the next is removed; this
ensures that the crankshaft is not left unsupported
over more than two crank lengths.
Fig. 5 Inspect the mating faces (F) of the cap &
3. When a lower half bearing is removed, inspect bedplate.
the crankshaft journal for marking or damage.
The journal surface should then be cleaned up
as necessary.
G - Interval
1. Carry out the same procedures as at 15,000

hours. Renew all bearing shells
H - Interval
1. Remove the crankcase, bearings and

crankshaft as described and examine the
crankshaft journals for wear as detailed in the
CRANKSHAFT (C03) instruction.
NOTE:- New main bearings of the correct undersize

must be fitted if the crankshaft is reconditioned.
2. Examine the bearings and, from the markings

on the linings, check that the crankshaft is
bedding evenly.
3. Assemble the bearings and caps to the

bedplate, fit the nuts and washers, to the
studbolts and tighten to the specified stretch
figure as detailed later in the instruction.
4. Measure the bearing bores (bearing housing

with the bearings fitted), using an inside
micrometer. Use an outside micrometer to
measure each crankshaft journal diameter and,
from the dimensions obtained, establish the
running clearance of each bearing. If variations
in shell thickness have occurred due to unequal
rates of wear between individual bearings, fit
new bearings throughout.
5. A bearing cap seats solidly on the bedplate only

when the nuts are correctly tightened, thus

“Nipping” the bearing in its housing, therefore

the bearing clearances must not be reduced by
filing the butt-faces of the bearings shells. An
allowance on the peripheral length of the
bearing shells, and tightening of the bearing
cap fixings to the correct stretch figure ensures
the necessary “Nip” and the correct running
clearances of 0.204 to 0.343 mm.
Dismantling
Fig. 6 Fit an eye bolt to the cap and lift.
Removing bearing shells (crankcase fitted)
1. Release the nuts and washers securing the

bearing cap to be removed.
2. Slacken the nuts on the caps adjacent to the

bearing being removed.
3. Screw an eye bolt into the bearing cap (Fig.6)

and by rocking and lifting at the same time raise
the bearing cap from the bedplate register.
4. Remove the bearing shell from the cap by

applying pressure at the end opposite to the
locating tang. Fig. 7 Turn out the bearing shell using a removal tool.
5. Turn out the lower half bearing shell, ensuring

the bearing half is turned out tang first, using
the bearing removal tool (Fig.7) inserted into
the crankpin oil hole.
Assembling the crankshaft lifting gear
The crankshaft lifting gear (Fig.8) includes equipment

which enables the shaft to be lifted whether the
connecting rods are fitted or have been removed.
To assemble the lifting gear, proceed as follows :-
1. Remove the crankcase doors adjacent to the

lower half bearing shell which is to be removed.
Fig. 8 Crankshaft lifting gear, assembled.
2. Assemble each of the two jacking bars and

jacking bar supports. The end of each jacking
bar with the machined groove must be fitted
into the support which has a tapped hole in its
upper face. Fit the retaining screw, to secure
each shaft at one end, and the keep plate and
retaining screws to the support at the opposite
end.
NOTE:-The longer jacking bar support is reversible

to allow for a 3.2 mm difference in height of support
nuts over the No. 1 crank position.

3. Fit the jacking bar assemblies at each side of

the crankcase over the ends of the studs
(Fig.9(A)).
4. Assemble the jacking beam, links, link pins and

jacking nuts as shown in Fig.8 then secure the
link pins and jacking nuts with the external
retaining rings. A
5. (Fig.10) Insert the jacking beam (B) under the

connecting rod (C) to be lifted and fit the jacking
bolts through the holes in the jacking bars,
screwing them evenly into the jacking nuts on Fig.9 Fit the jacking bar assemblies over the ends of the
the beam assembly until the beam comes into studs (A).
contact with the bottom of the connecting rod.
NOTE:-The equipment also includes a vee block

which is secured to the beam for lifting the
crankshaft (Fig.11(D)) when the connecting rod is
not fitted. The vee block is held in place by a
setscrew. C
6. (Fig.12) Turn the jacking screws gradually and

B
evenly until the crankshaft is lifted sufficiently
for the lower half bearing shell to be removed.
The jacking beam must be kept level
Fig.10 Lifting gear fitted under the con rod.
throughout the lift.
NOTE:-To avoid damage to the crankshaft, the

torque applied to the jacking screws must not
exceed 54 Nm
Removing bearing shells (crankcase removed)
1. Remove the bearing caps and the top half D

bearing shells.
2. Remove the thrust bearings, lift the crankshaft Fig.11 Lifting gear fitted under the crankpin (D).
out of the bedplate, then remove the lower half
bearing shells, applying pressure to the end
opposite the locating tang.
Assembly
General
Whenever main bearing caps have been removed, it is

essential to ensure that studbolt threads, nuts and the
contact faces of washers are coated with Anti-scuffing
paste prior to assembly. Fig.12 Turn the jacking screws gradually.

Assembling bearing shells

(crankcase fitted)
1. Wipe the shell backs and housings clean and

dry. When old bearings are re-used, ensure
that they are returned to their original positions.
New bearings should be marked to place for
future identification.
2. Completely slacken the fixings of the caps

adjacent to the station on which the bearings
are being replaced. Fit the crankshaft lifting Fig.13 Rotate the shell around the journal.
gear as previously described and raise the
crankshaft sufficiently to enable the lower half
bearing shell to be replaced.
3. Rest the shell on the crankshaft journal, with

the tang in correct alignment and rotate the
shell around the journal until it is located in its
housing (Fig.13) Lower the crankshaft and
remove the lifting gear.
4. Assemble the top half bearing shell and the

cap, then fit the assembly to the bedplate. Refit
the nuts and washers to the studbolts and
tighten to the correct stretch figure.
5. Retighten the nuts on the adjacent caps.
Assembling main bearings and crankshaft
1. Assemble the lower half bearing shells in the

bedplate, locating the tangs in the machined
slots.
2. Clean out the crankshaft oilways, coat the

bearing surfaces with clean engine oil (SAE30)
and lower the crankshaft into position.
3. Fit the main bearing top halves to the caps then

refit the caps to the bedplate, ensuring that the
locating pins are all on the same side; tighten
the cap fixings to the correct stretch figure, then
check and record the crankshaft endfloat.
Tightening main bearing cap fixings
CAUTION:- After refitting bearings at either overhaul,

inspection or repair, the crankshaft MUST NOT be
turned by even the smallest amount until the cap
retaining studs are properly tightened down.

Narrow bearings
Each of the bearing caps (Fig.14) is held by two

studbolts secured to the bedplate by special nuts,
washers, and Spirol spring pins. The lugs on each
special nut should locate on each side of the bedplate
diaphragm.
Proceed as follows :-
1. Coat the upper threads of the studbolts and the

washers and nuts, with Anti-scuffing paste (80- Fig.14 Narrow bearing cap secured by two studbolts.
400-06816-401). Fit the washers and nuts,
screwing the latter hand tight.
2. Measure the length of each studbolt (Fig.15) at

a bearing station, using the stretch gauge in
conjunction with the feeler gauges. Tighten
one nut to stretch the studbolt by 0.508 mm.
3. Stretch the second studbolt by the same

method and the same amount, then tighten
each nut in turn, a little at a time, to stretch both
bolts by 0.965 to1.016 mm.
Thrust and wide bearings Fig.15 Measure the length of each studbolt.
Each of these is held by four studbolts secured to the

bedplate by special nuts, washers, and Spirol spring
pins. Each pair of nuts should be interlinked to ensure
positive locking against each other.
1. Coat the upper threads of the studbolts, and the

washers and nuts, with Anti-scuffing paste (80-
Fig.16 Measure the length of each wide bearing studbolt.

2. Measure the length of each studbolt (Fig.16)
and, working clockwise in the sequence shown
in (Fig.17), tighten each nut to stretch its bolt by
0.508 mm. Continue in the same sequence, 1 2
tightening each a little at a time until all bolts
are stretched by a maximum of 1.016 mm. with
a minimum of 0.965 mm.
Outrigger bearing
The bearing cap is held by two studbolts secured to the

bedplate by special nuts, washers, and Spirol spring 4 3
pins. The lugs on each special nut should locate on each
side of the bedplate diaphragm. Fig.17 Tighten in the sequence shown.

1. Coat the upper threads of the studbolts and the

washers and nuts, with Anti-scuffing paste (80-
2. Measure the length of each studbolt, using the

stretch gauge in conjunction with the feeler
gauges. Tighten one nut to stretch the studbolt
by 0.254 mm.
Stretch the second studbolt by the same method and the

Fig.18 Lower half of the outrigger bearing shown fitted to
same amount, then tighten each nut in turn, a little at a the bedplate.
time, to stretch both bolts by 0.457 to 0.508 mm.
Special tools
Tee adaptor handle

(main bearing bolts) 86.361.02172.710
Stretch gauges 80.361.02375.C01 & C03
Jacking screw (2 off) 80.361.02124.729
Crankshaft jacking
equipment 80.361.02342.C03
Bearing removal tool 80.361.02484.300
Data
Running clearance,
main bearings (including
outrigger when fitted) 0.204/0.343mm
Main bearing housing

(without bearing) 238.09/238.13mm
Crankshaft endfloat in
thrust bearing 0.152/0.356mm
Main bearing bolt stretch*

Thrust & wide & narrow 0.965/1.016mm
Outrigger 0.457/0.508mm
* Refer to Fig.17 for tightening sequence

Flywheel C07
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Flywheel removal
Page 3 Alignment
Page 3 Flywheel refitting
Page 4 Gear ring removal – one piece type
Page 4 Gear ring replacement – split type
Page 6 Gear ring removal – split type
Page 6 Data
Flywheel Ruston RK270
Introduction
The flywheel is mounted on the drive end of the

crankshaft and carries a gear ring for starting and
provides a coupling point for the driven
Machinery (Fig.1).
Markings on the outer face of the flywheel indicate ‘Top

dead centre’ of all cylinders and 10 degree intervals
based on top dead centre of number one front cylinder.
To ensure the flywheel is fitted in the correct angular
position to the crankshaft one coupling bolt hole is offset.
Fig.1 Flywheel, gear ring and coupling.
The flywheels are factory fitted with a one piece gear
ring, split gear rings will be supplied as replacement
items.
For information on flexible couplings reference should be

made to the manufacturers literature.
Maintenance
There are no specific maintenance periods, but the

condition of the gear ring and the flexible coupling
should be checked at intervals for signs of damage or
wear.
A
Flywheel removal
1. Remove the bolts attaching the drive coupling Fig.2 Remove the drive coupling bolts (A).
to the flexible coupling (Fig.2).
2. Slide the drive coupling away from the flexible

coupling.
NOTE:- If this is not possible it may be necessary to

move the driven machinery on its mountings to
provide room for removing the flexible coupling.
3. Remove the bolts retaining the flexible coupling

and remove the coupling.
4. Remove the bolts retaining the flywheel and

remove the flywheel, taking care not to lose the
dowels.
5. If required the starter ring can now be removed

from the flywheel as described later.

Alignment
Although the flexible coupling is designed to operate

under conditions of misalignment its life, and that of
adjacent machinery, will be improved if initial alignment
is as accurate as possible.
The following information is given as a guide. The

coupling manufacturers information should however be
consulted first.
1. Measure and record the total thrust clearance

of the crankshaft and driven equipment shaft.
2. (Fig.3) Determine dimension ‘L’ as follows:-

Flywheel thickness ‘A’ plus coupling thickness
‘B’ plus half crankshaft thrust clearance plus
half driven machinery thrust clearance.
NOTE:-The flywheel thickness ‘A’ is stamped on the

flywheel adjacent to the engine number.
3. Align the engine and driven machinery on the Fig.3 Alignment diagram
same horizontal and vertical planes,
maintaining dimension ‘L’.
4. Fit two dial indicators (Fig.4)
5. Bar the engine round and note the reading of

each gauge with No.1 cylinder T.D.C. and then
at B.D.C. The dial gauge readings on both the
faces and circumference of the engine flywheel
are to be within 0.1mm of the total indicator
readings.
6. When the alignment is correct mark the driven

machinery mounting for later alignment. Fig.4 Fit two dial indicators
Flywheel refitting
Refitting is a reversal of the removal procedure taking

note of the following points.
1. Replace the gear ring as described later.
2. Tighten all bolts to the torques quoted in DATA.
3. Align driven machinery to the alignment marks.
4. If using the special extension ring spanner

(Fig.5) to tighten the coupling to gearbox bolts,
the torque applied to the nuts is greater than
Fig.5 Special extension ring spanner

that shown on the torque wrench dial. To

calculate the correct reading use the following
formula.
Dial reading = True torque x L

(L + E)
When using the extension spanner, keep the extension

in line with the axis of the wrench, to ensure that the
correct torque is applied.
Fig.6 Remove the securing bolts.

Gear ring removal - one piece type
The one piece gear ring can be removed from the

engine without disconnecting the driven equipment as
follows.
Remove all the securing bolts (Fig.6) and using the four
tapped holes jack the gear ring off the flywheel (Fig.7).
In the root of two teeth, on opposite sides of the gear

ring, are slots provided for cutting the gear ring (Fig.8).
Clamp the gear ring to the flywheel in a suitable position

and saw through the slots and remove the two halves. Fig.7 Jack the gear ring off the flywheel
Gear ring replacement- split type
1. Support the gear ring on a large flat surface.
2. Dismantle the fishplates by removing the bolts

and tab washers (Fig.9), then replace and
tighten the bolts.
B
3. Working from the back face of the gear ring,

drive the dowels through until only their
Fig.8 Slots (B) are provided for cutting the gear ring.
chamfer projects from the fishplate.
4. Remove the bolts securing the fishplates to the

gear ring halves and inspect the joints and
remove any burrs.
5. Attach the fishplates to one half of the gear ring

using only the outer dowel for location.
6. Attach the gear ring half without fishplates to

the flywheel, using one bolt adjacent to the first
joint to be made.
7. Fit the matching half gear ring, locate by means

of the projecting dowel, tap the dowel flush. Fig.9 Remove the fishplate bolts and tab washers.

8. Fit the two outer fishplate securing bolts,

leaving them less than finger tight.
9. Remove the gear assembly and rotate it to a

convenient point to work on the second joint.
10. Pull the joint together until the protruding dowel

can be located in the gear ring, tap the dowel
flush.
11. Fit the two outer fishplate securing bolts,

Fig.10 Gear ring and fishplate
leaving them less than finger tight.
12. Mount the gear ring 8mm away from the

flywheel, using two suitable spacer washers
and the two longer ring-to-flywheel bolts
through hole at 90O to the joints.
13. Ensure that both fishplates are seated on the

gear ring face and attach the clamp tool
(Fig.11). C
14. Position the clamping plate (Fig.11(C))

between the jacking bolts and the gear ring D
teeth.
15. Tighten the jacking bolts evenly and

progressively until the remaining dowels can be
Fig.11 Attach the clamp tool.
fitted. a special cam ended location tool is
provided to aid alignment (Fig.11(D)).
16. Release the jacking bolts, remove the clamp

and fit the tab washers and bolts to secure the
fishplate, do not tighten the bolts.
17. Bar the engine round and repeat the

operations 14 to 16 on the second joint.
18. Remove the spacing washers, fit the gear ring

to the flywheel and, beginning at 90 deg. to the
joint, replace all the gear ring retaining bolts
and washers with the exception of those at the
joints.
19. Tighten and lock the fishplate-to-gear ring bolts

securing bolts and fit the longer bolt and tab
washer to the joints.
20. Check the tightness of all bolts before

attempting to start the engine.

Gear ring removal - split type
1. Bar the engine round to provide access to one

fishplated joint, untab all the five bolts and
remove the centre bolt securing the gear ring to
the flywheel.
2. Remove the tab washers from the bolts

securing the fishplate to the gear ring, replace
and tighten the bolts.
3. Bar the engine round removing the bolts

securing the gear ring to the flywheel until the Fig.12 Fit the dowel extraction tool and with the jacking
first fishplate is reached. screws remove the dowels.
4. Attach the dowel extracting tool to the fishplate

and using the jacking screws, lift the gear ring
off the flywheel spigot.
5. Push out all four dowels by means of jacking

screws in the dowel extracting tool (Fig.12).
6. Attach the dowel extracting tool to the other

fishplate and remove the dowels.
7. Remove the dowel extracting tool and remove

the bolts securing the fishplate to the gear ring
allowing it to part into two halves.
Data
Flywheel to crankshaft
bolt torque 1900Nm
Flexible coupling adaptor ring

to flywheel bolt torque 335Nm
Flexible element to
adaptor ring bolt torque 675Nm
Gearbox to coupling
bolt torque 1300Nm

Extension shaft and T.V. Damper C08

suppliers literature at the end of this instruction
Manufacturer – Geislinger
Model – D79/4/1 (Ruston part number 80.348.01125.100)
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Dismantling
Page 2 Data
Extension shaft and TV Damper Ruston RK270
Introduction
The torsional vibration damper is of a spring and sleeve design with engine oil used to give hydraulic damping.
The damper is mounted on the free end of the crankshaft and housed within the pump drive casing.
Maintenance
For full information on this component refer to the suppliers literature at the end of this instruction.
C – Interval
Visually inspect for oil leakage
F - Interval
Inspect spring packs
Dismantling
1. Ensure adequate lifting equipment is available.
2. Before removing the pump drive casing check and record the amount of backlash between the main
drive gear and the idler gears.
3. Refer to the Auxiliary drive casing section (B04) for removal.
4. Refer to the Damper suppliers literature for removal, maintenance and assembly.
Data
Coupling bolt torque 1084Nm

400100EN.DOC CONTENT
CONTENT
1. APPLICATION OF THE GD4 - DAMPER 3
2. SAFETY INSTRUCTIONS 4
3. TRANSPORT AND LIFTING INSTRUCTIONS 5

3.1. Transport instructions 5
3.2. Lifting appliances 5
3.2.1. High-strength lifting appliances 5
3.2.2. Eye bolts according to DIN 580 5
3.3. Tapped holes for lifting purposes 6
3.3.1. Usage of tapped holes for general purposes 6
3.4. Lifting instructions 6
4. PACKAGING AND STORAGE 7

4.1. Original packaging 7
4.2. Storage instructions 7
5. PRODUCT DESCRIPTION 8
6. UNPACKING 9
7. DAMPER MOUNTING INSTRUCTIONS 10

7.1. Preparations prior to assembly 10
7.2. Installation 10
8. INITIATION 11
9. DAMPER DISMOUNTING 12
10. DISASSEMBLY OF THE DAMPER 13
11. ASSEMBLY OF THE DAMPER 14

11.2. Assembly 14
12. INSPECTION 16
12.1. Oil quality / engine oil change 16
12.2. Total inspection of the damper 16
© Copyright Dr. -Ing. GEISLINGER & Co -1-

13. PERMISSIBLE WEAR OF THE DAMPER ITEMS 17

13.1. O-ring item 850 17
13.2. Inner star groove - inner ends of the spring blades 17
14. TROUBLESHOOTING 19
15. OPERATING CONDITIONS 20
16. ORDERING SPARE PARTS 21
17. APPENDIX 22

400100EN.DOC APPLICATION OF THE GD4 - DAMPER
1. APPLICATION OF THE GD4 - DAMPER
The product in question is an GD4 torsional vibration damper
It is specially designed and keyed to suit the designated machinery only.
Inproper or faulty installation may cause a reduction of the expectable life time of the product.
ATTENTION !
The installation of the damper in other machinery as the designated machinery can cause damage to
the machinery and the damper.

400100EN.DOC SAFETY INSTRUCTIONS
2. SAFETY INSTRUCTIONS
Execute all kinds of work at or around the product only
− with skilled personnel

− at standstill of the machinery
− under adherence to the valid instructions for
• safety regulations
• accident prevention
The product is to be lifted and handled only by persons
− having the required licence

• to work with cranes
• to drive industrial trucks
− knowing the additional transport and lifting instructions
• according to the instruction handbook
• and the assembly drawing

400100EN.DOC TRANSPORT AND LIFTING INSTRUCTIONS
3. TRANSPORT AND LIFTING INSTRUCTIONS
3.1. Transport instructions

− Move the product horizontally only
− Do not tilt the case or pallet
− Avoid hard shocks at transport
− Lifting speed is max. 50 m/min
− Do not damage packaging and protection
3.2. Lifting appliances
3.2.1. High-strength lifting appliances

They are
− delivered with the product

− paínted red
− capable of being loaded in all directions
− to be used according to the instructions
• on the assembly drawing
• or the lifting sketch.
3.2.2. Eye bolts according to DIN 580

They are
− not included in the delivery

− not loadable lateral to the ring plane
• of DIN 580
= on the assembly drawing or the lifting sketch

3.3. Tapped holes for lifting purposes
These are indicated with on the assembly drawing
Attention ! Use such marked threads only !
3.3.1. Usage of tapped holes for general purposes

− Remove bolts
− Mount the lifting appliances and lift coupling
− Dismount the lifting appliances and mount the bolts under adherence to
• the tightening torques
• the tightness instructions
• and the safety instructions according to the assembly drawing
3.4. Lifting instructions

Lift the product only
− with the provided lifting appliances ( see chapt. 3.2 )

− with adequate and approved lifting devices of other kind ( cables, chains, carrying straps ) if
necessary
− after mounting the lifting appliances in accordance with the regulations
− at the declared tapped holes shown on the assembly drawing ( see chapt. 3.3 )
− always at two points at the same time (if not otherwise stated)
− with the best possible equal load distribution
Lifting sketch
β = max. 60°
Conditions for special lifting appliances see
assembly drawing !
Attention !
Do not lift the product with one lifting
appliance only !

400100EN.DOC PACKAGING AND STORAGE
4. PACKAGING AND STORAGE
4.1. Original packaging

All metal parts are
• inhibited against corrosion

• wrapped in a rust inhibiting paper
• sealed in a polyethylene sheet
− All parts are packed in soft wooden cases
Disposal of packaging
The packaging can be recycled.
4.2. Storage instructions

− Do not damage packaging or protection
− Do not stack or place heavy objects on the product
− Store product dry; The max. permissible relativ humidity is 85%
− Avoid more then 25° Celsius variation in temperature
Attention !
If the packaging of the parts is damaged or the parts are unpacked, the parts must be
− either fitted into the installation within the next 100 hours
− or repacked

400100EN.DOC PRODUCT DESCRIPTION
5. PRODUCT DESCRIPTION
The Geislinger GD4 damper is a spring coupled torsional vibration damper with an internal hydraulic
damping system
Radial arranged leaf springs (1) transmit the elastic torque from the damper inner member to the
damper outer member. The torsional vibrations are damped concurrently by oil displacement from
one chamber (A,B) into the adjoining one.
The leaf springs (item 1) are clamped at their outer ends between the intermediate pieces (item 2)
due to a press fitted clamping ring (item 3). The inner ends of the spring packs (item 1) reach into
axial grooves of the inner star (item 12) such engaging the inner and outer member of the coupling.
The chambers A and B which are formed by the intermediate pieces (item 2) and the spring packs
(item 1) are filled with oil. If a torque twists the outer and inner member against each other the spring
packs will be deflected. This changes the volume of the oil chambers (A,B) and the oil will be
displaced from one chamber into the adjoining one through narrow gaps. The oil flow resistance
retards the relative movements of the two coupling members and dampens the vibration amplitudes.
Both plates (5,7) of the damper outer member and the sealings inserted therein hold the oil so that
the oil pressure which is to be used can build-up.
3
2
1
5
1

400100EN.DOC UNPACKING
6. UNPACKING
− Remove damper from the packing case
− Remove polyethylene sheet and rust inhibiting paper from damper
NOTE !
Loose parts which are enclosed in the package must not be thrown away with the packing material
(e.g. bolts, lifting appliances, sealings etc...)

400100EN.DOC DAMPER MOUNTING INSTRUCTIONS
7. DAMPER MOUNTING INSTRUCTIONS
7.1. Preparations prior to assembly

− Check the damper for possible transport damage.
− Mount the lifting appliances (730) acc. to the lifting appliance mounting instructions. Clean the
surfaces underneath prior to mounting
− Bring the damper into a vertical position first (damper centre line is horizontal)
− Remove the rust inhibitor from all joint faces i.e. centering shoulders/recesses.
ATTENTION ! Do not damage or injure the parts during cleaning !

− Clean all oil supply and oil return holes of the damper and the crankshaft. Remove adhesive tape
or any other objects if existing.
− Oil carefully the sealing surfaces of the crankshaft O-rings with engine oil (class 15W40)
7.2. Installation
− Mount the damper as shown on the assembly drawing.
ATTENTION ! Do not damage or injure the centering shoulders and sealing surfaces during
mounting !
© Copyright Dr. -Ing. GEISLINGER & Co - 10 -

400100EN.DOC INITIATION
8. INITIATION
Check before first trial run
Use the prelubrication pump to supply the damper with pressure oil until oil escapes from the venting
holes. For position and number of venting holes see assembly drawing.
ATTENTION !
If no oil escapes from one or more venting holes, execute the instructions as stated in chapter 13.2.
Most dampers have tapped holes on flange or lateral plate to mount a pressure gauge onto the
damper. There the oil pressure can be meassured at the standstill of the engine.

400100EN.DOC DAMPER DISMOUNTING
9. DAMPER DISMOUNTING
− Withdraw the crankshaft bolts (do not remove them)
− Mount the lifting appliances (730) onto the damper and suspend the damper on the crane.
− Remove the crankshaft bolts
− Insert forcing bolts into the damper inner star (9) and push back the damper from the crankshaft
flange slowly and evenly
dismounting !
− Rest damper onto lateral plate (5). (damper centre line vertical)

400100EN.DOC DISASSEMBLY OF THE DAMPER
10. DISASSEMBLY OF THE DAMPER

ATTENTION !
Open damper main bolts (750) only if it is required (e.g. for a total spring inspection)
The concentricity setting of the damper outer member will be lost, if no centering shoulders exist
between the spring assembly (1,2,3) and lateral plates (5, 7)
− Remove damper main bolts (750)
− Remove lateral plate (7)
− Remove spring assembly (1, 2, 3)
− Remove inner star (9)
Now a complete inspection of the damper can be carried out.
ATTENTION !
The exchange of damaged or worn spring packs(1) requires dismounting and refitting of the clamping
ring (3). Such work is to be carried out only at the manufacturer's works or by a Geislinger service
specialist

400100EN.DOC ASSEMBLY OF THE DAMPER
11. ASSEMBLY OF THE DAMPER

− Clean every single part carefully.
ATTENTION !
All oil supply and venting holes must be clean and free of dirt
− Exchange all seals (O-rings...)
− Exchange all disc springs (810) of the coupling main bolts (750)
− Grease carefully all O-rings (850 ,851) and the appropriate grooves with silicone grease
MOLYKOTE 111 or equivalent
− Insert O-rings (850 and 851) into the appropriate grooves in flange (5) and side plate (7)
− Coat inner-star (9) running surface of O-ring (850) carefully with MOLYKOTE D3484 paste or
equivalent
ATTENTION !
The coated running surfaces of O-ring (850) must be dry before damper assembly
− Coat rest of inner-star (9) with ANTICORIT OHK 380A or equivalent
− Apply MOLYKOTE 1000 paste or equivalent to the threads of the damper main bolts (750)
11.2. Assembly
− Place flange plate (5) onto the centering table (O-rings are visible)
− Place spring assembly (1, 2, 3) onto the flange plate (5)
− Insert inner-star (9)
− Place lateral plate (7) onto spring assembly (1, 2, 3)
− Center flange plate (5), spring assembly (1, 2, 3) and lateral plate (7) according to the permissible
concentricity values as stated on the assembly drawing.
NOTE !
An excess of 30% of the stated circularity value is still permissible, if no unbalance problems arise
from that.
− Apply enough LOCTITE 275 onto both sides of the disk spring (810)
ATTENTION !
The disk springs (810) and the apropriate seat-engaging surfaces must be dry and free of grease
(oil)
− Mount the damper main bolts (750) according to the mounting instructions as stated on the
assembly drawing

− Check the concentricity settings as stated on the assembly drawing again
ATTENTION !
from that. Exceeding this limit requires remounting and correction to obtain better values.
Remove damper main bolts (750)
• Exchange disc springs (810) and clean the apropriate seat-engaging surfaces. All seat-
engaging surfaces must be dry and free of grease (oil))
• Apply enough LOCTITE 275 onto both sides of the disk springs (810) and mount the damper
main bolts (750)
• Check the concentricity settings as stated on the assembly drawing again. (Repeat the
assembly of the damper outer member again if the permissible concentricity values are
exceeded.

400100EN.DOC INSPECTION
12. INSPECTION
12.1. Oil quality / engine oil change

Check the oil quality at regular intervals.
Bad oil quality or a water mix - especially seawater - with the engine oil can cause damage to the
damper. That reduces the life time of the damper rapidly.
Carry out the required activities according to chapter 14 if bad oil quality is present or an oil change is
to be carried out.
12.2. Total inspection of the damper

Carry out a total inspection according to the
− given inspection intervals

− and the inspection instructions
INSPECTION INTERVALS AND INSTRUCTIONS

st
1 inspection after 12.000 hours based on normal service conditions
28.000 – 30.000 40.000 – 60.000

kind of inspection kind of inspection
dismount damper carry out a 30.000 service hours inspection

separate damper inner member from damper carry out additionally :
outer member (do not disassemble damper disassemble damper outer member
outer member) service or replacement of spring packs (1) and
clean all parts, especially oil supply.- and inner star (9)
venting holes
replace all accessible rubber seal rings ATTENTION !
replace all disc springs and lockwashers of the A disassembly of the damper outer member is to
dismounted bolts be carried out by a Geislinger service station or
check the permissable wear by Geislinger
according to chapter 13
parts which are exposed to wear may have to
be refurbished or exchanged if required
If an inspection should show that more than 50% of the wear limits have been
consumed within one inspection interval only, the following inspection interval is
to be reduced in time by assuming a linear wear rate
The inspection intervals are depending on the different specific

operating conditions.
NOTE
Regular inspection and supervision of the damper allows for advanced planning and
the ordering of spare parts in time !

400100EN.DOC PERMISSIBLE WEAR OF THE DAMPER ITEMS
13. PERMISSIBLE WEAR OF THE DAMPER ITEMS
13.1. O-ring item 850

− The total wear must not exceed 10 % of the rope diameter "d"
(see fig.) 0.1 x d
− The total wear is the sum of

the wear of the O-Ring
+ the depth of the run-in grooves on inner star
+ the depth of the run-in grooves on the lateral plates ( 5 or 7 )
− O-Ring nominal diameter see parts list d
13.2. Inner star groove - inner ends of the spring blades

The total wear – inner star groove / inner ends of spring blades - must not exceed the value „w“ as
stated on the assembly drawing or the appended data sheet
Testing tool
A measuring wedge is to be used as a testing tool. The measuring wedge is to be produced by the
customer if no measuring wedge is supplied by Geislinger.
Use the following sketch to produce a measuring wedge.
ca. 80mm
“GO” side “NOT GO” side B

wedge length
gradient 1:30
hole for
dismounting
thickness thickness
of central shim – 0.2mm of central shim + “w”
tolerance ±0.05 mm tolerance ±0.02 mm
The thickness of the central shim, the wear dimension „w“ and the width of the measuring wedge „B“
are stated on the assembly drawing or the appended data sheet.

Measuring wear measuring w edge

spring pack
Measure approximately every fourth spring pack
Place the measuring wedge between the inner ends of

the spring blades resting the wedge on the groove
bottom.
Press by hand or use a soft hammer to force the

inner star
measuring wedge along the inner star groove, until the
spring tips rest on both groove faces.
The further the measuring wedge can be pressed

between the spring blades the greater is the wear of the
inner star groove and the spring blades.
NOTE :
Half wedge length means half wear, three-quarters wedge length means three-quarters wear,
and so on ....
Replace inner star and spring packs if the measuring wedge can be pressed between the spring
blades over the total wedge length.

400100EN.DOC TROUBLESHOOTING
14. TROUBLESHOOTING
Inspected condition Corrective measure
Pressure oil supply with the prelubrication pump; Dismount damper; Check oil supply holes on
No oil escapes from one or more venting holes the damper and on the crankshaft; Free oil
discharge must be guaranteed
Total wear of the O-Rings (850) does not Exchange O-ring(s); Smooth and polish the
exceed the permissible value of wear run-in grooves
Total wear of the O-Rings (850) exceeds the Exchange O-ring(s) and exchange or repair
permissible value of wear worn parts. (Clarify repair with Geislinger or a
Geislinger service station)
The total wear at the spring tips (engagement Exchange inner star (9) and spring assembly
with inner star grooves) exceeds the permissible (1, 2, 3)
value "w"
Bad oil quality / oil change or higher water Remove venting screw (756) (if existing)
content in the engine oil as permitted Drain damper totally ( drain hole in 6 o’clock
Effect: no damage to the engine bearings position)
Fill up damper with fresh engine oil and drain
damper again; repeat flushing several times
Bad oil quality or higher water content in the Carry out a 28.000 – 30.000 service hours
engine oil as permitted inspection according to chapter 12.2
Effect: damage to the engine bearings
Assemble the damper according to the mounting instructions

as stated in chapter 11 (assembly of the damper)

400100EN.DOC OPERATING CONDITIONS
15. OPERATING CONDITIONS

− Required oil pressure at oil inlet of damper : according to TVC
− Permissible ambient temperature : -20°C bis 120°C

400100EN.DOC ORDERING SPARE PARTS
16. ORDERING SPARE PARTS
ATTENTION !
Use original GEISLINGER spare parts only
Supply the following information to allow an exact identification of the product
− The damper designation (→ see type plate, mounted on the damper outer member)
− Works number of the damper (→ see type plate)
− Drawing number of the parts list
− Item number of the replacement part
− Name of the replacement part
− Number of pieces required
Example
Designation D 44/1/1
Works no. OJY 001/98
Parts list no G4 10033
Item number of replacement part 850
Number of replacement parts 1
Name of replacement part O-ring 22 x 328

400100EN.DOC APPENDIX
17. APPENDIX
This instruction hand book contains the following supplement :
− MANUFACTURERS DECLARATION
− TECHNICAL DATA SEE ASSEMBLY DRAWING
− ASSEMBLY DRAWING
− PARTS LIST
− DATA SHEET „WEAR OF SPRINGS AND INNER STAR GROOVE“ ( if no permissible wear of
springs is stated on the assembly drawing )
− GUARANTEE
− LIST OF SERVICE STATIONS

900300EN.DOC WEAR OF SPRINGS AND INNER STAR GROOVE
Wear of springs and inner star groove
Type : D 79/4/1
1.5 Thickness of central shim

B=8
Permissible total wear; engagement

spring with inner star groove
Measuring wedge
W = 0.6
1.10.99 AM
© Copyright Dr. -Ing. GEISLINGER & Co

Type : _____________________
Thickness of central shim

B=

Measuring wedge
W = ______

Barring gear C09
Contents
Page 2 Introduction
Page 2 Maintenance
Barring gear Ruston RK270
Introduction
The engines are fitted with a manually operated barring

mechanism (Fig.1) to enable the engine to be turned
during maintenance or inspection procedures.
The equipment consists of a bracket and gear assembly

mounted on the crankcase together with an interlock
valve and mounting bracket. The interlock valve is fitted
to prevent operation of the starter motor when the
barring gear is engaged.
Fig.1 Barring gear as fitted to the RK270 engine
The gear assembly consists of a gear shaft and gear

arrangement mounted in a larger eccentrically bored
shaft and retained by two circlips.
The larger shaft is made eccentrically to permit

engagement and disengagement of the gear on the
inner shaft with the gear ring on the flywheel. A handle is
fitted to enable the gear position to be changed and a
spring loaded plunger locks the gear in either position.
The gear shaft is hexagonal on the gear end to enable a
ratchet handle to be used for turning the flywheel when
the gear is engaged.
Fig.2 Crankshaft locking tool

A crankshaft locking tool (Fig.2) is available to prevent
the engine from turning when the barring gear is
engaged and this should be fitted whenever work is
undertaken inside the crankcase.
NOTE:- With the locking tool fitted (Fig.3), the

barring gear cannot be disengaged and because of
the interlock valve arrangement, the starter motor
cannot be operated.
The barring gear can be converted to power operation

by connecting an air motor and socket in place of the
rachet handle. It is important that an impact wrench is
NOT used and that the motor used is fitted with a torque
reaction bracket.
Fig.3 Locking tool fitted to the barring gear.

Maintenance
The only maintenance necessary is regular inspection of

the pinion teeth for wear and damage and frequent
lubrication.

Cylinder head D01
Contents
Page 2 Introduction
Page 2 Maintenance
Page 3 Removal
Page 4 Dismantling
Page 4 Overhaul replacement procedure
Page 7 Assembly
Page 7 Refitting
Page 8 Inspection after initial running
Page 9 Data
M7D01004.DOC Page 1 of 9
Cylinder head Ruston RK270
Introduction
The individual cylinder heads, of SG iron, are secured to

the crankcase by six studs and a joint ring is fitted
between the cylinder head and the cylinder liner to form
a gas tight seal.
Cylinder heads are water cooled, the water being fed

from the crankcase to each cylinder head through
external connectors into the internal passages.
Each cylinder head carries two inlet valves and two

exhaust valves together with the necessary split collets
and springs and a fuel injector housed in a tube. A
compression relief or release valve can be fitted if
Fig.1 Cylinder head as fitted to the engine.
required and provision is made for fitting an indicator
cock.
The valve seats are hard-alloy inserts pressed into the

cylinder head. The Inlet and exhaust valves are made of
heat-resisting steel and work in detachable guides, each
valve being loaded by an inner and an outer spring, with
each pair of springs sandwiched between an upper and
lower spring plate, locked to the valve by a pair of split
collets.
When a compression relief valve is fitted the valve plug

can be slackened two or three turns to assist turning the
engine.
Maintenance
B - Interval
Check valve tappet clearances. Check joints for leaks

with the engine running. Check the oil supply to the
valve gear. Check the relief valve for leaks.
D - Interval
Renew rocker cover joints.
Fig.2 Cylinder head components

F - Interval
Remove the cylinder heads and decarbonise the

combustion faces and crack detect.
By means of a long drill, or other suitable tool, clean out

the compression release/relief valve drilling in each
cylinder head.
M7D01004.DOC Page 2 of 9 Section D01

Check the condition of the injector tubes, valve seat

inserts and valve guides replacing where necessary.
Check the condition of the valves and springs , ensure

that the end coils of the springs are square to the axis.
Compare the free length of the springs with the figures in
DATA, renewing springs as necessary.
Examine the inlet valve seats; reface if necessary.
Renew the exhaust valves and seats.
Water test the cylinder head to a pressure of 7bar.
Check that the cylinder head to liner joint ring has not Fig.3 Remove the injector and replace sealing washer.
indented the joint face of the cylinder head.
Renew the flexible hoses and push rod seals.
G - Interval
Renew the inlet valves and seats as necessary.

A
Removal
1. Drain down jacket cooling water system.

B
2. Remove fuel pipe cover.
Fig.4 Remove the exhaust manifold bolts (A) and water
3. Remove fuel pipe. inlet connections (B).
4. Remove cylinder head top cover.
5. Release the injector clamp and remove the fuel

injector (Fig.3).
Note:- Remove injector sealing washer from bottom

of injector tube and fit new washer and 'O' ring seals
when refitting.
6. Remove the rocker assembly, see VALVE

GEAR instruction.
7. (Fig.4(A)) Remove the bolts securing the air

bend and exhaust manifold to the cylinder
head.
8. (Fig.4(B)) Remove the water inlet connection

from the cylinder head and remove the
necessary water rail sections.
9. Remove the compression release/relief valve, if

fitted, and the cylinder head stud caps.
10. Release clips on pushrod tube gaiters.

11. Fit the hydraulic tensioners (Fig.5) to alternate

nuts and connect the hoses to the tensioners
and the hand pump. Open the valve on the
hand pump and tighten down the tensioners
fully to compress the hydraulic jacks. Release
the tensioners by one half turn (180O). Close
the valve on the hand pump and raise the
pressure to 1275bar. Using a tommy bar
release the cylinder head nuts (Fig.6). Repeat
the above steps on the remaining cylinder head
nuts.
Fig.5 Hydraulic jacking gear fitted to the cylinder head
12. Insert lifting eye bolts in the tapped holes in the
cylinder head and, taking care not to damage
the cylinder head studs, use suitable lifting gear
to lift off the head.
13. Remove and discard the cylinder head to liner

joint.
CAUTION:-
Take care not to damage the sealing face on the
cylinder head or damage the injector nozzle if still
fitted.
Fig.6 Release the cylinder head nuts with a tommy bar.
Dismantling
Valves and springs
1. Fit the valve spring compressing tool (Fig.7)

and screw down evenly by means of the hand
nuts until the valve spring plates are depressed
enough for the split taper collets to be removed.
2. Extract the collets then release the hand nuts

on the tool evenly; remove the tool and
withdraw the valve springs and plates.
Fig.7 Fit the valve spring compression tool.
3. Examine the valve guides, valves, valve seats
and injector tube. Replace these as necessary
in accordance with instructions in OVERHAUL
AND REPLACEMENT PROCEDURES. 33mm
125mm
Overhaul replacement procedures
Valve guides
17.5mm 25mm
1. Invert the head and using a press together with
a rod, (Fig.8) push out the old guide. Fig.8 Rod dimensions to push out guide

2. Inspect the new guide to ensure that it is clean

and undamaged, particularly on the top and
bottom edges , then coat it with anti scuffing
paste.
3. (Fig.9) Turn over the head and using the valve

guide insertion pad, press the guide (C) into the
cylinder head, from the top until the top of the
guide is 45mm from the top of the cylinder
head. C
CAUTION:-
The edges of the guide must be left sharp and,
Fig.9 Press the guide into the cylinder head.
although care must be taken to remove burrs from
the edges, they must not be radiused.
Bridge piece guides
1. Screw the stem of the extractor into the bridge

piece guide and, sliding the block smartly up D
the stem and against the collar, knock out the
guide.
2. Examine the new guide for burrs and other

damage, clean up as necessary and coat with
anti scuffing paste on the fitted portion of the
guide.
3. (Fig.10) Enter the guide (D) into its bore, fit the Fig.10 Enter the guide (D) into its bore.
insertion tool and press the guide into place.
Injector tubes
Removal
1. Place the cylinder head on its side so that the

tube is horizontal and, with a 1.5in BSP tap,
thread the end of the tube for a depth of 50mm.
2 Screw a suitable plug into the tapped portion of

the tube, insert a drift 17.5mm diameter and
330mm long and drive out the tube.
NOTE:- Although a 'full' thread is not produced when

tapping the hole, it will be found sufficient to enable Fig.11 Tap home the injector tube.
the tube to be extracted.
Replacement
1. Clean out the tube housing in the cylinder head.

Ensure that the new tube is clean and free from
burrs or other damage then force it fully home
in the housing (Fig.11).

2. The injector tubes must be rolled to secure

E
them in the cylinder head as follows. G
3. (Fig.12 & 13) Use the bottom expander (E) roll

out the lower end of the tube then use the top
expander (F) to roll out the upper end of the
tube into the head casting.
4. Water test the cylinder head to a pressure of 7

F
bar.
Fig.12 Top (F) and bottom (E) expanders with the
Valve seat inserts injector tube (G).
When a valve seat insert is worn to the limit or damaged

it should be renewed as follows.
1. (Fig.14) Fit an extraction tool to the cylinder

head and withdraw the seat
NOTE:- If an extraction tool is not available, grind

away the insert locally by means of a hand grinder
fitted with a very thin wheel, taking care not to
damage the cylinder head. Break the thinned section
with a hammer and chisel.
Fig.13 Expand the bottom of the injector tube
CAUTION:- Do not use an electric arc to soften an
insert or to initiate its break-up as there is
considerable risk of damage to the head. (2) Wear
protective clothing when using liquid nitrogen.
2. Immerse the valve seat insert in liquid nitrogen

before fitting the seat to the cylinder head
(Fig.15). If liquid nitrogen is unavailable press
or draw the new insert into the cylinder head.
3. To ensure correct seating of the valve seat

insert lightly coat the insert with Engineers
Blue. Fit the appropriate valve and semi-rotate
Fig.14 Fit an extraction tool to the cylinder head and
before removing. Check for Engineers Blue on
withdraw the seat.
the valve and insert indicating a full contact. If a
good seating has not been achieved grind in
the valve seat insert.
Cup plugs
These normally require no maintenance but if, because

of water leakage, it becomes necessary to change one
proceed as follows.
1. Remove the old cup plug.
2. Clean out the hole, removing all traces of old

sealant. Fig.15 Refit the valve seat insert.

3. Coat the outer edges of the cup plug with

Hydraulic sealant (11/P400/5468/4).
4. Press the cup (H) into position (Fig.16).
Assembly
H
1. Coat the valve stems with Castrol Storage Oil
20 (or an approved equivalent), then fit the
valves to the head.
Fig.16 Press the cup (H) into position.

2. Fit the lower valve spring plate, valve springs
and the upper spring plate or rotator.
3. Compress the springs with the compressor and

fit the taper collets to the valve stem.
Ease off the spring compression tool evenly and

gradually, checking that the collets are correctly seated.
Refitting
1. Ensure that the liner and cylinder head joint

faces are clean and free from bruises and other
damage. Fig.17 Lower the cylinder head onto the engine.
2. Fit a new cylinder head joint to the step in the

liner flange.
3. (Fig.17) Lower the cylinder head into position

on the engine; ensuring that the joint ring is in
its correct positions.
4. Fasten the exhaust manifold, manoeuvring the

head into alignment.
5. Smear the threads of the studs and the cylinder

head nuts with anti-seizure compound.
Fig.18 Fit the hydraulic tensioners to alternate studs.
6. Tighten the six cylinder head nuts, by hand,

until they are in contact with the cylinder head
face.
7. (Fig.18) Fit the hydraulic tensioners to

alternate studs and connect the hoses to the
tensioners and the hand pump.
8. Raise the pressure to 1275 bar then, using a

tommy bar rotate the cylinder head nuts until
they are in contact with the cylinder head face.
9. Repeat the above steps with the three

remaining cylinder head nuts.

10. Refit the rocker gear and reset the valve

clearances, see VALVE GEAR instruction.
11. Refit the air inlet bend and exhaust bolts.
12. Refit the injector and connect the fuel pipes.

Reassemble all other parts removed during
dismantling.
Inspection after initial running
When a cylinder head has been refitted, it is important

that it is correctly bedded; therefore, after the engine has
run for a few hours on full load, the cylinder head nuts
should be re-tightened.
In addition, the valve lever clearances should be

checked and all water, fuel and lubricating oil
connections should be inspected for leakage.
Special tools
Eyebolt (for lifting head) 11/E953011/010

Valve spring compressor 80.361.02463.C01
Injector tube expander top 80.361.02469.202

Injector tube expander bottom 80.361.02469.203
Slide hammer 80.361.02474.200

Bridge piece guide insertion/
withdrawal tool 80.361.02464.C01
Valve grinding tool 80.361.02467.C01

Valve seat extractor 11/P461/1702
Valve guide insertion pad 80.361.02469.407

Valve seat grinder 80.461.01996.700
Cylinder head cover nut

Socket 80.361.02124.762
Extension bar 80.361.02124.763
Tee head and bar 80.361.02124.755

Water elbow wrench key 80.361.02124.729
Hydraulic tensioning kit 80.361.02470.803

Data
Valve guides
Bore diameter 18.000 / 18.021mm
Outer diameter 34.935 / 34.950mm
Inlet valve
Head diameter 90.8 / 91.2mm
O O
Seat included angle 120.000 / 120.667
Stem diameter 17.908 / 17.928mm
Clearance of valve in guide (cold)

new 0.072 / 0.113mm
Exhaust valve
Head diameter 89.8/90.2mm
Seat included angle 90.000O/90.667O
Stem diameter 17.892 / 17.872mm
Clearance of valve in guide (cold)

new 0.138 / 0.179mm
Inlet valve seat

Outside diameter 94.091 / 94.113mm
Seat included angle 119.667 O/120.000 O
Exhaust valve seat

Seat included angle 89.68O/90.00O
Outside diameter 95.105/95.127mm
Inner valve spring

Free length
new 105.0mm
min. permissible for reuse 101.0mm
Outer valve spring

Free length
new 112.0mm
min. permissible for reuse 108.0mm
Cylinder head
Cylinder head stud,
hydraulic tool pressure 1275 bar
Valve guide bore 34.917/34.933mm
Inlet valve seat bore 94.000/94.035mm
Exhaust valve seat bore 95.000/95.035mm

Valve gear D02
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Dismantling
Page 3 Assembly
Page 3 Adjustment
Page 3 Data
m7d02000.doc Page 1 of 4
Valve gear Ruston RK270
Introduction
Each pair of valves is operated by a guided bridge piece

which has a screw adjustment. This allows for
compensation to be made for unequal valve stem length
caused by varying rates of wear of the valve face and
seat.
(Fig.1) The bridge pieces are operated through rocker

levers, push rods and cam followers by the inlet and
exhaust cams. The rocker levers have pressed-in
bushes and pivot on a hardened steel shaft.
The valve gear is lubricated from the engine system via Fig.1 Cylinder head valve gear.
the push rods and valve tappets.
Maintenance
Interval C
1. Check the clearance between the rocker lever

and the bridge piece for each pair of valves and
adjust as necessary.
Interval F
1. Thoroughly clean all valve gear components, Fig.2 Remove the rockers from the cylinder head
inspecting them for wear or damage and renew
any which are found to be worn or defective.
Dismantling
(Mark all components to place before dismantling.)
1. (Fig.2) Slowly release the two cap screws

A
retaining the rocker pin to the supports and
remove the pin and rockers from the cylinder
head.
2. (Fig.3) When removing the rocker supports

care should be taken not to lose the locating Fig.3 Rocker support locating pin (A).
pins (A).
3. Remove the push rods; noting from which

position they have been removed; and remove
the bridge pieces (Fig.4)
4. Check all components for wear or damage

renewing items as necessary.
Fig.4 Remove the bridge pieces.
m7d02000.doc Page 2 of 4 Section D02

Assembly
Ensure that all parts are clean and lightly oiled and B
replace in reverse order of dismantling.
Torque the two cap screws, retaining the rocker pin to

122Nm.
Adjustment
The clearances between the rocker lever and the bridge

piece, for each pair of valves, should be checked with Fig.5 Set the adjuster (B) on the bridge piece.
the engine cold and the valves fully closed.
The correct clearances are quoted in DATA.
Check the clearances on each cylinder when its

respective piston is at T.D.C. on the firing stroke. By C
checking all cylinders in the firing order sequence all can
be dealt with in two revolutions of the crankshaft. (See
General Data section (A04) in Maintenance and Repair
manual for Firing Order)
1. Bar the engine round to T.D.C. on the firing

stroke of the cylinder concerned.
Fig.6 Release the locknut (C) on the rocker lever

2. (Fig.5) Set the adjuster (B) on the bridge piece
adjusting screw.
so that both valves will open simultaneously,
torque the locknut to 68Nm.
3. Release the locknut on the rocker lever

adjusting screw (Fig.6(C)) and check the
clearance, with feeler gauges (Fig.7(D))
between the rocker lever and the insert in the
bridge piece. Torque the locknut to 149Nm and
re-check the clearance.
D
Data
Clearances between the Fig.7 Check the clearances with feeler gauges (D).
bridge piece and rocker
levers – cold with
pushrod tappet on base
circle 0.381/0.432mm
Rocker pin diameter –

new 50.747/50.764mm
Rocker bush bore
diameter - new 50.866/50.884mm
Clearance of pin in bush 0.102/0.137mm

Rocker pin cap screw

torque 122Nm
Rocker adjusting screw

locknut torque 149Nm
Bridge piece adjusting

screw 68Nm

Valve refacing D03
Contents
Page 2 Introduction
Page 2 Refacing machine
Page 2 Operation
Valve refacing Ruston RK270
Introduction
Inlet and exhaust valves with worn or pitted seats and with deep indentation in the hardened end of the stem may
be refaced as detailed in the following paragraphs.
Refacing machine
The refacing machine recommended is Merlin Valvemaster, type VM1 or VM2 11/P461PL1900, fitted with the
appropriate wheel i.e., AA46/54-15-VF8.
Operation
Initial setting of refacing machine
Before commencing work, fit the valve in the workhead and check, by means of a dial gauge, that the valve stem
is concentric to within 0.013mm. Ensure that the workhead is set to the correct valve angle, as in VALVE GEAR
Data, and that the grinding wheel is dressed.
Refacing the valve
Set the valve in the workhead as detailed in the previous paragraph and proceed as follows :-
1. Back off the grinding head and traverse the workhead until the valve is in front of the grinding wheel.
2. Switch on both motors and open the coolant tap. Move the workhead to and fro across the front of the
grinding wheel and gradually bring in the grinding head, applying the cut a little at a time until the full
ground face is obtained. Allow the grinding wheel to “spark out” i.e., to grind itself entirely free, before
inspecting the face (frequent inspections should be made to ensure that only the minimum amount of
metal is removed whilst a full face is ground).
The diagram on the right shows the maximum wear limit

Original Profile
which must be taken into account when grinding a new face
on a valve.
Checking the face
1. Remove the valve from the machine then clean

the face and stem.
2. Smear a very light coat of marking blue on the correct

valve seating gauge on the valve, press it into contact 4.00mm
with the valve face then lift the gauge and examine the
face. The marking should be continuous and cover
the full width of the valve face.
Refacing the end of the valve stem
1. Set the workhead parallel to the grinding wheel spindle, fit the valve into the workhead with the stem end
close to the wheel and check that the valve stem is concentric to within 0.013mm.

Valve refacing Ruston RK270
2. Move the grinding head until the side of the wheel is level with the valve stem end.
3. Start both motors and ease the workhead close to the grinding wheel until the wheel begins to cut, then
ease the grinding head gently back and forth until the wheel “sparks out”.
4. Continue the grinding as in (3) until a good clean surface is obtained but with minimum removal of metal.
5. Remove the valve and check the hardness of the stem end. If the hardness is below 50 Rockwell C, the
valve may be reclaimed by removing 1.588mm. from the end which is then built up by depositing Stellite
Grade 12 on it, and finally refacing the stem end to give an overall valve length of 342.8/343.2mm.
Dressing the grinding wheel
The grinding wheel should be dressed when it has become ridged, loaded with metal particles, or unable to
provide a satisfactory surface finish, i.e., without traces of ridging or grinding marks.
The valve refacing machine is supplied complete with a diamond-tipped universal dressing tool which should be
used in accordance with the manufacturer’s instructions. The frequency of wheel dressing will depend on the
grade of grinding wheel in use, the amount of roughing-out before wheel-dressing so that the wheel is then in its
best condition for making a good-quality finish cut.
Reassembly of valves
After refacing, the valves can be assembled into the cylinder heads without recourse to lapping or grinding-in by
hand. The small differential between the seat and face angles ensures rapid “bedding-in” of the seats by impact.

Valve seat refacing D04
Contents
Page 2 Introduction
Page 2 Operation
Valve seat refacing Ruston RK270
Introduction
Valve seat inserts which have become pitted, worn or distorted, should be reground by machine. The “Hall
Toledo” eccentric valve seat grinder, Model EDP, together with accessories listed under SPECIAL TOOLS
REQUIRED, is suitable for the purpose.
With this type of grinder only one point of the grinding wheel is in contact with the seat at any time.
Valve seat Grinding

The diagram on the right shows a view looking down at the wheel
grinder in the valve seat, the pilot in the valve guide and the
grinding wheel which is driven by the high-speed shaft on the
driving motor. This shaft revolves around the inner
eccentric shaft.
Inner
Eccentric
The pilot hole in the inner eccentric shaft is located off-centre shaft
and this off-centre location of the pilot hole produces the
eccentric action of the grinder. This inner or eccentric shaft is Pilot
driven at low speed causing the grinding wheel to travel
progressively around the seat approximately 15 times a minute. Outer shaft
To regrind the valve seats, the cylinder head, which must have been previously cleaned and all other work
completed, should be placed with the valve seats uppermost on a suitable stand.
Operation
Initial setting
Assemble the seat grinding machine on the grinding wheel dressing fixture and, after setting the tool holder angle
to the appropriate datum lines, see CYLINDER HEAD Data, adjust the feed screw of the valve seat grinding
machine to take a light cut.
Start the motor and dress the grinding wheel with a series of light cuts until its surface is trued, free from scores,
ridges or signs of ‘loading’ removing as little material as possible. If a new grinding wheel is being dressed its
grinding face must be slightly greater in width than that of the valve seating.
Grinding the seat
Lightly oil the pilot and screw on the split sleeve a little way, then insert the assembly into the valve guide. Use a
pilot wrench or tommy bar to turn the pilot, drawing the split sleeve upwards and expanding it against the bore of
the valve guide.
NOTE:- The tapered portion of the pilot is ground to fine limits to ensure that:-(a) The pilot is correctly
centred. (b) There is no side-play of the stone and sleeve assembly.
Mount the valve seat grinding machine on the pilot and adjust the feed screw until the grinding wheel is just clear
of the valve seat, start the motor and slowly feed the grinding wheel into contact with the valve seat. Taking very
light cuts, grind until the seating shows evidence of continuous grinding all the way round and for the full width.
Allow the machine to ‘spark out” or grind itself entirely free before inspecting or gauging the seat.
NOTE:- Make frequent inspections during the grinding process to ensure that the minimum amount of
metal is removed from the seat.

Valve seat refacing Ruston RK270
The amount of metal which can be removed from a seat

extends only as far as the corner of the original profile,
as shown, and this must be taken into account before
deciding upon whether or not a seat can be reground or
must be changed.
Original profile
Checking the seat angle

Corner to be
Having obtained a continuous full width seat, remove regarded as limit
of wear
the grinder, to its dressing fixture, check the grinding
angle by means of the seat ‘bluing’ gauge as follows:-
Clean the seat and pilot stem free from grit, smear a very light coating of ‘marking blue’ on the gauge and mount it
on the pilot stem. Press the gauge firmly in contact with the valve seat, remove it and examine the marking
transferred to the seat; the marking should be continuous and should cover the full width of the seat.
If the ‘blue’ shows a narrow seat the grinding angle is incorrect and, after making suitable adjustments to the tool
holder of the dressing fixture, redress the grinding wheel to the corrected angle. A further light grinding, at the
new angle, should be made and the ‘blue’ marking test repeated until a full seat width marking is obtained.
NOTE:-To avoid removing an excessive amount of metal from one seat, it is advisable to spread the
setting process over a number of seats.
Once the setting of the grinding wheel dressing fixture has been established further valve seats may be ground as
detailed above under ‘Grinding the seat’, and the grinding wheel can be redressed without further adjustment.
However, to ensure that the seating has remained accurate, use the bluing gauge occasionally to check as
detailed earlier.
Redressing the wheel
The frequency of redressing of the grinding wheel will be dependent on the hardness of the seat and the amount
of roughing out to be done. The wheel should be redressed if the surface has become ridged or is ‘loaded’ with
metal or if a satisfactory surface is not being produced. The finish on the seat should be highly polished with no
trace of grinding marks or ridges. It is preferable to reface the wheel just before taking a finish cut, using it
afterwards to make a rough cut.
Special tools
Bluing gauge:-
Exhaust 11/P461/1403
Inlet 11/P461/1990
Valve seat guide -

state voltage when ordering 80.461.01996.700
Pilot 11/P461/1714/1
Split sleeve 11/P461/1714/4
Grinding stone 11/P461/1716/4

Camshaft E01
Contents
Page 3 Introduction
Page 3 Maintenance
Page 3 Removal
Page 4 Dismantling
Page 5 Assembly
Page 7 Camshaft timing
Page 9 Data
m7e01011.doc Page 1 of 9
Camshaft Ruston RK270
m7e01011.doc Page 2 of 9 Section E01

Introduction
The camshafts are driven from the flywheel end of the

crankshaft through a train of hardened and ground spur
gears.
Each camshaft consists of a number of identical, single-

cylinder length sections, joined by couplings which also
form part of the journal system.
Each camshaft section (Fig.1) has three cams per

cylinder which operate the inlet and exhaust valves Fig.1 Camshaft element
through tappets and push rods etc., and the fuel injection
pump direct from a tappet arrangement.
The camshafts are carried in white-metal lined bearing

bushes secured in the crankcase in bolt-on, one piece,
bearing housings (Fig.2). The governor drive wheel is
incorporated into the gear/hub arrangement.
The camshafts can be removed sideways (Fig.3) from

the crankcase and replaced by reversing the procedure
as detailed later.
Maintenance
Fig.2 Bearing housing that contains the bearing bushes.
Interval -F
Inspect the cams and cam follower rollers; check that the
rollers are free to rotate on their pins. New parts should
be fitted as necessary.
Check the camshaft end-float is within the limits quoted

in Data (Fig.4).
Interval - H
Remove and dismantle the camshaft, examine the

journals and bushes. Fig.3 The camshaft can be removed as one.
Check the running clearances and fit new parts when

any exceeds the maximum permissible figure quoted in
DATA.
Removal
With the cylinder head covers, cambox covers and

camdrive covers removed, proceed as follows :-
Fig.4 Check the camshaft end-float

1. Remove the damper guards situated at the free

end of the camshaft.
2. Remove damper assembly (Fig.5) as detailed

in Section E04.
3. To remove the thrust assembly (Fig.6) release

the nuts on the end cover (A). Release the cap
screws (B) on the location shaft (C) and
remove the complete assembly.
4. Disconnect the governor linkage and pipework

Fig.5 Remove the damper capscrews.
and remove the governor and drive (Fig.7).
C
5. Remove the valve rocker gear, push rods and
cam followers from each line. Disconnect the
fuel pump linkage and piping, then remove the
pumps and pump tappets.
NOTE:-It is essential that the inlet and exhaust

B
valves are closed when removing the valve gear and A
that the camshaft is left free to be removed. If the
rocker gear and the pump tappets are removed in Fig.6 Remove the thrust assembly from the gear.
firing order sequence unnecessary turning can be
avoided.
6. Remove the spacer bars from the cambox and

the oil feed pipes from the bearing housings.
7. Remove the bearing housing bolts and fit the

brackets (Fig.8(D)) to support the camshaft
evenly (five brackets per bank for twenty
cylinder engines (see Special tools)). Secure
the brackets with the cambox door studs and Fig.7 Remove the governor and drive from the engine
nuts.
Dismantling
When removing a single cylinder camshaft section or

dismantling a camshaft it will assist subsequent
assembly if the elements and journals are marked D
(Fig.9) with cylinder number (E) and alignment (F) .
Fig.8 Camshaft support brackets (D)
NOTE:- The marking must be made with a felt tip E
pen. The components must not be punched or
engraved.
A single camshaft element can be replaced by removing

the valve gear push rods and cam followers from the
line. Release and remove the element to journal fixing
F
screws. Adjoining sections of camshaft must be moved
sideways (this may involve removal of the camshaft
Fig.9 Mark up the camshaft as shown above.

damper or Governor Drive) to give clearance to

disengage the element flanges from the journals G
enabling the element to be removed.
Assembly
Examine the camshaft components prior to assembly.

Ensure that all parts are clean and free from wear or
damage.
Check the cam tracks, slight surface damage can be

rectified by using a fine abrasive stone or fine, oiled Fig.10 Recess location (G)
emery cloth but otherwise, repair is by replacement.
FUEL
Extreme care must be taken when assembling a INLET
camshaft to ensure that the elements are assembled
with the correct angular relationship as detailed on Page
2 and that the cams are in the correct location. The cam
elements are notched (Fig.10(G)) to aid assembly.
(Fig.11) shows the positions of the cams. The exhaust
GROOVE
cam is identified by a groove about the periphery of the
adjoining flange, which should always be on the right, EXHAUST
when fitted, looking on the side of the engine. The inlet
cam is also approximately 180O opposite to the fuel cam.
Fig.11 Inlet cam is approx. 180 deg. from the fuel cam.
The element / journal faces are to be oil and grease free

H
on assembly.
1. When assembling the camshaft start with No.1

cylinder element with the recess at the top. Fit
the journal ensuring that the recess is in the
correct angular position for the next element
(Fig.12 (H)).
2. Fit the element/journal screws , finger tight,

without rotating the camshaft. Ensure that the
journal and cam element recesses are visually
aligned within the limits of the bolt hole
clearances. Fig.12 Visual align the recess of the cam and journal.
3. Continue to build up the elements and journals

using the location diagram on Page 2. The
bearing housings should be fitted to each
journal before the next element is fitted
(Fig.13).
4. When the camshaft is fully built tighten the

element/journal fixing screws to the torque
quoted in DATA using the special tool provided.
Fig.13 Cam and bearing housing

5. Refit the camshaft gearwheel and clamp plates

to the hub on the camshaft, aligning the mark
on the gear made prior to dismantling (Fig.14
(J)) parallel with the bearing housing. At this
stage only fit two fixing screws and do not
tighten them. J
6. Fit the governor drive bevel to the camshaft

gearwheel (Fig.15 (K)), then replace the tab
washers and screws, tightening the latter
evenly and firmly before locking.
Fig.14 Align scribed mark parallel with bearing housing
Replacement
With the camshaft fully assembled and the support

brackets in position, proceed as follows.
1. Set the crankshaft so that B1 piston is at top

dead centre on its compression stroke.
2. Lift the camshaft into position and fit the special

studs.
K
3. Ease the camshaft home tightening the nuts on

the studs evenly. Before the drive gears go into Fig.15 Fit the governor drive bevel.
mesh ensure that the timing marks are aligned.
When fully home remove the studs and refit the
bearing housing bolts. Tighten to torque quoted
in DATA.
4. With the fuel tappet assembled and clamped

down into position, position a dial indicator on
the fuel tappet plunger (Fig.16).
5. Remove the two fixing screws from the

camshaft gear wheel and rotate the camshaft,
without moving the gear wheel, to give a lift of
12.1/12.2 mm on the fuel cam. Fig.16 Check for a lift of 12.1/12.2mm
6. The camshaft and compound pinion marked

teeth should now be meshed (Fig.17), in
addition the appropriate line on the camshaft
gear should now be in line with the bearing
housing (Fig.14).
7. Set the camshaft timing as instructed on page

7. Fit the fixing screws to the gear wheel and
tighten to the torque quoted in DATA.
Fig.17 Align the marked teeth.

8. Reassemble the location shaft and thrust

assembly (Fig.18).
9. Refit the inlet and exhaust valve cam followers,

push rods and valve gear to each cylinder.
Reset the valve clearances as described in the
VALVE GEAR instruction.
10. Replace the fuel pump tappets and pumps and

connect the linkage.
Fig.18 Reassemble the location shaft.
11. Refit the governor and governor drive housing,
ensuring correct location with the dowel
insertions (Fig.19), meshing the drive with the
bevel wheel on the camshaft gearwheel.
Connect the linkage and pipework.
12. Reassemble the damper to the free end

camshaft journal as detailed in section E04.
13. Refit the oil feed pipes to the camshaft bearing

housings applying Threadlock 11/P400/5468/9 Fig.19 Assemble the governor and fit the dowels.
as appropriate to the oil pipe fittings.
M L
14. Refit the spacer bars, applying sealant
11/P400/5468/22 as required between the
spacer bar and crankcase (Fig.20(L)). Apply
threadlock 11/P400/5468/3 to the countersunk
screws holding the spacer bars in place
(Fig.20(M)). Assemble the cylinder head
covers, cambox covers and camdrive cover
replacing any defective joints.
Fig.20 Apply sealant and threadlock as required.
Camshaft timing
A
Before setting camshaft timing establish that the flywheel
pointer has been set correctly to top dead centre as
follows :-
Remove No. B1 injector and bar the engine round to

approximately TDC. Fit a stepped bar through the
injector hole to rest on top of the piston (Fig.21 (A)).
Mount a dial indicator with the stylus resting on top of the
bar. Turn the flywheel to 10OBTDC and set the dial
indicator to zero then counting the number of revolutions
of the dial indicator turn the flywheel through TDC where
the dial will peak and then start to return to zero. Zero
will be at 10OATDC. If the pointer is not at 10OATDC
when the clock returns to zero, move the pointer half the
distance of the discrepancy (Fig.20 (B)). Repeat this
procedure until a true TDC is indicated by the timing
indicated by the timing pointer setting. B
Fig.21 Check that top dead centre (TDC) is correctly set.

To time the camshaft, bar the crankshaft round in the

normal direction of rotation to the TDC position (on the
compression stroke) for B1 cylinder. The timing marks
on the camshaft gear should align with the camshaft
bearing housing (Fig.22). To compensate for small
inaccuracies and to give fine adjustment, the timing can L
be altered by adjusting the camshaft gear position in
relation to the camshaft.
Such adjustments will be necessary:-
a) After fitting new parts to the camshaft drive.
Fig.22 Align scribed mark (L)

b) If the timing is out from the figure quoted in
GENERAL DATA in the Maintenance and
repair manual.
1. Release the setscrews securing the camshaft

gear to the flange.
2. (Fig.22) Rotate the camshaft until the scribed

line on the gear is aligned parallel with the
bearing housing.
3. Refit and tighten all the setscrews to the torque Fig.23 Check for a lift of 5mm
quoted in DATA.
An accurate check of the camshaft timing can be made

by noting the position of the flywheel timing marks at fuel
injection point (fuel pump port closure) as follows :-
1. Turn the flywheel to enable a mark to be made

at 16deg. before tdc on the cylinder to be
checked.
2. Remove the fuel pump from the same cylinder.

Set a dial indicator at zero on the fuel tappet
Fig.24 Port closure at 5mm lift from base circle.
plunger (Fig.23) with the cam on the base
circle. Fuel pump port closure occurs at 5mm
lift from the base circle of the cam (Fig.24). The
engine should be turned slowly in the direction
of normal rotation to eliminate gear train
backlash. When a lift of 5mm is indicated check
the position of the flywheel timing mark
previously made at 16O BTDC. This should now
be aligned with the timing pointer.
3. If the camshaft timing does not align with the

flywheel mark at 16O BTDC ensure the
camshaft is held in position and release the
capscrews securing the camshaft gear. Turn
O
the flywheel until the flywheel marking of 16
BTDC aligns with the pointer. Tighten the

capscrews securing the camshaft and gear to

the torque specified in DATA.
CAUTION:- It is important to ensure that this

procedure is only used to correct the timing slightly.
It should not be used to change the timing to a
figure different then that quoted in General data.
Special tools
Camshaft gearwheel removal

jacking screw 80.361.02124.435
Withdrawal plate 80.361.02124.434

Jacking screw 11/40061A40
Bolt 11/40008A32
Camshaft installation
bracket 80.361.02196.700
Cam element tool 80.361.02469.309
Data
Bearing bore (assembled) 125.100/125.151 mm
Journal diameter 124.975/125.000mm
Journal clearance 0.100/0.176mm
Housing bore 132.00/132.025mm
Bush OD 132.092/132.110mm
Fit of bush in housing 0.067/0.110mm
Camshaft endfloat 0.200/0.300mm
Camshaft bearing bolt

torque 180Nm
Element/journal bolt
torque 80Nm
Camshaft gear wheel

screws 140Nm
Governor bevel wheel to

camshaft gear 80Nm
Locking nut for end float 390Nm

Location shaft to camshaft
gear 40Nm

Camshaft drive E02
Contents
Page 3 Introduction
Page 3 Maintenance
Page 3 Dismantling
Page 4 Assembly
Page 6 Data
Camshaft drive Ruston RK270

Introduction
The camshafts are driven from a split gear, secured to

the crankshaft by Vee-section half straps and this gear
drives an intermediate gear which transmits the drive
through a train of idler and pinion gears to a gear
attached to the end journal on each camshaft.
Maintenance
Fig.1 Rotate the engine to align the timing marks.

Check the running clearances and fit new parts when
any exceeds the maximum permissible figure quoted in
DATA.
D - Interval
Examine the camshaft drive gears for damage or

excessive wear. Renew any parts which are damaged
or excessively worn.
H - Interval
Remove and dismantle the camshaft, renew idler

spindles and compound gear shaft and all bushes – the Fig.2 Compound gear
gears together with the compound gear shaft bushes in
the crankcase.
Dismantling
Before removing the gears the engine should be rotated

to align the timing marks (Fig.1) as described in the
camshaft instruction. After alignment do not rotate the
engine.
Compound gears
Each camshaft gear is driven by a compound gear

assembly (Fig.2) which can be removed when its
associated camshaft has been removed, by proceeding
as follows :-
Fig.3 Remove the lub oil pipe
1. Support the assembly, using a sling fed through
the top aperture in the crankcase and fitted
around the gear shank.
2. Remove the lubricating oil pipe from the oil feed

block (Fig.3) and remove the bolts securing the
block to the crankcase.
3. Withdraw each compound gear shaft from the

crankcase. Lift out the compound gear but do
not attempt to separate the two parts.

Dismantling Idler gears SPIRALOCK

TIE PLATE
PLATE
1. With the two compound gears removed,
release the cap screws and spiralock plates
securing the tie plate to each spindle. Remove
the tie plate and gear thrust plate from the
engine.
2. Withdraw the idler spindle capscrews and cover

plates, and push out the spindles from the
crankcase.
3. Pull the gear to the edge of the crankcase, fit a

suitable sling through the gear and lift it out of
the crankcase.
Fig.4 Remove the screws securing the tie plate
It is possible to remove the drive gears without removing

the camshafts as follows.
At lease one compound gear has to be removed to allow

removal of 1st and 2nd idler gears.
1. Remove the tie plate and then remove the

second idler gears by sliding them out of mesh.
The spindle of the first idler gear must be
removed because the gear fouls the strap on
the crankshaft split gear when attempting to
slide it out of mesh.
Fig.5 Measure the bush bores
Camshaft drive bushes
When new camshaft drive bushes are required, use the

bush extractor (listed in ‘Special Tools’ section) to
remove the old bushes from the crankcase. When a
new bush is fitted, ensure that it fits flush with the face of
the boss in the crankcase.
Assembly
Fig.6 Check the spindles running clearances.

Prior to refitting the drive gears examine the spindle
bushes, in the gears (Fig.5) and the crankcase, for wear
or damage.
1. Check the spindles, measure the diameters

(Fig.6) and the bush bores to determine the
running clearances and, if these exceed the
maximum figures quoted in DATA, renew the
bushes.
2. Examine the gears for cracks or worn,

damaged or broken teeth. Ensure that all
oilways are clear and that all components are
clean and free from burrs or surface damage.

Compound gear
With the idler gears in position fit a M12 x 65mm bolt in a

central tapped hole in the tie plate and sling the tie plate
assembly into the crankcase but do not refit. Proceed as
follows :-
1. Sling the gearwheel and pinion assembly and

lift it into position (Fig.7) in the crankcase i.e.
with the gear bore in line with the crankcase Fig.7 Lift the gearwheel into position
bushes and the teeth in mesh with the main
idler gear.
2. Lubricate the compound gear shaft and refit

(Fig.8). Ensure that the slot is orientated in the
vertical plane.
3. Refit the oil feed cover plate, with new joint,

ensuring the word ‘TOP’ is at 12 o’clock and the
dog is correctly engaged in the slot. Tighten the
securing screws evenly and firmly.
4. Check the endfloat of the gear against that Fig.8 Lubricate the compound gear shaft and refit.
quoted in DATA.
Protruding screws
5. Apply threadlocker 11/P400/5468/9 to threads
of all the spindle cap screws and refit the
screws, cover plates and thrust plates on all
three spindles. From above lift the tie plate into
position over the protruding cap screws (Fig.9).
Place the Spiralock plate with the recess
against the tie plate and enter the cap screws
into the threads in the Spiralock plates (Fig.10).
Tighten sufficiently to hold the plate in position.
Tie plate
6. Centralise the tie plate by inserting a bar
Fig.9 Fit the tie plate over the protruding cap screws.
through the crankcase door and lifting against
the12 mm bolt in the central hole.
Spiralock plate
7. Tighten the cap screws in stages up to the final
torque ensuring to tightening one cap screw
from each cluster in turn and cross tighten.
NOTE: Remove the 12mm bolt from the tie plate.
8. Check the endfloats correspond with the figures

quoted in Data.
Special tools
Crankcase bush extractor 11/P461/1922.C20

Fig.10 Fit the Spiralock plate.

Data
Crankcase bush bore 50.000/50.039mm
Compound gear bush

bore 50.000/50.039mm
Compound gear shaft

diameter 49.91/49.95mm
Clearance of shaft in
bushes - new 0.050/0.129mm
Compound gear endfloat 0.443/0.723mm
Backlash with camshaft

gear 0.150/0.300mm
1st & 2 nd idler gear bush

bore 120.622/120.678mm
Spindle diameter 120.5204/120.5484mm
Clearance of spindle in
bush - new 0.074/0.158mm
Camshaft drive idler gear

spindle bolts torque 330Nm
Idler gears endfloat 0.430/0.530mm
Backlash 0.150/0.300mm

Camshaft follower gear E03
Contents
Page 2 Fuel pump drive
Page 2 Removal
Page 2 Dismantling
Page 3 Re-assembly
Page 3 Valve tappets
Page 3 Removal
Page 3 Dismantling
Page 3 Re-assembly
Page 4 Data
M7E03001.DOC Page 1 of 4
Camshaft follower gear Ruston RK270
Fuel pump drive
The fuel injection pumps are driven by the camshaft, via

the fuel pump drive assembly (Fig.1). The assembly
consists of a tappet-guide, tappet, roller, tappet-spring
and plunger.
The assembly is fixed to the crankcase by four studs, Fig.1 Fuel pump drive assembly.
which also secure the fuel pumps.
The tappet guide is fitted with an insert, which acts as

the guide for the plunger. Both the tappet-guide and
plunger-guide are fitted with ”O” ring seals.
Removal
Disconnect the fuel tappet drain pipe from the mounting

flange of the tappet guide and remove the fuel pump as
described in section G05. As the fuel pump fixings are
released the drive assembly will be lifted by the tappet
spring. Fig.2 Ensure alignment of pin hole and tappet screw.
Dismantling
The roller pin is an interference fit and can be pressed

out. A new pin must be immersed in liquid nitrogen
before fitting, ensure that the alignment hole in the pin
and the screw in the tappet are aligned correctly (Fig.2).
The plunger insert can be pressed out and a new one
pressed into position (Fig.3) after applying liquid retainer
11/P400Z5468/8.
Fig.3 Press a new plunger insert into position.
M7E03001.DOC Page 2 of 4 Section E03

Re-assembly
When re-assembling ensure that new ‘O’ rings are fitted

in the bore for the tappet plunger (Fig.4) and to the
groove on the outside of the tappet guide. Care must be
taken to align the roller pin with the guide. Fit the
assembly to the crankcase (Fig.5) ensuring the dowel
hole in the flange aligns with the dowel on the
crankcase.
Note:- The fuel pump timing shim pack height must

be checked following any change of fuel pump drive Fig.4 Fit a new ‘O’ ring into the bore for the tappet
components, as described in section G05. plunger.
Valve tappets
The valve tappets (Fig.6) are similar in operation and

construction to the fuel tappet but do not have a spring;
a cup is fitted to the tappet for location with the valve
gear push rods. The flanges are doweled in position to
the crankcase and fixed by two setscrews that also
secure the lower push rod tubes. A groove on the
outside of the guide is fitted with an ‘O’ ring.
Removal
Refer to sections D01and D02 for the removal of valve

gear. Remove the setscrews from the flanges of the
lower push-rod tubes (the setscrews also fix the tappet Fig.5 Fit the fuel pump tappet to the crankcase.
guide flange to the crankcase). Remove the tappet
assembly from the crankcase.
Dismantling
Dowel location
The roller pin is an interference fit and can be pressed
out, a new pin must be immersed in liquid nitrogen
before fitting. Ensure that the alignment hole in the pin
and the screw in the tappet are aligned correctly.
Re-assembly
When re-assembling ensure that new ‘O’ rings are fitted

to the groove in the outer of the tappet guides (Fig.6). ‘O’ ring
Care must be taken to align the roller pin with the guide.
Fit the assembly to the crankcase ensuring the dowel Fig.6 Valve tappet assembly.
hole in the flange aligns with the dowel on the
crankcase.
Refer to sections D01 and D02 for re-assembly of the

valve gear.

Data
Fuel tappet guide

plunger guide bore 43.000/43.025mm
Fuel pump plunger

guide outside dia. 43.044/43.72mm
Fuel pump tappet plunger

dia. 19.950/19.975mm
Fuel pump plunger guide

bore dia. 20.000/20.021mm
Fit of fuel pump plunger

guide in bore (interference) 0.019/0.072mm
Valve/Fuel tappet roller

pin bore 30.000/30.016mm
Roller pin outside diameter 30.030/30.046mm
Fit of roller pin in bore


Camshaft damper assembly E04

suppliers literature manual at the end of this instruction
Manufacturer – Gieslinger
Model – D25/3 D25/4 (Ruston Part No. 80.352.01650.100, 80.352.01654.100)
Contents
Page 3 Introduction
Page 3 Maintenance
Page 3 Removal
Page 3 Assembly
Page 4 Data
Camshaft damper assembly Ruston RK270

Introduction
The camshaft damper assembly is bolted onto the free

end camshaft journal (Fig.1). The damper which is
housed in a guard, rotates with the camshaft and acts to
remove any torsional vibration along the camshaft
assembly.
Between the damper and the crankcase there is a plate

housing an oil seal.
Maintenance
Fig.1 Camshaft damper assembly in situ.
C - Interval
Check the damper assembly for signs of leakage and

replace the oil seal if necessary.
G – Interval
Inspect damper as specified in the manufacturers

manual.
Removal
1. Isolate the fuel system and remove any

pipework that may obstruct access to the
camshaft damper.
2. Remove the damper guards. Fig.2 Support the camshaft damper assembly with the
lifting tool.
3. Support the damper with the lifting tool (Fig.2)

and remove the 12 capscrews.
4. Carefully ease the damper away from the

crankcase.
5. Inspect the condition of the oil seal within the

end plate and replace if necessary
6. Refer to the manufacturers manual for any

maintenance required to the damper assembly.
Assembly
Fig.3 Clock the bore of the camshaft end plate

1. Clock the bore of the camshaft endplate (Fig.3)
and ensure the bore is concentric to the end
camshaft journal within the maximum allowance
quoted in Data.

2. Fit a new oil seal to the end plate and lightly

lubricate with oil.
3. Sling the camshaft damper into position using

the lifting tool.
4. With the damper held in position insert the

capscrews.
5. Cross tighten the damper capscrews to the

torque quoted in DATA.
Fig.4 Cross tighten the capscrews to the correct torque.
6. Fit the damper guard and fasten securely.
7. Replace any pipework that had been removed

in gaining access to the damper.
Special Tools
Camshaft damper
Lifting tool 80-361-02537-200
Data
Camshaft damper capscrew

torque 135Nm
Camshaft end plate bore

concentricity 0.127mm max.
Fig.5 Fit the camshaft damper guard.

CONTENT
1. APPLICATION OF THE GD4 - DAMPER 3
2. SAFETY INSTRUCTIONS 4
3. TRANSPORT AND LIFTING INSTRUCTIONS 5

3.1. Transport instructions 5
3.2. Lifting appliances 5
3.2.1. High-strength lifting appliances 5
3.2.2. Eye bolts according to DIN 580 5
3.3. Tapped holes for lifting purposes 6
3.3.1. Usage of tapped holes for general purposes 6
3.4. Lifting instructions 6
4. PACKAGING AND STORAGE 7

4.1. Original packaging 7
4.2. Storage instructions 7
5. PRODUCT DESCRIPTION 8
6. UNPACKING 9
7. DAMPER MOUNTING INSTRUCTIONS 10

7.2. Installation 10
8. INITIATION 11
9. DAMPER DISMOUNTING 12
10. DISASSEMBLY OF THE DAMPER 13
11. ASSEMBLY OF THE DAMPER 14

11.2. Assembly 14
12. INSPECTION 16
12.1. Oil quality / engine oil change 16
12.2. Total inspection of the damper 16

13. PERMISSIBLE WEAR OF THE DAMPER ITEMS 17

13.1. O-ring item 850 17
13.2. Inner star groove - inner ends of the spring blades 17
14. TROUBLESHOOTING 19
15. OPERATING CONDITIONS 20
16. ORDERING SPARE PARTS 21
17. APPENDIX 22

400100EN.DOC APPLICATION OF THE GD4 - DAMPER
1. APPLICATION OF THE GD4 - DAMPER
The product in question is an GD4 torsional vibration damper
It is specially designed and keyed to suit the designated machinery only.
Inproper or faulty installation may cause a reduction of the expectable life time of the product.
ATTENTION !
The installation of the damper in other machinery as the designated machinery can cause damage to
the machinery and the damper.

400100EN.DOC SAFETY INSTRUCTIONS
2. SAFETY INSTRUCTIONS
Execute all kinds of work at or around the product only
− with skilled personnel

− at standstill of the machinery
− under adherence to the valid instructions for
• safety regulations
• accident prevention
The product is to be lifted and handled only by persons
− having the required licence

• to work with cranes
• to drive industrial trucks
− knowing the additional transport and lifting instructions
• according to the instruction handbook
• and the assembly drawing

3. TRANSPORT AND LIFTING INSTRUCTIONS
3.1. Transport instructions

− Move the product horizontally only
− Do not tilt the case or pallet
− Avoid hard shocks at transport
− Lifting speed is max. 50 m/min
− Do not damage packaging and protection
3.2. Lifting appliances
3.2.1. High-strength lifting appliances

They are
− delivered with the product

− paínted red
− capable of being loaded in all directions
• on the assembly drawing
• or the lifting sketch.
3.2.2. Eye bolts according to DIN 580

They are
− not included in the delivery

− not loadable lateral to the ring plane
• of DIN 580
= on the assembly drawing or the lifting sketch

3.3. Tapped holes for lifting purposes
These are indicated with on the assembly drawing
Attention ! Use such marked threads only !
3.3.1. Usage of tapped holes for general purposes

− Remove bolts
− Mount the lifting appliances and lift coupling
− Dismount the lifting appliances and mount the bolts under adherence to
• the tightening torques
• the tightness instructions
• and the safety instructions according to the assembly drawing
3.4. Lifting instructions

Lift the product only
− with the provided lifting appliances ( see chapt. 3.2 )

− with adequate and approved lifting devices of other kind ( cables, chains, carrying straps ) if
necessary
− after mounting the lifting appliances in accordance with the regulations
− at the declared tapped holes shown on the assembly drawing ( see chapt. 3.3 )
− always at two points at the same time (if not otherwise stated)
− with the best possible equal load distribution
Lifting sketch
β = max. 60°
Conditions for special lifting appliances see
assembly drawing !
Attention !
Do not lift the product with one lifting
appliance only !

400100EN.DOC PACKAGING AND STORAGE
4. PACKAGING AND STORAGE
4.1. Original packaging

All metal parts are
• inhibited against corrosion

• wrapped in a rust inhibiting paper
• sealed in a polyethylene sheet
− All parts are packed in soft wooden cases
Disposal of packaging
The packaging can be recycled.
4.2. Storage instructions

− Do not damage packaging or protection
− Do not stack or place heavy objects on the product
− Store product dry; The max. permissible relativ humidity is 85%
− Avoid more then 25° Celsius variation in temperature
Attention !
If the packaging of the parts is damaged or the parts are unpacked, the parts must be
− either fitted into the installation within the next 100 hours
− or repacked

400100EN.DOC PRODUCT DESCRIPTION
5. PRODUCT DESCRIPTION
The Geislinger GD4 damper is a spring coupled torsional vibration damper with an internal hydraulic
damping system
Radial arranged leaf springs (1) transmit the elastic torque from the damper inner member to the
damper outer member. The torsional vibrations are damped concurrently by oil displacement from
one chamber (A,B) into the adjoining one.
The leaf springs (item 1) are clamped at their outer ends between the intermediate pieces (item 2)
due to a press fitted clamping ring (item 3). The inner ends of the spring packs (item 1) reach into
axial grooves of the inner star (item 12) such engaging the inner and outer member of the coupling.
The chambers A and B which are formed by the intermediate pieces (item 2) and the spring packs
(item 1) are filled with oil. If a torque twists the outer and inner member against each other the spring
packs will be deflected. This changes the volume of the oil chambers (A,B) and the oil will be
displaced from one chamber into the adjoining one through narrow gaps. The oil flow resistance
retards the relative movements of the two coupling members and dampens the vibration amplitudes.
Both plates (5,7) of the damper outer member and the sealings inserted therein hold the oil so that
the oil pressure which is to be used can build-up.
3
2
1
5
1

400100EN.DOC UNPACKING
6. UNPACKING
− Remove damper from the packing case
− Remove polyethylene sheet and rust inhibiting paper from damper
NOTE !
Loose parts which are enclosed in the package must not be thrown away with the packing material
(e.g. bolts, lifting appliances, sealings etc...)

400100EN.DOC DAMPER MOUNTING INSTRUCTIONS
7. DAMPER MOUNTING INSTRUCTIONS

− Check the damper for possible transport damage.
− Mount the lifting appliances (730) acc. to the lifting appliance mounting instructions. Clean the
surfaces underneath prior to mounting
− Bring the damper into a vertical position first (damper centre line is horizontal)
− Remove the rust inhibitor from all joint faces i.e. centering shoulders/recesses.
ATTENTION ! Do not damage or injure the parts during cleaning !

− Clean all oil supply and oil return holes of the damper and the crankshaft. Remove adhesive tape
or any other objects if existing.
− Oil carefully the sealing surfaces of the crankshaft O-rings with engine oil (class 15W40)
7.2. Installation
− Mount the damper as shown on the assembly drawing.
mounting !

400100EN.DOC INITIATION
8. INITIATION
Check before first trial run
Use the prelubrication pump to supply the damper with pressure oil until oil escapes from the venting
holes. For position and number of venting holes see assembly drawing.
ATTENTION !
If no oil escapes from one or more venting holes, execute the instructions as stated in chapter 13.2.
Most dampers have tapped holes on flange or lateral plate to mount a pressure gauge onto the
damper. There the oil pressure can be meassured at the standstill of the engine.

400100EN.DOC DAMPER DISMOUNTING
9. DAMPER DISMOUNTING
− Withdraw the crankshaft bolts (do not remove them)
− Mount the lifting appliances (730) onto the damper and suspend the damper on the crane.
− Remove the crankshaft bolts
− Insert forcing bolts into the damper inner star (9) and push back the damper from the crankshaft
flange slowly and evenly
dismounting !

400100EN.DOC DISASSEMBLY OF THE DAMPER
10. DISASSEMBLY OF THE DAMPER

ATTENTION !
Open damper main bolts (750) only if it is required (e.g. for a total spring inspection)
The concentricity setting of the damper outer member will be lost, if no centering shoulders exist
between the spring assembly (1,2,3) and lateral plates (5, 7)
− Remove damper main bolts (750)
− Remove lateral plate (7)
− Remove spring assembly (1, 2, 3)
− Remove inner star (9)
Now a complete inspection of the damper can be carried out.
ATTENTION !
The exchange of damaged or worn spring packs(1) requires dismounting and refitting of the clamping
ring (3). Such work is to be carried out only at the manufacturer's works or by a Geislinger service
specialist

11. ASSEMBLY OF THE DAMPER

− Clean every single part carefully.
ATTENTION !
All oil supply and venting holes must be clean and free of dirt
− Exchange all seals (O-rings...)
− Exchange all disc springs (810) of the coupling main bolts (750)
− Grease carefully all O-rings (850 ,851) and the appropriate grooves with silicone grease
MOLYKOTE 111 or equivalent
− Insert O-rings (850 and 851) into the appropriate grooves in flange (5) and side plate (7)
− Coat inner-star (9) running surface of O-ring (850) carefully with MOLYKOTE D3484 paste or
equivalent
ATTENTION !
The coated running surfaces of O-ring (850) must be dry before damper assembly
− Coat rest of inner-star (9) with ANTICORIT OHK 380A or equivalent
− Apply MOLYKOTE 1000 paste or equivalent to the threads of the damper main bolts (750)
11.2. Assembly
− Place flange plate (5) onto the centering table (O-rings are visible)
− Place spring assembly (1, 2, 3) onto the flange plate (5)
− Insert inner-star (9)
− Place lateral plate (7) onto spring assembly (1, 2, 3)
− Center flange plate (5), spring assembly (1, 2, 3) and lateral plate (7) according to the permissible
concentricity values as stated on the assembly drawing.
NOTE !
from that.
− Apply enough LOCTITE 275 onto both sides of the disk spring (810)
ATTENTION !
The disk springs (810) and the apropriate seat-engaging surfaces must be dry and free of grease
(oil)
− Mount the damper main bolts (750) according to the mounting instructions as stated on the
assembly drawing

− Check the concentricity settings as stated on the assembly drawing again
ATTENTION !
from that. Exceeding this limit requires remounting and correction to obtain better values.
Remove damper main bolts (750)
• Exchange disc springs (810) and clean the apropriate seat-engaging surfaces. All seat-
engaging surfaces must be dry and free of grease (oil))
• Apply enough LOCTITE 275 onto both sides of the disk springs (810) and mount the damper
main bolts (750)
• Check the concentricity settings as stated on the assembly drawing again. (Repeat the
assembly of the damper outer member again if the permissible concentricity values are
exceeded.

400100EN.DOC INSPECTION
12. INSPECTION
12.1. Oil quality / engine oil change

Check the oil quality at regular intervals.
Bad oil quality or a water mix - especially seawater - with the engine oil can cause damage to the
damper. That reduces the life time of the damper rapidly.
Carry out the required activities according to chapter 14 if bad oil quality is present or an oil change is
to be carried out.
12.2. Total inspection of the damper

Carry out a total inspection according to the
− given inspection intervals

− and the inspection instructions
INSPECTION INTERVALS AND INSTRUCTIONS

st
1 inspection after 12.000 hours based on normal service conditions
28.000 – 30.000 40.000 – 60.000

kind of inspection kind of inspection
dismount damper carry out a 30.000 service hours inspection

separate damper inner member from damper carry out additionally :
outer member (do not disassemble damper disassemble damper outer member
outer member) service or replacement of spring packs (1) and
clean all parts, especially oil supply.- and inner star (9)
venting holes
replace all accessible rubber seal rings ATTENTION !
replace all disc springs and lockwashers of the A disassembly of the damper outer member is to
dismounted bolts be carried out by a Geislinger service station or
check the permissable wear by Geislinger
according to chapter 13
parts which are exposed to wear may have to
be refurbished or exchanged if required
If an inspection should show that more than 50% of the wear limits have been
consumed within one inspection interval only, the following inspection interval is
to be reduced in time by assuming a linear wear rate
The inspection intervals are depending on the different specific

operating conditions.
NOTE
Regular inspection and supervision of the damper allows for advanced planning and
the ordering of spare parts in time !

13. PERMISSIBLE WEAR OF THE DAMPER ITEMS
13.1. O-ring item 850

− The total wear must not exceed 10 % of the rope diameter "d"
(see fig.) 0.1 x d
− The total wear is the sum of

the wear of the O-Ring
+ the depth of the run-in grooves on inner star
+ the depth of the run-in grooves on the lateral plates ( 5 or 7 )
− O-Ring nominal diameter see parts list d
13.2. Inner star groove - inner ends of the spring blades

The total wear – inner star groove / inner ends of spring blades - must not exceed the value „w“ as
stated on the assembly drawing or the appended data sheet
Testing tool
A measuring wedge is to be used as a testing tool. The measuring wedge is to be produced by the
customer if no measuring wedge is supplied by Geislinger.
Use the following sketch to produce a measuring wedge.
ca. 80mm
“GO” side “NOT GO” side B

wedge length
gradient 1:30
hole for
dismounting
thickness thickness
of central shim – 0.2mm of central shim + “w”
tolerance ±0.05 mm tolerance ±0.02 mm
The thickness of the central shim, the wear dimension „w“ and the width of the measuring wedge „B“
are stated on the assembly drawing or the appended data sheet.

Measuring wear measuring w edge

spring pack
Measure approximately every fourth spring pack
Place the measuring wedge between the inner ends of

the spring blades resting the wedge on the groove
bottom.
Press by hand or use a soft hammer to force the

inner star
measuring wedge along the inner star groove, until the
spring tips rest on both groove faces.
The further the measuring wedge can be pressed

between the spring blades the greater is the wear of the
inner star groove and the spring blades.
NOTE :
Half wedge length means half wear, three-quarters wedge length means three-quarters wear,
and so on ....
Replace inner star and spring packs if the measuring wedge can be pressed between the spring
blades over the total wedge length.

400100EN.DOC TROUBLESHOOTING
14. TROUBLESHOOTING
Inspected condition Corrective measure
Pressure oil supply with the prelubrication pump; Dismount damper; Check oil supply holes on
No oil escapes from one or more venting holes the damper and on the crankshaft; Free oil
discharge must be guaranteed
Total wear of the O-Rings (850) does not Exchange O-ring(s); Smooth and polish the
exceed the permissible value of wear run-in grooves
Total wear of the O-Rings (850) exceeds the Exchange O-ring(s) and exchange or repair
permissible value of wear worn parts. (Clarify repair with Geislinger or a
Geislinger service station)
The total wear at the spring tips (engagement Exchange inner star (9) and spring assembly
with inner star grooves) exceeds the permissible (1, 2, 3)
value "w"
Bad oil quality / oil change or higher water Remove venting screw (756) (if existing)
content in the engine oil as permitted Drain damper totally ( drain hole in 6 o’clock
Effect: no damage to the engine bearings position)
Fill up damper with fresh engine oil and drain
damper again; repeat flushing several times
Bad oil quality or higher water content in the Carry out a 28.000 – 30.000 service hours
engine oil as permitted inspection according to chapter 12.2
Effect: damage to the engine bearings
Assemble the damper according to the mounting instructions

as stated in chapter 11 (assembly of the damper)

400100EN.DOC OPERATING CONDITIONS
15. OPERATING CONDITIONS

− Required oil pressure at oil inlet of damper : according to TVC
− Permissible ambient temperature : -20°C bis 120°C

400100EN.DOC ORDERING SPARE PARTS
16. ORDERING SPARE PARTS
ATTENTION !
Use original GEISLINGER spare parts only
Supply the following information to allow an exact identification of the product
− The damper designation (→ see type plate, mounted on the damper outer member)
− Works number of the damper (→ see type plate)
− Drawing number of the parts list
− Item number of the replacement part
− Name of the replacement part
− Number of pieces required
Example
Designation D 44/1/1
Works no. OJY 001/98
Parts list no G4 10033
Item number of replacement part 850
Number of replacement parts 1
Name of replacement part O-ring 22 x 328

400100EN.DOC APPENDIX
17. APPENDIX
This instruction hand book contains the following supplement :
− MANUFACTURERS DECLARATION
− TECHNICAL DATA SEE ASSEMBLY DRAWING
− ASSEMBLY DRAWING
− PARTS LIST
− DATA SHEET „WEAR OF SPRINGS AND INNER STAR GROOVE“ ( if no permissible wear of
springs is stated on the assembly drawing )
− GUARANTEE
− LIST OF SERVICE STATIONS

Type : D 25/3

B=4

Measuring wedge
W = 0.32
27.01.2000 AM

Type : D 25/4

B=4

Measuring wedge
W = 0.32
27.01.2000 AM

Type : _____________________
Thickness of central shim

B=

Measuring wedge
W = ______

Governor and actuator F01

Proprietary Literature Manual
Manufacturer – WOODWARD
Model – PGA - EG
Contents
Page 2 Introduction
Page 3 Functional overview
m7f01006.doc Page 1 of 4
Governor and Actuator Ruston RK270
Introduction
The engine and propulsion control system comprises of

a 723PLUS Digital Local engine control panel and a
PGA-EG58 actuator.
The system provides :-

Electronic, Mechanical or ballhead speed governing
Local and remote operator control
Local and remote monitoring
Load control
Fuel limiting
Safety and alarm functions
Fig.1 Governor as fitted to the engine.
Start and stop control functions
Maintenance
F – Interval
Exchange unit

Proprietary Literature Manual.
m7f01006.doc Page 2 of 4 Section F01

FUNCTIONAL OVERVIEW OF PROPULSION CONTROL
This document is intended to present an overview of the operation of the propulsion control, making reference to
the various modes of operation, when they are to be used, and the sequencing of the system.
NB: This document is provided for information for INCAT vessels, as an overview of the system. Full details are
provided in the appropriate manufacturer’s manuals.
Part number 02877B – Woodward 723 Plus (hardware manual).

Functional Design Specification – INCAT Propulsion Control.
The system is designed to operate under three very distinct forms of control; some of these may then be operated
with different modes. The control methods are:-
1. Electronic
2. Pneumatic
3. Hand
The control forms refer to the positions from which control can exercised:-
1. Bridge - In electronic or pneumatic.

2. Local control panel – Electronic.
3. Actuator – Hand control (speed setting knob on governor).
This affords the system a great deal of flexibility, and allows continued operation when many of the support
systems (electricity and air supplies) have failed.
ELECTRONIC
The system will nominally operate in bridge control, with the speed demand signal (4-20mA) being converted by
the Woodward 723 Plus digital control (LECP) into a fuel demand via a 0-200mA signal through a PGA-EG58
Actuator mounted on the engine and connected to the fuel rack. This is ELECTRONIC MODE.
NB: The Actuator is reverse acting, so as the speed setting current from the 723 increases, proportional to the
bridge telegraph demand, the actuator position decreases and vice versa.
BACK UP
There is an I/P converter fitted to the system, which converts a 4-20mA signal to a 3-15PSI control air signal to
the governor’s ball-head (this provides pneumatic speed setting) control. This will be used in the event of the
failure of the 723 Plus, or a loss of both speed signals from the engine.
The pneumatic speed setting is not automatically selected, if the LECP’s internal WATCHDOG relay energises
then the ballhead in the Actuator takes control of the engine speed initially.
Engine speed is set to minimum (330 rpm) via a 5vdc (20mA) signal from the Switchover relay and as such the
engine will return to minimum speed.
Alarms will sound on the bridge to alert the operator. It is then the responsibility of the operators/maintainers to
investigate the cause of the problem e.g. loss of both speed sensor signals to the 723 Plus. The Bridge
Telegraph will be set to ‘idle’ speed by the operator.

CAUTION
It is imperative to set ‘IDLE SPEED’ on the affected Bridge Telegraph, otherwise the engine will be driven
to the selected speed as soon as BACK UP is selected, which may result in engine damage.
Once the cause of the failure has been located, or if operational circumstances warrant it, the operator
may select pneumatic control (BACK UP) by opening the LECP door and selecting MECHANICAL. The
LECP should be set for ‘Remote’; this will return control to the Bridge Telegraph.
HAND
Should there be a complete loss of both 723 Plus and Pneumatic control mediums the engine’s speed can be set
from the speed setting knobs on the front of the actuator itself.
To select HAND control at the actuator the LECP should be set to LOCAL/MANUAL.
It should be noted that controlling the engine speed in the above manner is directly driving the Speed Setting
Piston in the governor. All acceleration and deceleration rates will be by-passed as these are set in the 723 Plus.
Hence caution not to over-speed, or exceed torque limits of, the unit has to be exercised by the operator. Also all
723 trips and alarms are set in the governor.
FURTHER FUNCTIONS
If the analogue signal to the 723 Plus fails, then the control sets the engine speed to idle and an alarm will be
raised. The operator may then set Digital control on the Bridge. Digital control at the LECP is selected by setting
LOCAL/AUTO at the panel.
The operator must then go down to the LECP, select LOCAL CONTROL and then use RAISE/LOWER
commands at the LECP.
NB
1. In LOCAL control the 723 is fully functional, hence all engine protection within the control is operational.
2. All accel/decel rates are operational, hence it is possible the set a final higher/lower speed than actually
desired, because the RAISE/LOWER switch may be held in position for too long. It is, therefore, advised
to input a lot of short commands with the speed setting switches rather than fewer long ones.
3. Change from REMOTE to LOCAL is ‘Bumpless’ as the 723 Plus tracks the Analogue (REMOTE) signal
with the Digital (LOCAL) signal. However the change from digital to analogue is not ‘Bumpless’, so the
analogue demand must be approximately matched to the digital demand, before changing over to
analogue from digital.
IMPORTANT NOTE
ELECTRONIC control is the designed, normal operating method for the system. BACK UP and HAND
control modes are only meant as short term ‘limp to port’ running and should be considered ‘for
emergency use only’. 723 plus protection sequences may not available when in these operating modes.

Governor Start Booster F02
Contents
Page 2 Introduction
Governor Start Booster Ruston RK270
Introduction
This unit boosts the governor oil pressure at low

cranking speeds to ensure the governor has sufficient
power to move the fuel pump control shaft into position
to give a quick start.
Start booster
Fig.1 Governor start booster.

Governor drive F03
Contents
Page 3 Introduction
Page 3 Setting gear mesh
Page 4 Data
Governor drive Ruston RK270

Introduction
The governor drive housing (Fig.1) is mounted on the

flywheel end of the crankcase above the camshaft, 'B'
bank on vee-form engines. It is retained on the
crankcase by studs and nut and located in position by
dowel pins. The governor is mounted on the top of the
housing, retained by studs and nuts.
A drive spindle runs through the centre of the housing,

mounted in two bearings. At the top end of the spindle is
fitted a drive coupling and at the lower end a pinion is Fig.1 Governor drive housing.
keyed to the shaft, retained by nut and split pin. The
pinion is driven by a bevel wheel mounted on the
camshaft drive wheel (Fig.2).
When a new drive spindle or new bushes have been

fitted an end float of 0.05/0.20mm should be achieved by
removing material from the face of the bush next to the
pinion. The governor drive nut is to be tightened to
135Nm. If the slots in the nut do not align with the holes
in the spindle tighten further until they do.
NOTE:- The torque must not exceed 298Nm. DO NOT

file the nut or washer to achieve alignment. Fig.2 Governor pinion retained by a nut and split pin.
Setting gear mesh
If the drive assembly is being refitted without replacing

any components it should not be necessary to set the
gear mesh provided that the dowels are fitted before
tightening the securing nuts.
If new components have been fitted or the meshing of

the gears is suspect the assembly will require setting as
follows.
1. Remove the camshaft end float by barring it

towards the governor drive spindle.
Fig.3 Mark the bevel pinion with engineers blue.
2. Mark each tooth of the bevel pinion with a line

of engineers blue (Fig.3) and position the drive
assembly onto the engine.
3. Fit a shim between the drive and the crankcase

(Fig.4) which is to be machined to achieve a
backlash of 0.15/0.20mm between the pinion
and the bevel gear.
4. Bar the engine round one revolution of the

camshaft. A visual inspection of the gear should
show an even blue line over the whole of the Fig.4 Fit a shim to the crankcase.
contact face of each tooth.

5. If the line is short and towards the edge of the

tooth, slacken the securing nuts, reposition the
drive assembly and repeat step 4.
6. When the setting is correct the housing is to be

reamed (Fig.5) and doweled (Fig.6) to the
crankcase.
Data
Fig.5 Ream the housing when the setting is correct.
Governor drive nut torque 135Nm (298Nm MAX)
Bevel pinion backlash 0.15/0.20mm
Fig.6 Dowel the housing.

Governor linkage F04
Contents
Page 3 Introduction
Page 3 Operation
Page 4 Maintenance
Governor linkage Ruston RK270

Introduction
The governor operates the fuel control shafts through a

linkage system which incorporates a telescopic link to Governor Output Shaft
provide a safety device should a control shaft jam.
The telescopic link comprises a casing, plunger guide,

spring, spring guide, end cap and adjustable link. The
casing is connected to the governor output shaft and the
adjustable link to the fuel control shafts (Fig.1).
Operation
Under normal operation the spring resistance allows the Adjustable Link
telescopic link to act as a rigid connection with the Telescopic Link
control rods when the governor raises the engine speed. link
However, in the event of a jammed control shaft the
spring will compress to prevent damage to the governor.
If the Overspeed trip or the hand control lever is

operated the spring will compress to allow the governor
Fig.1 Telescopic link to shafts and governor
to be overridden.
Setting
The lever, fitted to the output shaft on the governor,

should not be removed unless renewing or overhauling
the governor. If it has been removed it is essential that it
is fitted as follows.
1. Check the setting of the fuel control mechanism

as detailed in the fuel section.
2. Set the fuel control mechanism to the NO FUEL
position, using the 48mm setting gauge.
3. Check that the governor output shaft dial is
reading '0' and fit the lever to the governor
output shaft.
4. Check that the fuel control linkage is operating
correctly as described in the fuel section.

Maintenance
Interval - B
Check that the linkage is free and lubricate external

linkage with a few drops of engine oil.

Pneumatic overspeed trip F05
Contents
Page 3 Introduction
Page 3 Operation
Page 3 Maintenance
Page 4 Dismantling
Page 4 Assembly
Page 5 Testing
Page 5 Fitting new parts
Pneumatic overspeed trip Ruston RK270

Introduction
The overspeed trip is pneumatically operated, the OVERSPEED TRIP

system is controlled by a speed switch which is operated
by a magnetic pickup sensing the teeth on the flywheel
as the speed increases the switch will operate at a pre-
determined setting (115% of nominal speed).
Operation
Fig.1 Pneumatic overspeed trip as fitted to the engine.

A pneumatic cylinder with a piston rod is mounted at the
flywheel end of ‘A’ Bank and positioned to act against a
lever attached to the fuel pump control shaft returning
the fuel pump racks to the no fuel position - thus
stopping the engine - if the speed rises above a pre-set
maximum. The pneumatic system (Fig.1) is connected
to a permanent air supply and includes a volume
cylinder flow control valve and solenoid operated valve.
Governor Control Shaft

Maintenance
Control System Panel test
An overspeed test push button when depressed will

initiate an overspeed via the full circuit and will energise
the overspeed trip solenoid and thus extinguish the
overspeed healthy light, the overspeed reset pushbutton
resets the panel after a 30 seconds time delay has timed
out.
Check the operation of the complete overspeed system

as follows.
1. Checking the engine speed using a hand held

tachometer, gradually raise the engine speed
by means of a spanner applied to the lever on
the governor control shaft (Fig.2), until the pre-
Fig.2 Raise the speed using a spanner on the governor
determined speed is reached or the overspeed control shaft.
trips.
2. As soon as the trip operates release the

pressure on the spanner and confirm the
engine is brought to rest.
3. Reset the overspeed as normal.
CAUTION:- the engine speed must not be allowed to

rise more than 20% above the rated maximum.

Dismantling
1. Turn off the air supply and disconnect the

piping from the cylinder.
2. Unscrew and remove the nut securing the

cylinder to its mounting bracket. Remove the
cylinder and place it on a clean workbench.
Fig.3 Loosen the tie rods in diagonally opposite pairs
3. Dismantle the air cylinder, ensuring that the tie
rods are loosened in diagonally opposite pairs
(Fig.3).
CAUTION:- Take care, when finally releasing the tie

rods, as both end covers are under spring pressure.
4. Examine the piston 'O' rings for wear or

damage and renew if worn (Fig.4).
5. Examine the barrel bore and the piston rod.

Any slight imperfections can be removed by Fig.4 Examine the O rings for wear and renew if worn.
polishing with fine emery paper. If deep score
marks are present then the assembly must be
renewed.
6. Clean and examine the end covers and tie

rods, replacing if damaged.
Assembling
1. Thoroughly grease the inside bore of the

cylinder barrel.
2. Replace the piston 'O' ring.
Fig.5 Fit the assembly into place on the barrel.

3. Insert the piston and draw the whole assembly
into the barrel.
4. Slide the front end cover, complete with the

spring and a new joint, over the piston rod and
fit into place on the barrel (Fig.5).
5. Assemble the rear end cover complete with

new joint to the barrel (Fig.6).
6. Fit the tie rods and tighten the securing nuts

evenly in diagonally opposite pairs.
Fig.6 Assemble the rear cover.

Testing
Connect the air cylinder to a suitable air supply and test

for smooth operation and freedom from air leaks at a
maximum operating pressure of 7 bar (Fig.7).
When satisfied with the performance, refit the air cylinder

to its mounting bracket, connect the air pipework and
turn on the air supply.
Fitting new parts

Fig.7 Test for smooth operation and air leaks.
The following illustrations show the checks and
adjustments to be made.
(Fig.8) With the air cylinder energised the piston rod

must move the fuel pump control shafts to the fuel shut
off position (fuel pump rack stand out 48mm min).
(Fig.9) The nose of the piston rod and face of the lever
boss should have 1mm clearance with the air cylinder
de-energised the fuel pump control shaft at maximum
fuel stop position.
Fig.8 Air cylinder energised must move the fuel pump

control shafts to the fuel shut off position.
1mm clearance
Fig.9 Air cylinder de-energised leaves the fuel pump

control shaft at maximum fuel.

Fuel oil system G01
Contents
Page 2 Schematic
Page 3 Introduction
Page 3 Instrumentation
m7g01007.doc Page 1 of 3
Fuel Oil System Ruston RK270
m7g01007.doc Page 2 of 3 Section G01

Fuel Oil System Ruston RK270
Fuel oil system
Each engine is fitted with an engine driven fuel boost pump, which delivers fuel to the rails on each bank. A relief
valve is fitted to maintain the fuel rail pressure. Each cylinder is provided with an individual injection pump and
injector. Duplex filters are fitted prior to the fuel supply rail to protect the fuel pumps and injectors.
Each high pressure fuel pipe between the cylinder pump and the injector is completely enclosed by the cylinder
head cover. Should this pipe leak, fuel will drain from this enclosed space into a level switch, which generates a
fuel pipe leakage alarm.
Instrumentation
FT1
Fuel flow meter
LS3
Fuel oil leakage (from HP pipes) level switch
PI3
Fuel oil pressure gauge
PT2
Fuel oil pressure transducer

Fuel oil specification G02
Contents
Page 2 General requirements
Page 2 Ignition quality
Page 2 Viscosity
Page 2 Low temperature flow
Page 2 Water and sediment
Page 3 Sulphur content
M7G02000.DOC Page 1 of 3
Fuel Oil Specification Ruston RK270
General requirements
Compression ignition engines are designed to operate on middle distillate fuels. Fuels meeting the requirements
of BS2869 Class A2 and ASTM D975 No 2D and equivalent specifications are suitable for Ruston diesel engines.
Distillate fuels meeting the requirements of BS2869 Class A1 or ASTM D975 No1 are intended for the more
demanding requirements of high-speed automotive diesel engines. However, they are fully acceptable for use in
Ruston diesel engines.
Burner fuels meeting BS2869 Class D or ASTM D396 No2 have a similar specification to diesel fuels meeting
BS2869 Class A1 and A2. However, since there is no Cetane Number requirement it will be necessary to confirm
with the fuel supplier that the ignition characteristics meet the diesel fuel specification.
Ignition quality
Ignition quality, as indicated by the Cetane Number or Cetane Index, influences ease of starting; duration of
“white smoke” after start up; “diesel knock” under idling conditions and ability to accept load. In extreme cases of
low Cetane number the performance and mechanical loading of the engine may be adversely affected even after
the warming up period.
Viscosity
The range of viscocity specified for Class A2 and No 2D fuels is intended to give good fuel injection
characteristics over a wide range of industrial engine types and operating speeds. Ruston engines will accept fuel
with a maximum viscosity of 11cSt at 40OC without the requirement for heating.
Low temperature flow
Cloud point
This is the temperature at which a cloud of wax crystals appear as the fuel is cooled under standard test
conditions and indicates the tendency of the fuel to block filters and small orifices in cold weather conditions.
Cold filter plugging point
The cold filter plugging point can be reduced by up to 10OC below the Cloud Point by the addition of flow
improvers which help to keep the wax crystals small so that they can pass through the fine pores of the fuel filter.
Long term storage at very low temperatures can result in some increase in the cold filter plugging point as wax
crystals tend to agglomerate. The fuel supplier will be able to provide advice on storage conditions.
Water and sediment
The water and sediment values given for Class A2 and No2D fuels are the maximum which are acceptable to the
standard fuel filter.
If the fuel available has higher levels of water and sediment these must be reduced to the quoted levels before
being supplied to the engine.
M7G02000.DOC Page 2 of 3 Section G02

Fuel Oil Specification Ruston RK270
Sulphur content
Depending on the crude oil source, diesel fuels contain various amounts of sulphur compounds which, on
combustion, yield sulphur oxides which are corrosive. The sulphur content of the fuel is often limited by the
requirements of the exhaust gas emission regulations.
Sulphur oxide reaching the engine lubricating oil can cause this to become acidic unless an adequate reserve of
alkalinity is present. It is important therefore that the Total Base Number of the lubricating oil is sufficient to meet
the maximum sulphur content of the fuel.
TEST TYPICAL LIMITING

CHARACTERISTICS METHOD LIMIT SPEC VALUE
O 3
Density at 15 C kg/m ISO3675 max 890 900
Kinematic viscosity at 40OC cSt (ISO2719) min 1.50 -

(BS2000) max 6.00 11.00
Cetane number (ISO5615) min 45 40

(BS5580)
Carbon residue, Ramsbottom
on 10% residue %min (ISO4262)
(BS4451) max 0.2 0.35
Distillation, recovery at 350OC %v/v BS2000 min 85 -
O
Flash point – closed C (ISO2719) min 52/60 60 *
(BS2000)
Water content %v/v (ISO3733) max 0.05 0.05

(BS4385)
Sediment %min (ISO3736) max 0.01 0.01

(BS4382)
Ash %mm (ISO6245) max 0.01 0.01

(BS4450)
Sulphur %mm - max 0.3 1.8
O
Cold filter plugging point – Winter C BS6188 max -12
O
Summer C max -4
* marine

Fuel transfer pump G03

Manufacturer – Powerwise
Model – Varley 75R/54 (S) (Ruston Part No. 80.358.01977.000)
Contents
Page 2 Introduction
Page 2 Setting up procedure
Page 3 Maintenance
Page 3 Data
Page 4 Suppliers Literature
Fuel transfer pump Ruston RK270
Introduction
Lub. oil pump Fuel oil pump
The fuel transfer pump is situated at one end of the

lubricating oil pump (Fig.1). A shaft from the lubricating
oil pump, in association with a coupling, drives the fuel
pump.
Setting-up of fuel pump
When assembling the fuel oil transfer pump the following

procedure must be carried out:-
Fig.1 Fuel transfer pump and lub. oil pump.
1. Visually identify the lub oil pump main shaft. If

the end of the shaft is marked with an ‘S’ fit the
key marked with an ‘S’. If the main shaft has no
marking fit the key marked ‘X’.
2. Carefully fit the shaft seal and the drive housing

to the pump body and torque the housing/pump
nuts to 48-50Nm.
3. Fit half of the coupling to the lub. oil main shaft

but do not tighten the grub screw.

4. Fit the remaining half of the coupling to the fuel

oil pump shaft.
5. If there is a hole in the fuel oil pump shaft check

that the clearance ‘A’ is 2.6mm with the spring
pin fitted. If the shaft is new, position the
coupling to give a clearance ‘A’ of 2.6mm. Use
the 5/32” diameter hole in the coupling as a
pilot and drill, using a 5/32” drill bit through the
fuel pump shaft to enable the fitting of the
spring pin.
6. Introduce the coupling insert into the housing

and enmesh with the coupling half on the lub.
oil pump main shaft.
7. Fit the fuel pump complete with the coupling

half to the drive housing ensuring to enmesh
the coupling with the coupling insert. Tighten
bolt to a torque of 24-25Nm.
8. Turn the shaft until grub screw can be seen

through the slot or holes in the drive housing.
Slide loose half of mainshaft coupling half to set
a clearance ‘B’ between the coupling halves of
1.75 – 2mm.
9. Tighten the grub screw on the main shaft

coupling half to a torque of 23-25Nm.
Maintenance
For maintenance hours see schedule
F - Interval
Dismantle, clean and examine
Data
Clearance ‘A’ 2.6mm
Clearance ‘B’ 1.75-2mm
Housing to lub. oil pump body

torque 48-50Nm
Fuel pump to drive housing torque 24-25Nm
Grub screw torque 23-25Nm





Fuel injection pump G04

Manufacturer – Lucas Bryce
Model – FCWAB240A0894 (Ruston part number 80.358.01932.C01)
Maintenance
F-Interval
Remove and exchange
G-Interval
Renew high pressure pipes
WORKSHOP MANUAL
WITH ILLUSTRATED PARTS CATALOGUE
FUEL INJECTION PUMP TYPE FCWAB240A0894

ALSTOM RUSTON RK 270 MK2 ENGINE
CONTENTS
RECORD OF REVISIONS
WARNINGS AND CAUTIONS
CHAPTER I Introduction
CHAPTER 2 Des&p tion and Operation
CKAPTER 3 Fault Diagnosis
CHAPTER 4 Dismantling
CHAPTER 5 Cieaning
CHAPTER 6 Examination and Servicing
CHAPTER 7 Assembiy
CHAPTER 8 Testing
CHAPTER 9 Tooling and Test Equipment
CHAPTER 10 Packaging and Storage
CHAPTER II /l/us tra ted Parts Ca taiogue
CHAPTER 12 Service Bulie tins

WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 1 INTRODUCTION
CONTENTS
SECTION I
MANUAL OBJECTIVE AND LAYOUT
SECT/ON 2
APPLICATION AND !NSTALLAT!ON
SECTION 3
PERIODIC MAINTENANCE
SECTION 4
TORQUE REQUIREMENTS
SECT/ON 5
GLOSSARY OF TERMS AND ABBREVIATIONS
SECTION 6
CONSUMABLES
CHAPTER 1 - INTRODUCTION
SECTION 1 Manual Objective and Layout
1 .I This Workshop Manual has been prepared to co;er the operation servicing and overhaul of the Lucas Fuel
Injection Pump as fitted to the ALSTOM Engines Ltd, Ruston Division RK270 series engine.
It is primarily intended for use by Lucas Distributors and approved Service Agents but the information may
also be of assistance to the Operator and the Engine Manufacturer.
1.2 Although great care has been taken in ensuring the maximum accuracy of the information provided minor
variations may occur over the production phase of the equipment. No liability can be accepted by Lucas for
damage loss or injury caused by any errors or omissions within this manual.
WARNING
To guarantee the safety, performance and
reliability of the equipment, only genuine
Lucas spares must be used during rework.
1.3 In general this manual is presented and laid out so that the information provided is readily accessible. Each
significant information topic is identified with a dedicated chapter reference number with the chapters being sub
divided into sections where appropriate.
Photographic reproductions general artwork and other illustrations are identified with the section number to
which it relates followed by an alpha suffix which in turn is followed by the title eg (Fig 3B - Delivery Valve Holder)
The text will have a reference to the image in bold eg (See Fig 3B)
1.4 Every effort has been made to make the manual self contained and references out to other documents are
kept to a minimum.
SECTION 2 Application and Installation
2.1 This manual covers the FCWAB size fuel injection pump which is a single cylinder flange mounted constant
stroke jerk type pump designed for use on the RK270 series engine (See Fig 2A).
1
Fig 2A - FCWAB PUMP
2.2 APPLICATION
The Ruston RK270 Range of engines are turbocharged and charged cooled, high power to weight ratio,
medium speed diesel engines.
These engines are engineered to meet the operational requirements of users throughout the world in marine
propulsion, marine electrical power generation, base load and standby power generation, mechanical drives and
rail traction duties.
2.3 INSTALLATION
Refer to the engine manufacturers manual for fuel pump installation information.
SECTION 3 Periodic Maintenance
3.1 Consult the ALSTOM Engines Ltd, Ruston Division, Engine Manual - Fuel Injection
Equipment and Control System sections - for details of scheduled maintenance and changeout
of units.
NOTE
Lucas recommend that the FCWAB Series Fuel Pumps covered by this manual are operated to an
“ON CONDITION” lifing policy. The actual number of hours achieved in service before removal will vary
considerably between different applications and running environments and will normally be controlled by
progressive life sampling.
SECTION 4 Torque Requirements
2
Ibf ft Nm
PUDV CAPSCREWS 3.3 4.5
CLAMP PLATE CAPSCREWS

Handtight
z 10 13.5
C 30 40.7
d 50 67.8
70 95.0
f” a5 115.2
SPILLPLUGS 90 123
BARREL LOCATING SCREW 30 41 .o
CONTROL ROD LOCATION 3.5 4.75

SCREW
CONTROL ROD LUBOIL 13 la

BLANKING SCREW
SECTION 5 Glossary of Terms and Abbreviations
A/F ACROSS FLATS

AR AS REQUIRED
BSP BRITISH STANDARD PIPE THREAD
0 COPYRIGHT
C DEGREES CELSIUS
cc CUBIC CENTIMETRE
Fig FIGURE
ft FEET
hP HIGH PRESSURE
HP HORSE POWER
in INCH
in2 SQUARE INCH
IPC ILLUSTRATED PARTS CATALOGUE
lb POUND
Ibf POUND FORCE
Ibf ft POUNDS FORCE FEET
lb f/in2 POUNDS FORCE PER SQUARE INCH
L LITRE
mm MILLIMETRE
NI NOT ILLUSTRATED
Nm NEWTON METRE
psi POUNDS PER SQUARE INCH
PUDV PRESSURE UNLOADING DELIVERY VALVE
RPM REVOLUTIONS PER MINUTE
STPC STROKE TO PORT CLOSURE
SECTION 6 Consumables
Thread Lubricant - MOLYPAUL EASY RUN 50

FROM KS PAUL PRODUCTS
Test Fluid IS0 4113
Petroleum Jelly PROPRIETARY
Water Displacing Fluid - CASTROL DWX2l
3
PLUNGER/BARREL LAPPING:
Lap compound - PETER WOLTERS MICROLAP

PWFG f5T (Green)
Tallow MONUMENT TOOLS, LONDON

‘Best Hard White’ TALLOW
WARNING
ENSURE THAT THE ABOVE FLUIDS ARE USED IN STRICT
ACCORDANCE WITH THE MANUFACTURERS
RECOMMENDATIONS.
Iimm!id VmIw
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 2 DESCR IPTION AND OPERAT ‘ION
CONTENTS
SECTION 1
Pump Construction
SECTION 2
Prin’cipie of Operation
CHAPTER 2 - DESCRIPTION AND OPERATION
SECTION 1 - Pump Construction
1.1 Fig, 1A Shows the construction of the Ruston RK270 series Fuel Injection Pump Type FCWAB.
Fig IA - FCWAB Series Pump
SECTION 2 - Principle of Operation
2.1 The Lucas FCWAB size fuel injection pump is of the single cylinder flange mounted, constant stroke jerk
type. Fuel is pressurised inside a pumping element which comprises a sturdy barrel surrounding a very close
fitting plunger which is lifted rapidly in the barrel by means of a fast cam and a roller follower on the engine. The
plunger is returned back down the barrel after injection by means of a spring and lower spring plate fitted over the
plunger foot, itself resting in a tappet in the base of the pump.
2.2 Above the pumping element is the pressure unloading delivery valve which controls the system pressure
* trapped between injections and prevents suction back from the injector after injection.
2.3 The pump uses a helical groove on the plunger to control its fuelling range. The barrel is filled with fuel at
supply pressure when the plunger is on the cam base circle through a side port in the barrel. As the plunger rises
its top edge closes against the top edge of the spill port, starting to pressurise fuel above the plunger. Fuel is forced
past the delivery valve out to the injector and into the engine cylinder at high pressure. To finish the injection, the
plunger rises until the helix edge starts to uncover the spill port. Fuel then flows down a hole drilled in the plunger
top and connected with the helix, into the helix and out through the spill port into the gallery of the fuel pump.
WORKSHOP MANUAL
ALSTOM RllSTON
RK 270 MK2 ENGINE
CHAPTER 3
FAULT DIAGNOSIS
CONTENTS
SECTION 7
Introduction
SECTION 2
Troubleshooting
CHAPTER 3 - FAULT DIAGNOSIS
SECTION 1 - Introduction
1.1 The FCWAB pump will normally have a long working life before requiring overhaul and replacement of parts
provided that the fuel oil and engine lubricating oil have not been contaminated by dirt or water.
1.2 Failure to meet these requirements can result in premature wear, corrosion, leakage or component failure,
and may also be detrimental to the injector, and to the engine itself. The only adjustments possible are of injection
timing, and output calibration.
1.3 The need to remove pumps for overhaul or adjustment will be indicated by the Engine Manufacturer’s
recommended servicing schedules, backed up by operating experience, and will vary according to the rating,
operating environment and type of duty. It is thus only possible to give general advice within the scope of these
instructions.
1.4 Fuel pumps will wear with time, but such wear is usually uniform throughout an engine set, so that balance
between pumps will remain acceptable for normal operating requirements.
SECTION 2 - Trouble Shooting
2.1 Individual pumps which behave differently from the remainder of the engine set should be examined as soon
as possible. A pump requiring a high control rod setting to balance exhaust temperature may have a worn element,
or leaking delivery valve; running hot can result from leakage from the high pressure joint, possible causes being
restriction in the high pressure line (blocked spray holes or filter, inadequate needle lift or damaged pipe).
2.2 Abnormal leakage of fuel oil from the base of the pump will usually be due to element wear, which may have
it’s origins in water in the fuel.
NOTE
information is included in Chapter 6 Examination and Servicing for guidance in assessing
component condition, and fault diagnosis.
1
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 4 DISMANTLING
CONTENTS
SECTION I
Preparation
SECTION 2
Procedure .
CHAPTER 4 - DISMANTLING
SECTION 1 - Preparation
WARNING
All work carried out on Lucas equipment

must be compliant with Service Bulletin
308, Recommendations on the Safe
Handling and use of Lucas Bryce
Equipment.
WARNING
Viton ‘0’ rings are used in all Lucas

injectors. If subjected to high
temperatures &315X), these rings
produce extremely corrosive acid.
Avoid contact with any rings which
Cook suspect, or from equipment which
may have been close to an engine fire.
NOTE
Parts referred to may not be separately identified in the Illustrated Parts Catalogue. They will normally
be part of a higher assembly.
1 .I Workshop cleanliness, when dismantling fuel injection equipment, it is essential to ensure subsequent
trouble -free operation. The workbench must be thoroughly cleaned before commencing work and all dirt, grit, iron
filings and other foreign materials removed. Clean containers should be provided in which to place components.
1.2 A thoroughly cleaned vessel holding a supply of fresh, clean water-free, light fuel oil or injector test oil should
be available for washing dismantled parts. Components should be assembled wet. It is permissible to use
non-fluffing paper during cleaning processes. Never use paraffin or kerosene and never use woven cloths or
wipers.
1.3 The components of each individual pump should be kept together during dismantling. It is especially
important that pump plungers are only fitted to barrels with which they were originally mated and that the delivery
valve is re-assembled with its mated seat.
1.4 A brass wire brush will be found useful for cleaning all non-mating surfaces and a scraper is suitable for
clearing small carbon deposits. Hard tools must not be used on highly finished surfaces such as those on the pump
plunger or barrel.
CAUTION
The use of kerosene (paraffin) is not recommended for washing parts as it may contain water which
can cause corrosion. During the dismantling operation, the components of each individual pump should be
kept entirely separate and it is especially important that pump plungers are only fitted to barrels with which
they were originally mated. Similarly, the Pressure Unloading Delivery Valve should be re-assembled with
it’s original components.
1.5 When overhauling pumps, the plunger, it’s barrel and the pressure unloading delivery valve should never be
touched with a file or other hand tool. If any of these parts are damaged they should be sent to Lucas or a Lucas
Agent for attention. Before starting to dismantle a pump, remove protection plugs or caps, if fitted, and pour off any
fuel which may remain in the pump.
1.6 Refer to Chapter 5 for Cleaning Procedure.
1.7 Refer to Chapter 9 for Tooling Requirements.
SECTION 2 - Procedure
Refer to Fig 2A
2.1 Bottom
The assembly fixture (Part No. 1 B22835) should be secured to a suitable mounting by means of the location
hole in the fixture back plate. The mounting should allow the fixture to rotate through 3609 around the axis of the
mounting shaft.
Bolt the pump to the assembly fixture in an upright position with the control rod facing the operator.
Turn the fixture through 780L, swing over and secure the fixture support arm and, using the hand wheel,
depress the Tappet (7) clear off the Circlip-Lower (2), and push a steel rod 3-4mm diameter through one of the
radial holes in the spigot to displace the Circlip-Lower from its groove. Prise out the Circlip-Lower using a small
screwdriver.
Unscrew the fixture ha?d wheel until the tappet depressor clears the Tappet and swing the support arm
clear. Remove the Tappet lift out the Spring Plate-Lower (3) with the Plunger (4).
CAUTION
Take care not to drop the Plunger as this will cause irreparable damage. Place the Plunger in a
container of clean fuel oil.
2.2 Remove the Spring-Plunger (5), Control Sleeve (6), this will also lift out the Spring Plate-Upper (7). Turn the
fixture through 780L, so that the pump is upright.
Slide out the Control Rod (8) by first removing the Screw-Control Rod Locating (9) and Washer (70).
Do not remove the Stop Cap-Control Rod Hex. Head Bolt (7 7) and Spring Washer (72) which retains the ’
Shims (73) and Stop Cap-Control Rod (74) unless facilities for recalibrating pumps are available.
Using a 77mm A/F socket remove the two Spill Plugs (75) and discard the Washers (76).
2.3 Top
Using a 7Omm A/F hex, socket attached to at least a 7OOlbf ft torque wrench, gradually slacken the six
Socket Head Cap Screws (7 7) in diagonal sequence. When completely slackened, remove them. Lift off the
Clamping Plate (7 8).
Remove the PUDV Assembly (79). Remove Backing Ring (20), Anti-Extrusion Ring (27) and Seal- ‘0’ Rings
(22), (23) and discard.
Unscrew the Screw-Barrel Locating (24) and Washer (25). Turn the fixture through 90” so that the pump is
horizontal. With one hand over the top of the pump housing, carefully remotie the Barrel (26) by pushing or tapping
with a nylon or plastic drift.
CAUTION
Do not use hard metal tools and ensure that the barrel is not dropped as this could cause serious
2
damage to the sealing face.
2.4 After removal of the Barrel, assemble the Plunger (4) to it carefully and place the Element Assembly (27) in a
container of clean fuel oil.
Remove the two Seal-‘0’ Rings (28 & 29) from the Pump Housing (30) and discard.
Remove the Blanking Plug (37 NI) and Washer (32NI) from the pump if fitted, discard the Washer.
NOTE
All parts should be demagnetised prior to cleaning if this process is available. This will ensure
removal of all metallic particles during the cleaning process. Wash all parts in clean fuel oil.
CircligLwrw
Fig 2A - FCWAB SERIES PUMP
3
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 5 CLEANING
CONTENTS
SECTION I
Assembled Pump
SECTION 2
Components Parts
CHAPTER 5 - CLEANING
SECTION 1 - Assembled Pump
1.1 Remove carbon deposits by carefully brushing them with a brass wire brush in a bath of Displacing Fluid.
after removing carbon thoroughly wash components in clean test oil.
SECTION 2 - Compcment Parts
2.1 Components may be washed in clean light fuel oil or test oil.
2.2 Wash all components in suitable washing facilities, paying attention to protection of the pumping element,
delivery valve and lapped sealing faces.
WARNING
Ensure that all fluids are used in strict

accordance with the manufacturers
recommendations
1
WORKSHOP MANUAL
FUEL INJECTION PUMP TYPE FCWAB240A0894 .
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 6 EXAMINATION AND SERVICING
CONTENTS
SECTION I
Introduction
SECTION 2
Element Assembly
SECTION 3
Pressure Unloading Delivery Valve
SECTION 4
Spill Plugs
SECTION 5
Barrel Locating Screw
SECTION 6
Tappet
SECTION 7
Housing
SECTION 6
Lower End
SECTION 9
Control Rod and Control Sleeve
SECTION 10
Spring Plate Lower
CHAPTER 6 - EXAMINATION AND SERVICING
1.1 Prior to examination the fuel pump must be thoroughly cleaned in accordance with Chapter 5.
I .2 All ‘0’ ring seals, joint washers and gaskets should be replaced during pump rework.
1.3 Plunger Springs and delivery valve springs will settle during service and no check is required on their length.
Replace any springs showing signs of broken coils, corrosion, pitting, collapse or distortion. The latter are indicated
by flats being worn on the outside diameter of the coil. Rejection will normally be based on mechanical wear.
SECTION 2 - Element Assembly
2.1 The most usual reason for element replacement is erosion damage, of the upper end of the plunger in the
area swept by the barrel ports. This reduces pumping efficiency, resulting in the need to increase the control rod
opening.
2.2 Erosion damage is recognisable as a pitted surface on the otherwise smooth fine ground or lapped surface of the
plunger. It will be in the area swept by the ports and the first sign will be a small crescent-shaped mark in the position
occupied by the upper edge of the port at the point of spill.
2.2.1 On engines running at constant load, the marks will extend to form an imprint of the entire port, the imprint may
eventually reach the helix edge.
On engines running under a constantly varying load, the crescent-shaped marks will form a continuous line
inclined at the same angle as the helix.
2.2.2 Such erosion is not directly detrimental to element performance until it has reached a level at which running for a
further agreed period would further erode the plunger to a level which would affect pump delivery. If this is the case, the
the element assembly should be replaced.
Assessment of the level of erosion is necessarily somewhat subjective but guidelines for reuse are as follows:
If the erosion at any point has reached within 0.75mm of the helix edge or its depth, measured at any point, is
greater than O.l5mm, the element should be replaced.
2.2.3 Erosion damage progresses at a reasonably uniform rate, thus an estimate of the remaining service life can be
made if the hours run to date are known.
2.3 Check the barrel ports for erosion at the following places:
1) Inner edges where they meet the ground bore.
2) Inside the port for possible spill plume attack of the upper edge of the port.
2.3.1 If plunger erosion has occurred, light port inner edge erosion is likely, usually part way around the port, not at the
very top. This is acceptable if the edge is not heavily eroded.
2.3.2 Inner port erosion is also very difficult to quantify. If erosion has occurred, but is not deep, this is acceptable.
Barrels with deep erosion must be scrapped.
2.4 If erosion damage is noted only on individual pumps, it may be due to a restriction in the injector or high pressure
line causing excessive pressure. Check that the nozzle needle lift is correct and that the high pressure pipe ends are not
closed.
2.5 Another cause of element deterioration is the presence of water in the fuel, which is indicated by gradual
blackening of the mated surfaces of the barrel and plunger by the formation of black iron oxide. This causes
breakdown of the finish, resulting in rapid wear.
2.5.1 If the element clearance does not appear excessive, compared with a new element assembly, the plunger and
barrel may be lightly lapped together to remove the very fine layer of corrosion. Use a mixture of very fine lapping paste
tallow and test oil (see Chapter 1, Section 6 Consumables, for product details).
NOTE
Lapping should be minimal as excessive lapping will create ‘washaway’ areas next to the timing and spill
control edges on the plunger.
2.5.2 If proper gauging equipment is unavailable, the acceptance or otherwise of the resulting element can only be
checked in an assembled pump and its calibration checked. An excessively worn element will usually produce excessive
delivery at the low delivery test.
2.5.3 Check the top face of the barrel for evidence of leakage, which will show as fine, irregular tracking marks.
It is possible to remove these by lapping provided that they are not too deep, but the sealing face must be
maintained parallel to the barrel seating shoulder within, 0.025mm (.OOl”) across the diameter.
2.6 Ensure that the fuel leak-off and lube oil drilling are clean and clear.
It is unlikely that wear of the plunger dogs, or of the plunger foot, will be sufficient to require replacement of the
element assembly, but these features should be checked for clearance in conjunction with the related working parts. See
sections relating to control rod and control sleeve and spring plate lower.
CAUTION
The plunger and barrel are a mated assembly; if either of these parts is defective beyond repair, a new
element assembly must be used.
SECTION 3 - Pressure Unloading Delivery Valve [PUDV
3.1 The PUDV may be dismantled by removing the two capscrews, care should be taken not to lose the parts
when the assembly opens.
3.2 The contra-flow valve spring seat is removed using a M5 threaded tool by screwing it into the seat and
extracting.
3.3 Examine the lapped faces for evidence of tracking as described under Element Assembly. If lapping of the
delivery valve seat is required., the two faces must be maintained parallel within 0,05mm (0.002”) measured across
the faces. If lapping of the delivery valve holder is required, the sealing face must be maintained parallel to the
shoulder within 0,05mm (0.002”).
Check delivery valve holder high pressure pipe connection and threads for damage and distortion.
3.4 Replacement of components is necessary if the mitre seating of either delivery valve or delivery valve seat is
ridged or discontinuous and also if the contraflow valve seat is damaged. Check the contraflow valves seat for
erosion around the seating line. Check the contraflow valve spring is in good condition and that the spring free
length is not less than 25.9mm. Check also that the spring seat is still an interference fit in the delivery valve seat, it
is reassembled by tapping the spring seat in using a brass square block and small hammer until it becomes flush
with the delivery valve seat sealing face.
3.5 Check the Main Valve (pro-flow) Spring has a free length greater than 27.3mm. Replace if it is shorter.
3.6 When assembled, the opening pressure of the PUDV may be checked using fixture (SK1 4103). The contraflow
valve pressure should be between 90-l 31 bar for a new assembly. During service the pressure may drop. If the pressure
drops below 75bar it may be reset by changing the contraflow valve spring and valve.
CAUTION
The contraflow valve should not be reset by using shims.
2
SECTION 4 - Spill Plugs
These are sacrificial components and will show evidence of erosion attack after prolonged service. This is
normal and they should be replaced when the damage exceeds a depth of 4mm.
SECTION 5 - Barrel Locating Screw
Replace if threads or plain end are damaged or chipped. Replace copper washer.
SECTION 6 - Tappet
6.1 There should be a bright contact mark each side of the end face made by the plunger foot, and the engine
tappet head. Any tappet which is cracked in this area, or on which the indentation exceeds 0,13mm (.005”) on
either side should be replaced, as continued running can cause rapid further wear resulting in retarded injection
timing, with eventual breakage and other consequential damage.
6.2 The outside diameter should be clean, with polished bands extending round the entire periphery from each
end. Rejection should be based on mechanical wear.
SECTION 7 - Housing
7.1 Check the housing for cracks, particularly around the flange and mounting holes. If cracks are present, the
housing must be replaced.
7.2 Check the inside of the housing for signs of erosion or corrosion - especially in the fuel gallery. The housing
must be replaced if erosion exceeds a depth of 5mm.
7.3 Check for wear in the control rod bore. With the control rod assembled at mid-travel, clearance in the
horizontal and vertical planes should not exceed 0,25mm (0.010”).
SECTION 8 - Lower End
8.1 These should all dismantle freely and at the most be coated with a film of carbonised oil on the non - wearing
surfaces.
8.2 Presence of a brown coloured paste indicates poor venting of the tappet chamber - check that the drain
holes in the pump mounting are clear. It would also indicate fuel supply temperatures that are below the ‘dew’ point
for the locality of operation.
8.3 Check the Plunger Spring for free length. This must be no shorter than 100.5mm. Check the Spring on a flat
steel surface plate. Squareness of its coils to the end faces must be written 1.5mm (runout up the spring using a
steel square).
SECTION 9 - Control Rod and Control Sleeve
9.1 Replace any components with teeth which are worn or damaged. Backlash in the assembled condition
should not exceed 0.2mm (.008”).
9.2 The slot in the control sleeve should be free from visible wear or steps at the top of the plunger stroke.
Clearance between plunger dogs and control slots should not exceed 0,2mm (.008”). Ensure that the control rod
runs freely in the housing bore.
3
SECTION 10 - Spring Plate - Lower
10.1 Check the axial clearance of the plunger foot by ‘trapping’ the plunger against a flat face. The plunger must
be free to rotate, but the axial clearance should not exceed 0,3mm (.OlfL”). (See Fig WA). (Total clearance with
tappet indented 0,13mm (.005”) not to exceed 0,43mm (.017”).
Fig tOA - CHECKING CLEARANCE OF PLUNGER FOOT
4
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 7
ASSEMBLY
CONTENTS
SECTION 7
Preparation
SECTION 2
PUDV Assembly
SECTION 3
Upper End Assembly
CHAPTER 7 - ASSEMBLY
WARNING

Equipment.
I .I Workshop cleanliness, when assembling fuel injection equipment is essential to ensure subsequent
trouble -free operation. The workbench must be thoroughly cleaned before commencing work and all dirt, grit, iron
filings and other foreign materials removed. Clean containers should be provided in which to place components.
wipers.
1.3 The components of each individual pump should be kept together during assembly. It is especially important
that pump plungers are only fitted to barrels with which they were originally mated and that the delivery valve is
re-assembled with its mated seat.
clearing small carbon deposits. No hard tool should be used on highly finished surfaces such as those on the pump
plunger or barrel.
1.5 Ensure that all pump components are clean and that all grooves and drilling are clear before assembly.
1.6 Refer to Chapter 5 for Cleaning Procedure.
1.7 Refer to Chapter 9 for the Tooling required for pump assembly.
SECTION 2 - PUDV Asslembly
2.1 The re-assembly procedure is the reverse of the dismantling procedure. Ensure that the contra-flow valve is
positioned in the Delivery Valve seat the correct way up.
2.2 Replace the contra-flow valve spring and then insert the spring seat by tapping it with a brass square block
and small hammer until it becomes flush with the delivery valve seat sealing face. The Delivery Valve seat is then
attached to the Delivery Valve Holder via the two capscrews to a torque of 4.5Nm. Fit a new Seal ‘0’ Ring (1) and
Backing Ring (2). Fixture 75/795 must be used to test the valve assembly.
SECTION 3 - Upper End Assembly
(See Fig 3A)
3.7 Bolt the housing to assembly fixture, Part No. 1822835.

3.2 Fit new Spill Plugs (3) and new Washers (4) and, using a 77mm A/F socket and torque wrench, tighten to the
specified torque.
3.3 Smear the Seal-‘0’ Rings (5 and 6) with petroleum jelly and p/ace in position half way down the inside of the
housing.
NOTE
Both ‘0’ ring seals are similar, ensure each ‘0’ ring seal is fitted in it’s correct groove. It may be
easier to turn the assembly fixture through 18@ whilst inserting these seals.
3.4 Align the barrel location slot by eye with the barrel location screw tapping in the housing. Lower the Barrel (7)
into the housing and check for alignment of the barrel and the barrel locating screw tapping. Fit a new Seal ‘0’ Ring
(8) and Anti Extrusion Ring (9). Place the PUDV Assembly (70) into the pump housing. Place the Clamp Plate (17)
over the delivery valve holder. Fit the six Socket Head Cap Screws (12) after covering their threads with the
recommended lubricant detailed in Chapter 7, and tighten each finger - tight. This will push the Barrel (7) into the
housing and barrel location slot should appear when looking through the housing’s barrel locating screw tapping, if
not disassemble and retry. Screw in the Screw-Barrel Locating (73) together with a new Washer (74) by hand. Do
not force the screw but undo the six socket head cap screws and realign the barrel. Using a 7Omm A/F socket and
torque wrench, tighten the six socket head cap screws in sequence in the increments given in Chapter 7 Section 4,
See Fig 3B for the cap screw tightening sequence.
3.5 On completion check that all screws are tightened to 775 Nm (85 Ibf ft) and also that the gap between the
pump housing and the clamp plate does not vary by more than 0,25mm around the clamping plate. Using the same
tightening sequence, release one bolt at a time 7/8th of a turn and re-tighten to 7 75 Nm (85 Ibf ft).
This procedure will settle the high pressure sealing faces into the optimum sealing position.
Fig 3A - CAP SCREW TIGHTENING SEQUENCE
NOTE
At each torque stage tighten screws (numbered 1 to 6 as
shown in Fig 3A above) in the following order: 1,4,2,5,3
and 6.
Fig 3B - FCWAB SERIES PUMP
3
WORKSHOP MANUAL
ALSTOM RllSTON
RK 270 MK2 ENGINE
CHAPTER 8 TESTING
CONTENTS
SECTiON 1
introduction
SECTION 2
High Pressure Seals
SECTION 3
Low Pressure Seals
SECTION 4
Spill Timing
SECT/ON 5
Lower End Assembly
SECTION 6
Service Test Specification
CHAPTER 8 - TESTING
WARNING

Equipment.
WARNING
Viton ‘0’ Rings are used in all Lucas pumps

and injectors. If subjected to high
temperatures (>315 deg. C), these rings
produce extremely corrosive acid. Avoid
contact with any rings which look Suspect,
or from equipment which may have been
close to an engine fire.
CAUTION
Fuel oil should, preferably, be purchased in large quantities and stored in covered twin tanks
connected in such a way that one serves as a settling tank. (galvanised containers should never be used).
The fuel oil should be drawn through large-capacity filters to the engine supply tank. The engine tank
should be adequately filled at all times to obviate moisture condensation: it should not be completely
emptied (other than for periodic cleaning) as the dregs usually contain harmful impurities.
1 .I Refer to Chapter 9 for details of the Tooling and Test Equipment required for Fuel Pump Testing.
1.2 Refer to Chapter 1 for details of the test oil to be used for Fuel Pump testing.
1.3 The test oil temperature during testing must be maintained at 38-42%.
WARNING
When testing injectors ensure that the fuel
spray is directed away from the person.
Keep hands away from the spray, which
can penetrate the skin and cause injury.
If oil penetrates the skin, prompt medical
attention will be required to drain the oil,
to remove any foreign body, and to
prevent infection
WARNING
Use goggles or similar eye protection
if the spray is exposed. Do not permit an
injector on test to direct its spray towards
a heat source or naked flame.
Oil in spray form is highly flammable.
Ensure that the room or space where
injectors are tested is well ventilated and
1
that an efficient extractor is used to
remove oil spray.
SECTION 2 - High Pressure Seals
2.1 Turn the fixture so that the pump is in a horizontal position and insert the dummy plunger (Part No
16820332) into the barrel, push it firmly against the delivery valve seat face.
2.2 Tighten down the knurled nut expand the ‘0’ rings against the bore of the barrel.
2.3 Swing over and secure the assembly fixture support arm and screw down the handwheel until light pressure
is exerted on the support collar over the dummy plunger.
2.4 Connect the high pressure fuel oil source, air hydro pump (Part No. 75/617B), to the delivery valve holder.
After venting, pressurise to 1700 bar (25,000 Ibf/in*) and isolate the circuit. The pressure must not drop by more
than 35 bar (500 Ibf/in*) in 30 seconds. If the test is satisfactory, remove the high pressure oil source.
2.5 If the test is not satisfactory, the first check should be for leakage from the pipe connections or insufficient
venting of air from the system. If these are satisfactory, check that the ‘0’ ring seals on the dummy plunger are still
in good condition. Failing any other apparent deficiencies, then the pump sealing faces may be damaged or the
delivery valve holder may be clamped unevenly. Dismantle the top end assembly, inspect the sealing faces and
relap if necessary. Re-assemble the top end of the pump, paying particular attention to the correct tightening
procedure of the clamping bolts and reset. Refer to Chapter 7 Assembly.
SECTION 3 - Lower Pressure Seals
3.1 With the dummy plunger in situ, turn the fixture through 90” so that the pump is in an upright position.
3.2 Insert a blanking plug into one of the fuel inlet/outlet ports and supply air at 5,5 bar (80 Ibf/in*) to the other
fuel inlet/outlet port through an adaptor.
3.3 Completely immerse the housing assembly in a bath of clean fuel. Any flow of air bubbles through the oil
from the element lubrication connection indicates faulty barrel/housing setting.
3.4 Examine for any air bubbles from the spill plugs - none are permissible.
3.5 Examine for any air bubbles from the gap between the housing and the top cap - none are permissible.
3.6 Remove the air supply form the fuel inlet/outlet port.
3.7 Supply air at 5,5 bar (80 Ibf/in*) to both leak-off / lub oil connection via l/8” BSP adaptors.
3.8 Any flow of air bubbles when air is passed through the lower leak-off/lub oil connection indicates an ‘0’ ring
failure in one or two places depending on the location of the air bubbles.
3.9 Any flow of air bubbles when air is passed through the upper leak-off / lub oil connection indicates either an
‘0’ ring failure, barrel locating screw seal failure or faulty barrel housing sealing, depending on the location of the
air bubbles.
3.10 Disconnect the air supply and remove the dummy plunger, pressure test adaptors and blanking plugs.
SECTION 4 - Spill Timing
4.1 With the pump still in the assembly fixture and the top of the pump assembled, remove one of the spill plugs
and washer.
2
4.2 Remove the pump from the assembly fixture.
4.3 Carefully place the pump upside down on a suitable mounting block. Insert the spill timing bar through the
spill port, ensuring it engages with the opposite spill port.
4.4 Assemble the plunger to the barrel so that it rests on the spill timing bar. Slowly remove the spill timing bar
until the plunger drops down and is resting on the spill edge not the top cap face.
NOTE
Spill Timing Bar to be 4.9 +O.O5mm diameter.
4.5 Place the tappet in the tappet bore and lower until it rests on the plunger foot.
4.6 Place a shim plate - but no shims or rivets on the pump flange. The underside of the pump flange and shim
plate should be clean, flat and free of sharp edges.
4.7 Place two 25,4mm (1”) parallel blocks on the shim plate, two dimensions can be checked with a depth
micrometer.
4.8 See Fig 4A Dimension ‘X; is the depth from the parallel block face to the shim plate. Dimension ‘Y’ is the
depth from the parallel block face to the tappet face. The ‘A’ dimension of 7Om~0,05 is obtained by subtracting
dimension ‘Y’ from dimension ‘X’. An additional 0, Imm is to be added to compensate for the reduced diameter of
the spill timing bar. A shim thickness of IO, Imm gives an ‘A’ dimension of 1Omm and provides a stroke to port
closure (STPC) dimension of 5mm. Select shims to the value determined by the above operation and place on the
underside of the pump housiqg flange. Fit the shim plate; re-check the ‘A’ dimension by the same method. Remove
the tappet plunger and spill timing bar.
4.9 Replace the spill plug and washer and tighten to the specified torque.
NOTE:
The underside of the flange, shims and shim plate must be clean, flat and free from sharp edges.
Fig 4A - CHECKING THE ‘A’ DIMENSION
SECTION 5 - Lower End
5.1 Lubricate the control rod with fuel oil and insert into the control rod bore of the pump housing. If they have
been removed replace the control rod stop cap the shims that were originally used, spring washer and control rod
stop cap hex. head bolt.
5.2 Fit the control sleeve and mesh with the control rod so that the assembly marks correspond (i.e. the dot on
the control sleeve aligns with the middle of the notch on the control rod).
3
5.3 Fit the upper spring plate and plunger spring. Fit the plunger to the lower spring plate and lower into the
barrel, ensuring that the ‘V’ notch on one of the dogs on the plunger is aligned 180” to the dot/notch on the control
sleeve/control rod. Place the tappet in the tappet bore.
5.4 Swing over and secure the fixture support arm and, by screwing down the adjustable handwheel, start to
compress the plunger spring.
5.5 When depressing the tappet to compress the plunger spring, first check that the plunger dogs have engaged
with the slot entry by actuating the control rod, which must move freely. Continue to depress the tappet while
reciprocating the plunger until the tappet base is below the circlip groove in the pump housing. If the control rod
becomes stiff, slacken off the handwheel slightly until it frees and try again.
5.6 Secure the tappet by engaging the circlip in the groove machined in the housing bore; Replace the brass
plug with a new washer to the flange if originally fitted.
5.7 Slacken the hand wheel to remove the force of the tappet and plunger spring before attempting to remove
the pump from the fixture.
5.8 Remove the pump from the fixture and secure the shims and plate with pop rivets.
CAUTION
Do not use any Gaskets or Sealing compounds on these components.
Remove any test blanking plugs and fit protective plugs to the fuel ports, leak - off / lube. oil
connections and a protective cap to the delivery valve holder outlet.
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 9
TOOLING AND TEST EQUIPMENT
CONTENTS
SECTION I
Introduction
SECTION 2
Tooling
SECTION 3
Test Equipment
CHAPTER 9 = TOOLING AND TEST EQUIPMENT
1.1 In order to achieve successful rework of Fuel Pumps it is essential that the recommended tools and test
equipment should be used.
1.2 If assistance is required in obtaining or replacing equipment contact the Lucas Customer Services
Department.
SECTION 2 - Tooting
Fig 2A - ASSEMBLY FIXTURE - (Part No. lB22835)
Fig 26 - DUMMY PLUNGER (Part No. 16B20332)

SECTION 3 - Test Equipment
i
I
L_,/..F -I
Fig 3A - PUDV TESTING FIXTURE (Part No 75/795)
Fig 3B - H.P. PIPE (Part No 33B20045)
Fig 3C - AIR HYDRO PUMP (Part No 75/617B)

WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 10 PACKAGING AND STORAGE
CONTENTS
SECTION I
Packaging
SECTION 2
Storage
CHAPTER 10 - PACKAGING AND STORAGE
SECTION 1 - Packaging
1.1 The packaging instructions will be issued under the revision procedure at a later date.
SECTION 2 - Storage
2.1 Once the Fuel Injection Pump has been serviced always fit a brass or plastic cap over any threads. This will
prevent the ingress of dirt and also provide protection.
2.2 All equipment should be kept in dry, clean conditions and adequately covered to prevent the accumulation of
dust and dirt.
2.3 Only test oil which contains a corrosive inhibitor should be used. Fuel oil or paraffin must not be used.
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 12
SERVICE BULLETINS
CONTENTS
SECTION I
Service Bulletin Ref
CHAPTER 12 - SERVICE BULLETINS
Two Service Bulletins have been issued for this equipment. Please select the required document
from the following index:
Number Issue Date
Service Bulletin 306 November 1997
Service Bulletin 370 March 7998

No. 306
SERVICE BULLETIN ISSUE 2

DATE: NOV 97
SUBJECT
Fuel injection Equipment

Identification and implementation of quality checks and seal changes.
PRODUCT
FCWAB240A0894 Fuel Pumps - ALL Applications
APPLICATION
RUSTON DIESELS LIMITED

RK270 Mk 2 Series Engines.
DETAILS OF IDENTIFICATIONS CARRIED OUT:
I
I . Nameplate stamped ‘0’ on top right hand corner and one clamping plate capscrew head
painted yellow: Identifies that the pumping element has been quality checked to ensur’
freedom from grinding cracks in the bore.
2. Nameplate stamped ‘1’ on top left hand corner and one clamping plate capscrew head
painted red: Identifies that the lower ‘0’ ring seal and its backing ring (anti extrusion rir
between the valve assembly and housing have been refitted.
3. Nameplate stamped ‘2’ on bottom right corner: Identifies that upper and lower ‘0’ ring seals
between the valve assembly and housing have been changed to the ‘green Viton’ type and
the upper backing ring has been changed to the ‘single-scarf-cut’ PTFE type. This case
supersedes all previous identification.
NOTE:
If pumps are stamped with a letter ‘B’, this signifies the pumps were previously used and not
original equipment, at the time of conversion.
SERVICE REQUIREMENTS AT PUMP AT NEXT OPPORTUNITY
A new top and lower ‘0’ ring seals, also a new type ‘single scarf-cut’ backing ring should be fitted to
the pump as shown in the illustration, at any opportunity when the pump is removed from the engine
whether for general overhaul or otherwise.
REPLACE BOTH ‘0’ RINQ SEAL-S
NEW BACKING RING

4-m/w
REASONS
1. Grinding burn found in the bore of some barrels on earlier pumps, subsequently
eliminated.
2. Removal of lower ‘0’ ring seal allowed top ‘0’ ring to leak, owing to removal of pressure
attenuation below it.
3. Improved design of backing ring, along with softer Won iOi ring seals, to provide better
protection from fuei leaks in the most arduous applications.
2
.--^--.--
SERVICE BULLETIN
SUBJECT
Fuel Injection Equipment.

Product Improvement
PRODUCT
FCWAB240A0894 Fuel Pumps - ALL Applications
APPLICATION
GEC Alsthom Ruston Diesels Limited

RK270 Mk 2 Series Engines
DETAILS OF THE PRODUCT IMPROVEMENT
1. 37/l 15B Pressure Unloading Delivery Valve (PUDV).

The counterbore in the 37/l l9B delivery valve seat has been changed from l9mm deep to 9mm
deep.
2. The part number of the two socket headed capscrews has been changed from 381/0430 to
38110440.
3. This modification was implemented on all production after June 1995.
REASON
To prevent the delivery valve seat from being left in the fuel pump when the PUDV is removed during
service intervals (if the capscrews have worked loose).
Pre Mod Post Mod
1
Assembling fuel injection pumps to the engine G05
Contents
Page 3 Introduction
Page 3 Removal
Page 3 Installation
Page 4 Fuel pump timing
Page 4 Setting at No Fuel position
Page 5 Setting at Balance point
Page 6 Governor to fuel pump relationship
Page 6 Tuning
Page 7 Data
m7g05002.doc Page 1 of 7
Assembling fuel injection pumps to the engine Ruston RK270
HIGH

Introduction
The rate of fuel delivery is determined by the pump

plunger stroke and diameter, the only adjustments are
the timing of the fuel injection and the quantity of fuel
delivered.
The fuel injection pumps must be timed to deliver the

metered quantity of fuel to the engine combustion
chambers at the exact point in the engine cycle at which
it is required.
Each fuel pump is shimmed during manufacture to

counteract tolerance variations. Each tappet is shimmed
Fig.1 Fuel injection pump
to give a standard datum point for pump mountings so
that any pump, properly shimmed, can be fitted to any
position on any engine.
Removal
1. Shut off the fuel supply to engine.
2. Drain fuel from the fuel rails.
3. Remove the cover from the injector pipe. Fig.2 Remove the injector pipe
4. Remove the injector pipe (Fig.2).
5. Remove the top cover.
6. Disconnect fuel feed and return pipes.
7. Bar engine over until the fuel tappet roller is on

the base circle of the cam.
8. Release holding down nuts and lift pump from

the mounting.
Fig.3 Check the shims and rivets are in position.
Installation
1. Check that the shims (Fig.3), plate and rivets

are in position on the underside of the pump
mounting flange.
Note:- If a fuel pump is being changed due to a

failure on the pump, a new pump can be fitted
without any need for a check on timing.
2. Remove the fuel pump drive roller and spindle

from the pump that has been removed and fit to
the new pump (Fig.4). Fig.4 Fit the roller and spindle to the new pump

3. Bar round the engine until the fuel pump tappet

roller of the cylinder concerned is on the base
circle of the cam.
4. Assemble the pump to its tappet (ensuring that

the drive roller is located correctly in the control
shaft drive lever (Fig.5) to the correct torque
figure given in Data, using a special tool
(Fig.6(A)) to tighten the inaccessible nuts.
Fig.5 Ensure the drive roller is located correctly.

Fuel pump timing
1. Bar round the engine until the fuel cam on the

cylinder concerned is at the injection point.
This point is scribed on the engine flywheel and
is given in GENERAL DATA in the Maintenance
and repair manual. Mark the flywheel at this
position and in the direction of engine rotation (A)
turn the flywheel until the mark comes into line
with the timing pointer.
2. Fit the tappet assembly, with its shim pack Fig.6 Use the special tool (A) to tighten the rear nuts.
(Fig.7(B)), clamped down in position, and,
using the gauge (Fig.7(C)), check the height of
(C)
the tappet in its housing and adjust the shims to
within 0.05mm.
NOTE:-Individual shim packs (80.358.01920.300) are

available containing five shims, i.e. 0ne each of 0.05,
0.10, 0.20, 0.40 & 0.80 mm thick.
When the pumps are assembled on the engine, the fuel (B)
rack adjustment is set by a gauge to the Balance Point.
A gauge (see Special Tools) is also used to set the No Fig.7 Check the height of the tappet.
Fuel position.
(D)
Setting at No Fuel position

(E)
Individual fuel pumps are adjusted by the rack adjusting
screw (Fig.8(D)), using a special tool to release the
locknut (Fig.8(E)) and turn the adjusting screw.
At the initial stage, a rough setting will suffice; providing

that the No Fuel gauge (Fig.9(F)) can be inserted Fig.8 Use the adjusting screw (D) to set the rack
between the rack collar and the fuel pump body. The
adjustment must be made with the engine stopped and
(F)
with the governor over-riding lever at RUN.
Fig.9 Set the rack with the 48mm gauge (F).

Setting at Balance Point

G
1. Disconnect the fuel control linkage at the
governor (Fig.10(G)) and prop open the linkage
so that the Balance Point gauge can be
inserted between the rack collar and the body
of the fuel pump nearest the governor.
2. (Fig.11(H)) Check the racks of all the remaining

pumps with the Balance Point gauge and adjust
as necessary. It is important that the gauge is a
light sliding fit; if any force is used, the control Fig.10 Disconnect the linkage (G) at the governor output
shaft will be deflected and a false reading will shaft lever.
result.
NOTE: On certain installations, it may be that the

Balance Point is outside the site load range in such
installations the maximum fuel stop must be
unscrewed as follows. (H)
3. Before unscrewing the stop, mark it to place

and open the control linkage until restrained by
the stop.
4. Measure the distance between the rack collar

and the body of the fuel pump nearest
governor. This measurement will be used later Fig.11 Check the racks with the 12mm gauges (H)
when the maximum fuel stop is restored to its
original setting.
5. On completion of adjustments at the Balance

Point, for Vee engines, check that the mean
rack travel (from Balance Point to No Fuel) is
uniform for both banks.
6. Any discrepancy must be corrected by

adjustment of the control linkage (J). If this
results in the No Fuel setting being exceeded
on any cylinder, the control linkage should be
adjusted at the governor (K).
(J)
(K)

7. With the rack at the limit of its travel, the

distance between the rack collar and the fuel
pump body is nominally 51.0 mm (Fig.12). It is
important for the No Fuel setting to be between
this dimension and the thickness of the No Fuel
setting gauge (48mm).
Governor to fuel pump relationship

Fig.12 Rack at the limit of it’s travel (51mm)
This relationship is the most important and the figures
given below should be set and checked before
attempting to run the engine. Refer to the engine test 0 2 5 8 10
sheet for the correct governor output position and fuel
Normal
rack setting. Operating
Governor output 0 -Ensure the fuel pump rack is range
at zero fuel. To ensure To ensure
Shutdown Overload
Governor output 2 -Full speed no load rack can can
position. be achieved be accepted
Governor output 5 -Full speed 50% load rack
position. Fig.13 Governor output positions
position.
Governor output 10 -Maximum fuel (set by
maximum fuel pump rack
stop.)
Tuning
Tuning should not normally be carried out, or required

once the pumps have been installed. However, if a test
run is required for other purposes check that the cylinder
exhaust temperature scatter (on full load) is within 70OC
and that peak pressure scatter (also on full load) is
within 7.0 bar. Fig.14 Peak pressure indicator
Greater scatter, particularly of exhaust temperatures,

may be accepted provided that the scatter conforms to a
distinct pattern.
Scatter can be due to factors which have no significant

effect on cylinder behaviour, such as manifold layout or
instrument siting.
Operators will generally know whether or not this applies

to their engines and, in applicable cases, points to check
are:-
1. That the individual cylinders conform (20OC)

to the pattern.
2. That the turbine inlet temperatures are still

within the 70 OC range.

If these conditions are not evident, investigations of

settings and build should be made and corrective
measures taken; if the investigations reveal no
significant defects, exchange injectors and/or fuel pumps
between cylinders with extreme readings (changes of
less than 10OC or 1.4 bar are not significant).
The settings of the exchanged pumps should be

checked and reset as necessary in accordance with this
instruction, but otherwise the injection timing settings
must not be disturbed. No attempt must be made to level
cylinder exhaust temperatures by interference with the
rack adjusting screws as this may well aggravate
unequal loading between cylinders.
Special tools
Fuel pump rack adjustment

Tube spanner 80.361.02125.400
Screwdriver 11/P461/1568
Setting gauges
Balance point 12mm 80.461.02112.409
No fuel 48mm 80.461.02112.419
Fuel tappet setting gauge 80.361.02366.301
Data
Fuel Injection timing 16OBTDC
Fuel pump holding down

nut torque 115Nm

Fuel injector G06

Manufacturer – Lucas Bryce
Model – 99/555T (Ruston Part No. 80.318.01124.C01)
Maintenance
C-Interval
Fit new nozzles
WORKSHOP MANUAL
WITH ILLUSTRATED PARTS CATALOGUE
FUEL INJECTOR TYPE 99/555T AND 99/557T

A&TOM RUSTON RK27U MK2 ENGINE
CONTENTS
RECORD OF REVISIONS
WARNINGS AND CAUTIONS
CHAPTER I Introduction
CHAPTER 2 Description and Operation
CHAPTER 3 Fault Diagnosis
CHAPTER 4 Disman tiing
CHAPTER 5 Cleaning
CHAPTER 6 Examination and Servicing
CHAPTER 7 Assembly
CHAPTER 8 Testing
CHAPTER 9 Tooling and Test Equipment expansion
CHAPTER 10 Packaging and Storage
CHAPTER 7 I Service Bulletins

WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 1
INTRODUCTION
CONTENTS
SECT/ON I
MANUAL OBJECTIVE AND LAYOUT
SECTION 2
APPLICATION AND INSTALLATION
SECTION 3
PERIODIC MAINTENANCE
SECTION 4
TORQUE REQUIREMENTS
SECTION 5
GLOSSARY OF TERMS AND ABBREVIATIONS
SECTION 6
CONSUMABLES
CHAPTER 1 - INTRODUCTION
SECTION 1 Manual Objective and Layout
1 .I This Workshop Manual has been prepared to cover the operation servicing and overhaul of the Lucas Fuel
Injectors as fitted to the GEC ALSTHOM Ruston Diesels RK270 Mk2 series engine.
It is primarily intended for use by Lucas Distributors and approved Service Agents but the information may
also be of assistance to the Operator and the Engine Manufacturer.
NOTE
Lucas recommend that the Injector Nozzles covered by this manual are operated to a “ON
CONDITION” lifing policy. The actual number of hours achieved in service before removal will vary
considerably between different applications and running environments and will normally be controlled by
progressive life sampling.
Lucas do not recommend that ‘T’ size nozzles are reworked in service. All nozzles which are removed
from the engine on a scheduled basis or because of unsatisfactory performance should be replaced by a
new genuine Lucas spare.
This policy reflects the inability to rework nozzles to a “as new” standard and will ensure the
following:
0 Optimum emission control
0 Reduced fuel consumption
0 Eliminate component spares holding
0 Minimum engine down time
0 Eliminate need to train maintenance

personnel on nozzle repair techniques
0 Ensure the economic turn around of injectors

to “as new” condition
The Nozzle rework information provided within its Workshop Manual is intended for use by
Distributors in an emergency where spare complete Nozzle Assemblies are not available.
1.2 Although great care has been taken in ensuring the maximum accuracy of the information provided minor
variations may occur over the production phase of the equipment. No liability can be accepted by Lucas for
damage loss or injury caused by any errors or omissions within this manual.
WARNING
To guarantee the safety, performance and
reliability of the equipment, only genuine
Lucas spares must be used during rework.
1.3 In general this manual is presented and laid out so that the information provided is readily accessible. Each
significant information topic is identified with a dedicated chapter reference number with the chapters being sub
1
divided into sections where appropriate.
Photographic reproductions, general artwork and other illustrations are identified with the section number to
which it relates followed by an alpha suffix which in turn is followed by the title eg (Fig 3B - Delivery Valve Holder)
The text will have a reference to the photographic image in bold eg (See Fig 3B)
1.4 Every effort has been made to make the manual self contained and references out to other documents are
kept to a minimum.
SECTION 2 Application and Installation
2.1 GENERAL
This manual covers the two types of injector fitted to the RK270 Mk2 series engine. Both variants operate at
a release pressure of 379bar (5500psi).
Fig 2A - INJECTOR 99/555T
INJECTOR 99/555T
This is a dry type injector (see Fig 2A) as fitted to the Ruston RK270 Mk2 engine.
Fig 2B - INJECTOR 99/557T
INJECTOR 99/557T
This is a cooled type injector (see Fig 2B) as fitted to the Ruston RK270HF engine.
2
2.2 APPLICATION
The Ruston RK270 range of engines are turbocharged and charged cooled, high power to weight ratio,
medium speed diesel engines.
These engines are engineered to meet the operational requirements of users throughout the world in marine
propulsion, marine electrical power generation, base load and standby power generation, mechanical drives and
rail traction duties.
2.3 INSTALLATION
Refer to the engine manufacturers manual for fuel injector installation information.
SECTION 3 Periodic Maintenance
3.1 Consult the GEC ALSTHOM Ruston Diesels, Engine Manual - Fuel Injection Equipment and Control
System sections for details of scheduled maintenance and changeout of units.
SECTION 4 Torque Requirements
Ibf ft Nm
NOZZLE NUT 180 244
SECTION 5 Glossary of Terms and Abbreviations
A/F ACROSS FLATS

AR AS REQUIRED
0 COPYRIGHT
C DEGREES CELSIUS
Dia DIAMETER
Fig FIGURE
ft FEET
in INCH
in* SQUARE INCH
IPC ILLUSTRATED PARTS CATALOGUE
lb POUND
Ibf POUND FORCE
Ibf ft POUNDS FORCE FEET
L LITRE
MILLIMETRE
Ilrn NOT ILLUSTRATED
Nm NEWTON METRE
psi POUNDS PER SQUARE INCH
. SECTION 6 Consumables
Thread Lubricant - GULF ANTI SEIZE COMPOUND 2
Test Fluid - IS04113
3
Water Displacing - CASTROL DWX21
Fluid
Carbon Softening - APPLIED 3225

Fluid
WARNING
ENSURE THAT THE ABOVE FLUIDS ARE USED IN
STRICT ACCORDANCE WITH THE MANUFACTURERS
RECOMMENDATIONS.
r!mm!!a v!ARtTY
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 2
DESCRIPTION AND
OPERATION
CONTENTS
SECTION I injector Construction
SECT/ON 2 Principle of Operation

CHAPTER 2 - DESCRIPTION AND OPERATION
SECTION I - injector Constructicm
Fig 1A - INJECTOR 99/555T
Fig 1A - Shows the construction of a dry Ruston RK270 Injector (99/555T).
-)-
.-
.‘
: ;
i
Fig 1B - INJECTOR 99/557T
Fig 1B - Shows the construction of a cooled Ruston RK270 Injector (99/557T).
SECTION 2 - Principle of operation
2.f Both types of fuel injector comprise two assemblies, a nozzle holder body assembly and a nozzle assembly.
The holder body used is of the low spring low inertia type which has the injector spring located as near as
I
possible to the nozzle. The release pressure is adjusted by the use of shims.
2.2 The 99/557T injector has drillings in its nozzle holder body and nozzle body to provide cooling for engines
operating on residual fuels.
The control drilled passage in the holder body is for the leak of fuel that escapes past the nozzle needle
valve. The leak off passage is connected to a cross drilling in the nozzle holder body so fuel leakage can be led
away.
2.3 The lower end of the holder body has a central hole into which is fitted an upper spring plate, adjusting
shims, spring and thrust cap. A recess in the end of the thrust cap locates to the end of the nozzle needle thrust
pin, to transmit the spring load to the needle.
A transfer block is fitted between the end of the holder body and the nozzle and forms an abutment for the
shoulder of the needle to limit the needle lift
WORKSHOP MANUAL
ALSTOM R&TON
RK 270 MK2 ENGINE
CHAPTER 3
FAULT DIAGNOSIS
CONTENTS
SECT/ON I Troubleshooting
CHAPTER 3 - FAULT DIAGNOSIS
SECTION 1 - Troubleshooting
1 .I The failure of a nozzle to function correctly can be due to:
a. Needle friction following the ingress of dirt or other foreign material or to side loading caused
by a worn or damaged spring.
b. Out of square nozzle holder body to nozzle joint faces.
c. Restricted needle lift.
d. Dirt on the seating line.
e. Damaged or eccentric seats.
f. Incorrect seat angles giving incorrect seating line or no angular difference.
g. The presence of cavitation on the nozzle seat line.
1.2 It is evident that, for correct operation, the needle must locate on the needle seat diameter. An angular
difference provided between the needle and seat ensures that the seating line is always maintained at the top of
the needle seating cone.
Note
Information is included in Chapter 6 Examination and Servicing for guidance in assessing component
condition and for performing fault diagnosis.
1
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 4
DISMANTLING
CONTENTS
SECTION I Preparation
SECTION 2 Procedure
CHAPTER 4 - DISMANTLING
SECTION ‘I - Preparation
WARNING

Equipment.
WARNING
Viton ‘0’ rings are used in all Lucas Pumps

temperatures (>315%), these rings
look suspect, or from equipment which
1 .I Workshop cleanliness, when dismantling fuel injection equipment is essential to ensure subsequent trouble
-free operation. The workbench must be thoroughly cleaned before commencing work and all dirt, grit, iron filings
and other foreign materials removed. Clean containers should be provided in which to place components.
wipers.
1.3 The components of each individual injector should be kept together during dismantling.
clearing small carbon deposits on the nozzle nut clamping shoulder of the injector.
CAUTION
The use of kerosene (paraffin) is not recommended for washing parts as it may contain water which
can cause corrosion.
CAUTiON
During the dismantling operation, the components of each individual injector should be kept entirely
separate from other injector parts and it is especially important that the nozzle needle valves are only fitted
to bodies with which they were originally mated.
1.2 Refer to Chapter 5 for cleaning procedure.
1.3 Refer to Chapter 9 for the tooling required for Injector dismantling.
1
Refer to Fig 2A and 28 as appropriate
2.1 Soak the nozzle nut and nozzle assembly of the injector in carbon softening fluid for 24 hours prior to
dismantling.
2.2 After placing the complete injector in a large, securely anchored vice, unscrew the Nozzle Nut (1) carefully by
undoing the nut using a torque wrench (and multiplier if supplied) and sockets. Undo the nut l/8 of a turn tap the
nozzle assembly with the nozzle drift (75/792) to break the carbon seal and then tighten back up. Continue with this
process until no resistance of the nozzle nut sticking to the nozzle can be felt. Remove the Nozzle Assembly.
2.3 If the Nozzle is stuck tight in the Nozzle Nut then it may be necessary to drive it out using the nozzle drift,
ensuring that the needle valve has been removed beforehand. The use of this tool will prevent damage to the
Nozzle tip.
2.4 Removal of the Nozzle Nut and Nozzle allows the Transfer Block (2), Thrust Cap (3), Spring-Injector (4),
Spring Plate-Upper (5) and adjusting Shims (6) to be withdrawn from the Holder Body (7).
2
Node Hddw btly
Shims
Spring Plia4Jpper
Fig 2A - Type 99/555T FUEL INJECTOR Fig 26 - Type 991557T FUEL INJECTOR
3
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 5
CLEANING
CONTENTS
SECTION I Carbon
SECTION 2 Component Parts

CHAPTER 5 - CLEANING
SECTION 1 - Carbon
1 .l Remove carbon deposits by carefully brushing them with a brass wire brush in a bath of Water Displacing Fluid.
after removing carbon thoroughly wash components in clean test oil.
1.2 Prior to the nozzle nut being removed it is recommended that if the nozzle and nut being removed are coated
with carbon they are immersed in a Carbon Softening Fluid for 24 hours. This will ease removal of the nozzle nut
and prevent undue strain being placed on internal components.
SECTION 2 - Component Parts
2.1 Components may be washed in clean light fuel oil or test oil. The nozzle clamping shoulder and the joint
washer face on the nut should be carefully cleaned with a brass wire brush.
2.2 The sealing face between the holder body, transfer block and nozzle body must be clean flat and smooth.
WARNING
ENSURE THAT THE ABOVE FLUIDS ARE USED IN
STRICT ACCORDANCE WITH THE MANUFACTURERS
RECOMMENDATIONS.
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 6
EXAMINATION AND
SERVICING
CONTENTS
SECTION I Introduction
SECTION 2 Sealing Faces
SECTION 3 Nozzle
SECTION 4 injector Spring
SECTION 5 Shims
CHAPTER 6 - EXAMINATION AND SERVICING
1.1 Prior to examination the Injector and its Nozzle must be thoroughly cleaned in accordance with Chapter 5.
SECTION 2 - Sealing Faces
2.1 The sealing face between the holder body, transfer block and nozzle body must be perfectly clean, flat and
smooth. Should any of the high pressure sealing faces be bruised or chipped then the component should be
replaced.
SECTION 3 - Nozzle
3.1 Take the nozzle and withdraw the needle from the body.
3.2 The guide surface of the needle should be clean with an even finish and there should not be any heavily
scratched or heavily polished areas. A used nozzle will often have an area of carbon deposits on the needle tip
which can be removed with a brass wire brush. If, however, any of the above defects are apparent and subsequent
treatment should prove unsuccessful, the complete nozzle must be replaced.
3.3 Next, allow the needle and nozzle body to soak for a short time in clean test oil, after which brush the needle
stem and seat with a brass wire brush.
CAUTION
The nozzle bodies and needles are mated pairs and cannot be interchanged with other bodies or
needles. Mixing of needles may give a restricted lift which will prevent correct functioning of the nozzle and
the complete injector system.
3.4 After removing the nozzle body from the test oil inspect the joint face to be certain that it is not scratched or
damaged. Clean the fuel feed holes by pushing a suitable sized rod down to the fuel chamber, being careful not to
scratch the joint face.
3.5 Take a fuel chamber scraper and insert it into the nozzle body fuel chamber. Press sideways and, by rotary
motion, remove any carbon or other deposits which may be present. After this, the seat cleaning tool should be
used by inserting it in the same way and pressing downwards with rotary movement. The seat should be examined
under a strong light to ensure that all traces of foreign matter have been removed.
3.6 To clean the spray holes, a pricking tool is required which comprises a holder fitted with suitable sized
cleaning wire, the size of which will depend upon the diameter of the hole to be cleaned. When the carbon in the
holes is soft it is simple to probe the holes with the tool, but should the deposit be too hard for this to be done then
I the complete nozzle must be replaced. This procedure is advised as an inexperienced operator is very liable to
break the wire in the spray hole and subsequently result in scrapping of the nozzle.
3.7 Finally, wash both the needle and nozzle body thoroughly in clean light fuel oil or test oil before fitting the
parts together, in the rinsed condition. If the needle is partially withdrawn from the body and released it should
return smoothly without sticking.
3.6 Check the needle thrust face for signs of damage. If the face is no longer flat, or free movement of the needle
is restricted by any damage, then the nozzle must be replaced.
SECTION 4 - Injector Spring
4.1 The minimum permitted free length of the 52/554 spring used on the 99/555T and 99/557T injectors is
54,5mm.
4.2 Measure the freelength of the disassembled Injector spring. If the freelength is less than that specified, fit a
new spring. Replace any springs showing signs of broken coils, corrosion, pitting, collapse or distortion, the latter
being indicated by flats worn on the outside diameter of the coils.
SECTION 5 - Shims
5.1 Replace any fractured or badly fretted shims with new ones. Refer to Chapter 11 Illustrated Parts Catalogue.
lrEmm!a VMlTlr
2
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 7
ASSEMBLY
CONTENTS
SECTION I Preparation
SECTION 2 Procedure
1
CHAPTER 7 - ASSEMBLY
WARNING

Equipment.
1.1 When preparing to assemble fuel injection equipment, the bench on which the work is to be done should be
thoroughly cleaned, particular care being taken that all iron filings, dirt, grit and any other foreign material have
been removed. The bench should be securely anchored to the floor. It is also necessary to have a thoroughly
cleaned container available holding a supply of fresh, clean fuel oil for washing the components.
CAUTION
‘The use of kerosene’(paraffin) is not recommended for washing parts as it may contain water which
can cause corrosion!
CAUTION
During the assembly operation, the components of each individual injector should be kept entirely
separate from other injector parts and it is especially important that the nozzle needles valve are only fitted
to bodies with which they were originally mated.
1.2 Refer to Chapter 5 for cleaning procedure.
1.3 Refer to Chapter 9 for the tooling required for Injector assembly.
2.1 Wash all parts in clean light fuel or injector test oil as they are assembled. Assembly follows the reverse
sequence of the instructions for dismantling.
2.2 First, replace Shims (7) ensuring the thinnest Shims are not in contact with the Spring-Injector (2). Next
replace the Spring Plate-Upper (3), Spring-Injector and Thrust Cap (4). Insert the Dowel-Holder Body (5) into the
Nozzle Holder Body (6) and replace the Transfer Block (7). Add the Dowel-Transfer Block (8) then the Nozzle (9).
2.3 Before fitting the Nozzle Nut (70) apply the lubricant “Gulf Anti Seize Compound 2” to the thread on the
Holder Body and to the Nozzle Nut/Body clamping shoulder, ensuring that the paste fills the externally visible gap
. between the Nut and Nozzle. This will ease removal of the Nozzle Nut in future and reduce the stress placed on
some internal components when removing the Nut. It is important that no lubricant gets onto the sealing faces of
any components.
2.4 Fit the Nozzle Nut and tighten by hand as far as possible, making sure that the Transfer Block and Dowels
are correctly located. Complete the tightening to the torque value given in Chapter 1. As the faces close, metal to
metal tightening should be felt to go solid suddenly.
CAUTION
It is essential to use a correct torque wrench and socket. To not do so may result in over-torquing of
the nozzle nut.
Nculs Harder Body
Thnrst Gap
Fig 4A-Type 99/555T FUEL INJECTOR Fig 4B - TYPE 99/557T FUEL INJECTOR
2
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 8
TESTING
CONTENTS
SECTION 1 Introduction
SECTION 2 Release Pressure
SECTION 3 Spray Form
SECT/ON 4 Seat Leakage
SECTION 5 Back Leakage

CHAPTER 8 - TESTING

Equipment.
WARNING
Viton ‘0’ rings are used in all Lucas Pumps

temperatures (>315%), these rings
look suspect, or from equipment which
CAUTION
Fuel oil should, preferably, be purchased in large quantities and stored in covered twin tanks
connected in such a way that one serves as a settling tank. (galvanised containers should never be used).
The fuel oil should be drawn through large-capacity filters to the engine supply tank. The engine tank
should be adequately filled at all times to obviate moisture condensation: it should not be completely
emptied (other than for periodic cleaning) as the dregs usually contain harmful impurities.
1.1 Refer to Chapter 9 for details of the Tooling and Test Equipment required for Injector Testing.
1.2 Refer to Chapter 1 for details of the test oil to be used for Injector/Nozzle testing.
1.3 The test oil temperature during testing must be 21+2 degrees C.
1.4 Connect the assembled injector to the Injector Pop Test Unit using the High Pressure Pipe specified in
Chapter 9.
WARNING
When testing injectors ensure that the fuel
spray is directed away from the person.
Keep hands away from the spray, which
can penetrate the skin and cause injury.
If oil penetrates the skin, prompt medical
attention will be required to drain the oil,
to remove any foreign body, and to
prevent infection
WARNING
Use goggles or similar eye protection
if the spray is exposed. Do not permit an
injector on test to direct its spray towards
1
a heat source or naked flame.
Oil in spray form is highly flammable.
Ensure that the room or space where
injectors are tested is well ventilated and
that an efficient extractor is used to
remove oil spray.
SECTION 2 - Release Pressure
2.1 With the gauge cock open and while still pumping note the pressure at which the nozzle begins to spray. This
is the release pressure, or nozzle opening pressure.
2.2 The release pressure on a newly serviced injector should be set to 376-383 bar (5450-5556 psi). Removal of
the nozzle nut and internal components may be necessary to adjust the shimplate to obtain the correct setting.
2.3 If the release pressure is being checked on an unserviced injector then it should be within +lO% of the
specified setting.
NOTE
The amount of shim required can be calculated on the basis that 0,lmm shim = 8,2 bar (119psi).
2.4 After reassembly and connection to the test unit operate the pump a few times to ensure that the
components have settled and then recheck the release pressure.
SECTION 3 - Spray Form
3.1 The spray from each hole should be atomised, of regular form and free from ragged edges. On no account
must oil squirt out in a continuous stream or jet. All sprays must be equal and correctly spaced. However, good
atomisation may not be apparent when testing the injector on a small hand test pump unit. If the nozzle discharges
intermittently and break up of fuel in the spray jets occurs then, in conjunction with the high pumping velocity of the
engine the injector will perform safisfactorily when it is operating on the engine.
3.2 If the nozzle performance cannot be satisfactorily restored then a new nozzle assembly must be fitted.
SECTION 4 - Seat Leakage
4.1 Operate the test pump until oil is discharged from the nozzle and set the release pressure, as detailed in the
‘Release Pressure’ section. Discharge the nozzle again and wipe dry. Raise the pressure to approximately 10 bar
(15Opsi) below the release pressure and hold for 10 seconds. After this time, the nozzle tip should be dry if the
nozzle is new. However a nozzle that has run many hours may leak slightly and, if so, the leakage must not be
sufficient to form a droplet.
4.2 Ensure that there is no pressure within the injector prior to checking seat leakage with the finger tips or
wiping the nozzle tip dry.
SECTION 5 - Back Leakage Specification
5.1 With the test fluid pressure raised above 250 bar (3615psi) the pressure fall off rate between 250 and 200
bar (3615psi and 2890psi) must be between IO-20 seconds.
2
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 9
TOOLING AND TEST
EQUIPMENT
CONTENTS
SECTION I Introduction
SECTION 2 Tooling
SECTION 3 Test Equipment
1
CHAPTER 9 - TOOLING AND TEST EQUIPMENT
1.1 In order to achieve successful rework of Injector and Nozzle assemblies it is essential that the recommended
tools and test equipment should be used.
1.2 If assistance is required in obtaining or replacing equipment contact the Lucas Customer Services
Department.
SECTION 2 - Tooling
2.1 An industry standard nozzle cleaning kit will be required including a brass brush, scrapers and hole cleaning
wire.
2.2 All torque wrenches and sockets required are generally proprietary items and are therefore not illustrated.
2.3 The nozzle nut socket is a standard 32mm Dia Bi-Hexagonal square drive socket.
Fig 2A - NOZZLE DRIFT (Part No 75/792)
SECTION 3 - Test Equipment
Fig 3A - HIGH PRESSURE PIPE (Part No 33B20045)

Fig 3B - INJECTOR POP TEST UNIT
TYPE HARTRIDGE TEST MASTER (Part No HH560)
2
WORKSHOP MANUAL
ALSTOM RUSTON
RK 270 MK2 ENGINE
CHAPTER 10
PACKAGING AND
STORAGE
CONTENTS
SECT/ON I Packaging
SECTION 2 Storage
CHAPTER 10 - PACKAGING AND STORAGE
SECTION 1 - Packaging
1.1 Packaging instructions will be issued subsequently using the revision procedure.
SECTION 2 - Storage
2.1 Once the injector has been serviced always fit a brass or plastic cap over any threads, the exposed nozzle
tip and the two backleak holes. This will prevent the ingress of dirt and also provide protection.
2.2 All equipment should be kept in dry, clean conditions and adequately covered to prevent the accumulation of
dust and dirt.
2.3 Nozzles should be kept in their individual wrapping and plastic container until required for use. If an unused
nozzle is kept in store for more than TWO YEARS, it is necessary to replenish the oil film between the needle and
nozzle body. This should be repeated at intervals of TWO YEARS until the nozzle is put into service. To do this,
unpack the nozzle, remove the needle and carefully flush and clean the nozzle body and needle in clean injector
test oil; refit the needle and repack the nozzle.
2.4 Only injector test oil which contains a corrosive inhibitor should be used. Fuel oil or paraffin must not be
used.
1
WORKSHOP MANUAL
ALSTOM RUSidN
RK 270 MK2 ENGINE
CHAPTER 11
SERVICE BULLETINS
CONTENTS
SECTiON I
Service Bulletin Ref
CHAPTER 11 - SERVICE BULLETINS
One Service Bulletin has been issued for this equipment. Please select the required document
from the following index:
Number Issue Date
Service Builetin 298 June 7996

SERVICE E3ULLETIN
SUBJECT
Fuel Injection Equipment
PRODUCT
Nozzles - All ‘T’ size assemblies
APPLICATION
Applies to all relevant applications with ‘T’ size nozzle assemblies
REASON
This non modification Service Bulletin is issued to clarify Lucas recommendations on ‘T’ size
nozzle repair. This instruction is issued in response to customer requests for information
clarifying the Lucas policy on nozzle reconditioning.
COMPLIANCE ~
The subject recommendations are strongly advised to all distributors, agents and engine
manufacturers.
‘T SIZE NOZZLE REPAIR
In order to ensure the optimum performance of diesel engines in service, particularly with
respect to fuel consumption and emission control, it is vital that nozzle efficiency should be
maintained.
The life expectancy of nozzles in service varies significantly and is dependent on the application
and the operating conditions which apply. Engine manufacturers will normally issue nozzle life
recommendations to operators which will normally be based on specific life assessment data in
conjunction with overall service experience.
Historically it has been common practice in the industry for nozzle repair to be carried out by
distributors on equipment returned from service following the practices laid down by the original
equipment manufacturer (Lucas Bryce).
More recent experience indicates that it is progressively becoming more commonplace for
nozzles to be replaced other than repaired. With emission control becoming a major
environmental issue this trend is likely to continue. A comparison of the costs and risks involved
between nozzle replacement and repair will result in replacement being the optimum choice for
the future.
This policy reflects the inability to rework nozzles to an ‘as new’ standard and will ensure the
following:
0 Optimum emission control
1
0 Reduced fuel consumption
0 Minimum engine down time
0 Eliminate need to train maintenance personnel on nozzle repair techniques
l Economic turn around of injectors to ‘as new’ condition
As a direct consequence of the changing cost and operational factors which impact on the
ongoing support philosophy adopted by Distributors and Operators, Lucas have now
re-assessed their associated recommendations accordingly.
It is clear that the reworking of nozzles after service use is at best a limited exercise which does
not bring the equipment up to the ‘as new’ condition. Most significantly hole wear, distortion,
erosion and mouth deterioration are not rectified with inevitable degrading of combustion
efficiency when refitted to the engine.
SPARE NOZZLE PROCUREMENT
It is strongly recommended that only genuine Lucas parts are used during the rework of Lucas
Fuel Injection Equipment. Rigid compliance with this recommendation will ensure that safety
performance and reliability requirements are satisfied.
The use of ‘pirate’ or ‘bogus’ parts during rework introduces considerable risk. The major
considerations are stated below:-
0 Non Lucas parts may have been manufactured with incorrect material specifications
resulting in
likely premature failure in service.
0 Processing, such as heat treatment, is very often compromised on bogus parts

manufacture thereby
risking avoidable expensive consequential engine damage.
0 Modifications will not normally be incorporated in non Lucas spares resulting in possible
degraded
performance and service life.
0 Lucas will not support warranty claims or provide technical assistance on equipment which
has been
serviced with parts which are not genuine items.
RECOMMENDATION
The ‘T’ size nozzle repair policy which is now recommended to customers by way of this Service
Bulletin is as follows:-
Lucas recommend that in future ‘T’ size nozzles are not repaired, reworked or overhauled
after service use.
2
Assembling a fuel injector to the engine G07
Contents
Page 3 Introduction
Page 3 Removal
Page 4 Replacement
Page 4 Data
Assembling a fuel injector to the engine Ruston RK270
HIGH

Introduction
An injector is fitted to each cylinder head and its purpose

is to discharge accurately metered quantities of liquid
fuel from the injection pump into the engine combustion
chamber, suitably atomised and distributed through the
air charge to promote rapid and complete combustion.
Fig.1 Remove the central fuel pipe cover
As each injector makes several hundred separate

injections each minute, in conditions of high temperature
and pressure, it is essential that regular and careful
maintenance is carried out in accordance with the
manufacturers instructions.
Fig.2 Release the high pressure feed pipe nut
Removal
1. Remove the central fuel pipe cover (Fig.1).
2. Release the high pressure feed pipe nut (Fig.2)

and remove the pipe (Fig.3).
Fig.3 Remove the high pressure feed pipe.
3. Remove the cylinder head cover.
4. Remove the injector clamp nut (Fig.4) and

remove the injector and clamp together.
NOTE:- If the injector is difficult to remove screw the

injector removal tool to the coarse thread provided
below the connection and vigorously slide the bob-
weight against the collar to release the injector Fig.4 Remove the injector clamp nut.
(Fig.5).
Fig.5 Slide the bob weight against the collar.

Replacement
Replacement of the injectors is a reversal of the removal

instructions taking note of the following points.
1. Ensure that the injector is an easy fit in the

cylinder head tube (Fig.6). If the nozzle end
feels tight in the cylinder head the hole must be
cleaned using a piece of hard wood.
Fig.6 Cylinder head tube.
2. When replacing the injector renew the three O

rings on the injector body (Fig.7) and replace
the joint washer (Fig.8).
NOTE:- The larger rings in the body are not of

identical size
CAUTION:-
Failure to renew the O rings will result in fuel
dilution of the lubricating oil and possible damage to Fig.7 Injector O ring locations.
the engine.
When replacing the high pressure pipe tighten the

connecting nuts to the figure quoted in DATA and in the
case of standard build engines use the tool listed in Joint washer
SPECIAL TOOLS.
When an injector has been refitted it is important to

check for 'tell-tale' signs of leakage of fuel passing the
lower 'O' ring, combustion gasses passing the copper
sealing washer or water from a leaking injector tube
(Fig.9).
Fig.8 Replace the joint washer.
Special tools
Injector removal tool 80.361.02474.200

Adaptor 80.361.02469.315
Crow foot spanner h/p pipe nuts 80.361.02469.704
Connecting nuts torque wrench 80.361.02124.746
Lower ‘O’ ring
Data
Injector tube
High pressure pipe connecting nuts 107Nm
Injector clamping nut 163Nm 120lbsft
Injector nozzle nut 244Nm 180lbsft
Nozzle release pressure 5450 - 5550 psi Copper sealing washer
376 - 383 bar
0.1mm shim = 8.2 bar Fig.9 Check for ‘tell-tale’ signs of leaking.

Fuel filter G08

Manufacturer – Vokes
Model – E238 (Ruston Part No. 80.341.01150.100)
Maintenance
C-Interval
Renew element
Fuel filter Ruston RK270




Fuel control mechanism G10
Contents
Page 3 Introduction
Page 3 Operation
Page 4 Maintenance
Page 4 Setting the linkage
Page 5 Governor to fuel pump relationship
Page 5 Data
Fuel control mechanism Ruston RK270

Introduction
The governor operates the fuel shafts through a linkage

system incorporating a maximum fuel stop and a hand
operated overriding control.
The quantity of fuel delivered by the injection pumps is

controlled by the rack operating levers fixed to the
control shafts (Fig.1). Each of these levers carries a fuel
rack adjusting screw. Turning the fuel rack adjusting
screw clockwise increases the amount of fuel delivered
and turning the screw anti clockwise decreases the
amount of fuel delivered.
Fig.1 Rack operating lever fixed to the control shaft.
The fuel limiter (Fig.2) is incorporated in the air start
system to prevent over fuelling of the engine on starting. ‘A’ Bank fuel pump
During operation the air cylinder restricts the fuel rack control shaft
movement to 50% of rack travel.
‘A’ Bank fuel pump
control shaft lever
A second lever, fitted close to each rack operating lever
and free to pivot around the control shaft, makes contact Pneumatic
overspeed trip
with a roller on the end of its fuel pump rack, and is held
in contact with its fuel rack adjusting screw by means of
Pneumatic fuel
a spring. limiter (If fitted)
The adjusting screw (Fig.3(A)) for the maximum fuel Fig.2 Fuel limiter (if fitted) and overspeed trip locations.
stop is set on test to limit the amount of fuel delivered to
a quantity slightly above that required for maximum
engine output. This setting should not normally require A
adjustment; when change is necessary it should be done
as described in the separate RUNNING-IN AND
TESTING instruction.
Operation
The hand control lever, set in the Run position for

starting and normal running, pivots about the end of the
control shaft and in this position, permits the governor to Fig.3 The adjusting screw (A) for the maximum fuel stop.
exercise control over the linkage. This, in turn, rotates
the shafts to open or close the fuel pump racks as
necessary. As the hand control is returned to the Stop
position (Fig.4), a dog on the base of the lever engages
with a similar dog on the fuel control lever, thus turning
the shafts in the decrease fuel direction.
Engine shutdown by hand control or operation of the

overspeed trip is made possible by the inclusion of a
telescopic link in the governor linkage.
Fig.4 Hand control lever in the stop position.

Maintenance
B
A-Interval
Check security of fixings and check areas adjacent to

the rack mechanisms for foreign bodies.
B-Interval
Check that the shafts and linkage are free; any friction or
lost motion must be eliminated. Lubricate the external
linkage with a few drops of engine oil. Fig.5 Disconnect the linkage (B) at the governor output
shaft lever.
E-Interval
Examine the pins and shaft bushes for wear; renew any
which are excessively worn.
C
Setting the linkage
1. Disconnect the fuel control linkage at the rod

end connection to the governor output shaft
lever (Fig.5(B)) and prop open the linkage so
that the Balance Point gauge can be inserted
between the rack collar and the body of the fuel
pump nearest the governor.
Fig.6 Check the racks with the balance gauge (C).
2. (Fig.6(C)) Check the racks of all the remaining
pumps with the Balance Point gauge and adjust
as necessary. It is important that the gauge is a
light sliding fit; if any force is used, the control
shaft will be deflected and a false reading will
result.
NOTE: On certain installations, it may be that the

Balance Point is outside the site load range in such
installations the maximum fuel stop must be
unscrewed as follows.
3. Before unscrewing the stop, mark it to place

(Fig.7) and open the control linkage until
restrained by the stop.
4. Measure the distance between the rack collar

and the body of the fuel pump nearest the Fig.7 Mark the maximum fuel stop to place
governor. This measurement will be used later
when the maximum fuel stop is restored to its
original setting.
5. On completion of adjustments at the Balance

Point, for Vee engines, check that the mean

rack travel (from Balance Point to No Fuel) is

uniform for both banks.
6. Any discrepancy must be corrected by

adjustment of the control linkage (Fig.8(A)). If
this results in the No Fuel setting being
exceeded on any cylinder, the control linkage
should be adjusted at the governor (Fig.8(B)).
7. With the rack at the limit of its travel, the

distance between the rack collar and the fuel
pump body is nominally 51.0 mm (Fig.9). It is
important for the No Fuel setting to be between Fig.8 Control linkage adjustments.
this dimension and the thickness of the No Fuel
setting gauge (48mm) (Fig.10).
Governor to fuel pump relationship
This relationship is the most important and the figures

given below should be set and checked before
attempting to run the engine. Refer to the engine test
sheet for the correct governor output position and fuel
rack setting.
Governor output 0 -Ensure the fuel pump rack is Fig.9 Rack at the limit of it’s travel (51.0mm)
at zero fuel.
Governor output 2 -Full speed no load rack
position.
position.
position.
Governor output 10 -Maximum fuel (set by
maximum fuel pump rack stop.)
Travel 0-2: To ensure a shut down can be achieved

Travel 2-8: Normal operating range Fig.10 Set the rack with the No Fuel Gauge (48mm)
Travel 8-10: To ensure overload can be accepted
NOTE:- At governor position 5 all linkage should be

at right angles or parallel.
0 2 5 8 10
The original fuel pump rack settings and governor
quadrant (output dial) readings can be found in the Normal
engine test report. Operating
range
To ensure To ensure
Data Shutdown Overload
can can
be achieved be accepted
Full rack travel 51mm
Zero fuel 48mm
Full speed no load 39mm Fig.11 Governor output positions

Induction/exhaust system H01
Contents
Page 2 Schematic
Page 3 Exhaust system
Page 3 Combustion air system
M7H01001.DOC Page 1 of 3
Induction/exhaust system Ruston RK270
M7H01001.DOC Page 2 of 3 Section H01

Induction/exhaust system Ruston RK270
Exhaust system
Exhaust gas leaves the engine via twin ABB TPL 65 turbochargers, with suitable adaptors fitted to the
turbocharger outlets. The exhaust ducting, silencers, etc. should be sized to ensure that the back pressure
applied to the turbochargers does not exceed 300 mm WG.
Flexible bellows are provided to compensate for lateral and axial movement of the flexibly mounted engine and
engine thermal expansion relative to the exhaust ducting and to ensure that these movements do not induce
undue stresses onto the turbochargers. It is important to ensure that the exhaust ducting is supported as close as
possible to the bellows.
Combustion air system
Air is drawn into the engine for combustion via combined air filter/silencers mounted on the turbochargers. The air
is compressed by the turbocharger and is fed into the air chest through two fresh water cooled air coolers.
The pressure drop across the filter/silencers is approximately 50 mm WG. It is important to ensure that the total
air intake side pressure drop does not exceed 200 mm WG.
Instrumentation
PT5
Charge air pressure transducer
PT5
Charge air pressure transducer
ST5 A/B
Turbo speed indicators
TI1
Charge air ‘A’ Bank temperature indicator
TI2
Charge air ‘B’ Bank temperature indicator
TT1
Charge air temperature ‘A’ Bank transducer
TT2
Charge air temperature ‘B’ Bank transducer
TT3-26
Cylinder, turbine inlet and outlet transducers
TT52
Charge air temperature transducer

Turbocharger H02
For information on this component refer to the

ABB Proprietary Literature Manual
Manufacturer – ABB
Model – TPL 65E (Ruston Part No. 80.380.02390.001 & 80.380.02390.002)
Maintenance
Daily
Check performance
B-interval
Clean air intake filter if necessary
D-Interval
Inspection and service
E-interval
Overhaul
Chargecooler H03

Manufacturer – GEA
Model – 73/16/16/2-ESV-S99-20N192
Ruston Part No’s.

80.380.02436.000 – ‘A’ Bank
80.380.02437.000 – ‘B’ Bank
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Dismantling
Page 2 Chargecooler performance/cleaning
M7h03005.doc Page 1 of 27
Chargecooler Ruston RK270
Introduction
The chargecoolers are finned tube heat exchangers. The hot compressed air from the turbocharger is cooled by
flowing over the fins on the outside of the tubes.
The chargecoolers are mounted in air ducts between the turbocharger and the engines integral air chest.
Maintenance
A – interval
Check for air/water leaks with engine running.
E – interval
Remove ashore for cleaning.
Dismantling
Drain down the cooling water system, disconnect the associate water pipes and air ducting and remove the
chargecooler(s) from the engine.
Chargecooler performance/cleaning
For information on chargecooler performance checks and cleaning instructions refer to the following suppliers
literature.
M7h03005.doc Page 2 of 27 Section H03


























Exhaust manifold assembly H04
Contents
Page 3 Introduction
Page 3 Maintenance
Page 3 Assembly
Page 4 Data
Exhaust manifold assembly Ruston RK270

Introduction
Collet Clamp
The exhaust gases from the engine cylinders are

discharged from the cylinder head into the exhaust
manifold (Fig.1) and to the turbocharger turbine inlet
through diffusers (Fig.2).
Going through the turbine the gases expand to

atmospheric pressure and pass out into the exhaust
ducting.
Split Collet
The manifold is made up of sections for each cylinder

Fig.3 Exhaust manifold integral expansion bellows.
with integral expansion bellows to allow for expansion
and contraction (Fig.3).
Collet Clamp
Maintenance
F-Interval
Fit new joints.
G-Interval
Examine and replace as necessary.
Split Collet
Assembly
Fig.4 Fit the split collet to the collet clamp and manifold.
The exhaust manifold is essentially maintenance free but
should the manifold be disassembled the following
assembly procedures should be observed.
1. When fitting a new manifold section, the

bellows should be stretched by 5mm.
2. When fitting new manifold joints it is important

to assemble the split collets and joints correctly
(Fig.4) and that all the joint faces on the
manifold cylinder head and diffuser are clean
and free from debris. Ensure that the exhaust
Spigot
manifold joint sits on the exhaust manifold
flange spigot (Fig.5).
Fig.5 Fit the joint to sit on the exhaust flange spigot.
3. The bolts should be lubricated with anti-seizure

compound and torqued and re-torqued after
running to the values recommended
4. On the manifold flanges a bolt with a smaller

head (19mm) is fitted to the hole opposite the
casting feeder pad which is scalloped for
additional clearance (Fig.6).
Fig.6 Fit the smaller headed bolt opposite the scalloped

feeder pad.

Data
Torques
Exhaust manifold to cylinder head 150Nm
Diffuser to turbocharger 95Nm
Manifold section to section 75Nm

Turbocharger and Chargecooler bracket H05
Contents
Page 3 Introduction
Page 3 Maintenance
Page 3 Assembly
Page 3 Data
Turbocharger and chargecooler bracket Ruston RK270

Turbocharger and chargecooler bracket Ruston RK270
Introduction
The bracket is used to support the turbocharger and chargecooler to the engine. The bracket is located on the
crankcase in such a way that allows the bracket to act as air ducting for the integral air chest.
Maintenance
Interval – H
Clear out and clean the air ducts of the bracket.
Assembly
The bracket should be assembled to the engine as follows :-
1. Apply loctite (11/P400/5468/20) to the face of the bracket that will abut to the crankcase. Locate the
bracket to the engine using the 3 location pegs and crankcase studs.
2. Torque the nuts to secure the bracket to the engine to the figure quoted in DATA.
3. Position the turbochargers to the bracket and secure using the nuts. Torque the nuts to the figure quoted
in DATA.
4. When mounting the chargecoolers to the bracket torque all studs and nuts to the figure quoted in DATA.
Data
Crankcase to bracket securing

studs/nuts 340Nm
Turbocharger to
Adaptor plate/bracket capscrews 340Nm
Chargecooler to bracket
Studs/nuts 80Nm

Lubricating oil system I01
Contents
Page 2 Schematic
Page 3 Lubricating oil system
M7I01007.DOC Page 1 of 4
Lubricating oil system Ruston RK270
M7I01007.DOC Page 2 of 4 Section I01

Lubricating oil system
Lubricating oil is circulated through the engine by twin engine driven gear pumps, with pressure controlled by a
relief valve fitted at the pump outlet pipe. Before entering the engine the oil passes through the oil section of the
central plate cooler and then through a simplex oil filter. A differential pressure transmitter is fitted across the filter
to provide indication should the filter become blocked. Oil temperature is controlled by means of a wax element
O
thermostatic valve fitted across the cooler (nominal setting 85 C).
A motor driven priming pump is supplied to provide a continuous flow of oil through the engine prior to starting.
All RK270 engines are provided with a motor driven extractor fan to be fitted in the ship’s crankcase breather
piping. This fan is used to create a slight vacuum in the crankcase chamber. This vacuum is regulated by means
of a butterfly valve to a value of 12mm WG with the engine running at full load. The crankcase fan includes an
integral Coalescer filter to remove large oil droplets, which may then be piped to a dirty oil tank.
Instrumentation
DBT9
Lub oil differential pressure transducer
FS1
Lub oil priming flow meter
LS1
Sump oil level (low) switch
LS2
Sump oil level (high) switch
MD11
Crankcase mist detector
PI1
Engine lub oil pressure gauge
PS1
Engine low lub oil pressure (high speed) switch
PS2
Engine low lub oil pressure (low speed) switch
PT1
Engine lub oil pressure transducer
TI8
Lub oil to engine temperature indicator
TI9
Lub oil to cooler temperature indicator
TI10
Lub oil from cooler temperature indicator

TT34
Lub oil to engine temperature transducer
TT35
Lub oil to cooler temperature transducer
TT36
Lub oil from cooler temperature transducer
TT38-49
Main bearing temperature transducer
XS10
Metal particle detector
Gearbox
DPS8
Gearbox oil filter contaminated pressure switch
LS4
Gearbox oil low level switch
LS5
Gearbox oil high level switch
PI6
Gearbox operating pressure gauge
PS4
Gearbox oil pressure (high speed) switch
PS5
Gearbox low oil pressure shutdown switch
PS6
Gearbox control oil pressure switch
PS7
Gearbox control oil pressure switch
TI12
Gearbox oil temperature inlet to cooler indicator
TT50
Gearbox oil temperature inlet transducer

Lubricating oil specification - I02
high speed marine engines
Contents
Page 2 General requirements
Page 2 Mineral or synthetic lubricants
Page 2 Branded lubricating oils
Page 2 Viscosity grade
Page 3 Performance classification
Page 3 Total base number
Page 4 Sulphated ash
Page 5 Lubricating oil suppliers recommended products - Marine gas fuel
Lubricating oil specification – high speed marine engines Ruston RK270
General requirements
The selection of the correct lubricating oil to suit the rated output, fuel type and the operating duty of the engine is
most important to ensure minimum wear, minimum combustion chamber deposits and satisfactory oil life.
Recommended products will be manufactured by reputable companies from high quality base stocks by modern
refinery processes and fortified with modern additives to give the desired level of detergency, dispersancy,
oxidation resistance and alkalinity reserve and other properties.
The base oil should impart good viscosity - temperature characteristics to ensure satisfactory cold starting ability
whilst having good lubricating properties at operating temperature.
Mineral or synthetic lubricants
By far the greatest majority of commercial lubricants are petroleum based. These represent the most cost
effective solution to most lubrication requirements and are readily available worldwide. Synthetic lubricants were
developed for particularly harsh environments and are inherently more expensive. In some severe applications
they may economically replace conventional petroleum based lubricants in operation long term. Seal and gasket
compatibility is generally good but MAN B&W Diesel Ltd, Ruston should be advised if use of a synthetic lubricant
is considered.
Branded lubricating oils
Individual oil companies recommend suitable branded lubricants to meet the requirements of standard
engines, fuel types and engine applications. A list of brand names is given at the end of this instruction, which
applies generally to products available in Western Europe including the United Kingdom. In the case of marine
lubricants the same brand names will often be marketed worldwide with the same specification. For industrial
applications and some marine applications the oil companies usually supply a local market and care must be
taken as the same brand names may have a different specification in different parts of the world. The list of
branded oils should therefore be used as a basis for selecting an equivalent product, in conjunction with the local
oil supplier, which also conforms to the general performance requirements outlined later in this instruction.
Viscosity grade
Lubricating oils formulated specifically for marine duty are generally monograde type either SAE30 or SAE40.
Some high TBN oils are only available in SAE40 grade. Multi-purpose oils are often of multigrade type and are
mainly used for certain applications where they maybe preferred either for availability reasons or for some
performance feature such as higher dispersancy and/or detergency. The viscosity grade generally recommended
for multigrade oils is SAE15W-40. However some oils listed in the tables have a viscosity grade of SAE10W-40
and these are also acceptable.
Oil sump temperature up to 85OC
Any of the above viscosity grades is generally acceptable. However when cold starting below 10 OC without oil
sump heaters is anticipated, either a monograde SAE30 or a multigrade oil should be specified.

Oil sump temperature above 85OC
O
Either a monograde SAE40 or multigrade is generally acceptable. However when cold starting below 10 C
without sump heaters is anticipated a multigrade oil should be specified.
Performance classification
Various classification methods exist to define the performance of a lubricating oil in a range of standard engine
and laboratory tests. To meet a specified performance level major suppliers submit representative samples of
branded oils for approval tests in accordance with a standardised procedure. Some smaller oil blenders supply
products meeting the same performance classification by blending a proprietary additive package at a specified
dosage rate with a suitable base oil without the requirement to carry out approval tests on the final product. In the
case of a reputable blender the resulting product should be fully acceptable. However, the base oil does give
important properties to the oil and the performance of the complete lubricant is the deciding factor in selecting a
product.
The American Petroleum Institute (API) engine service classification system is divided into an ‘S’ series covering
engine oils sold in service stations for passenger cars and light trucks (mainly gasoline engines) and a ‘C’ series
for oils used in commercial, farm, construction and off highway vehicles (mainly diesel engines).An oil can meet
more than one classisication e.g. API/SF, CD. Heavy Duty Oil Specifications have been issued over the years
mainly by US government agencies and whilst many are now obsolete they may still be used to describe general
quality levels. The minimum performance level required for all current Ruston engines is API CD or
MIL-L-2104C. Oils designed for API CD service were introduced in 1955 and provide protection from bearing
corrosion and from high temperature deposits in diesel engines which may use a wide range of fuel quality
including high sulphur content. The service classification CE which was introduced for turbocharged or
supercharged heavy duty engines became official in 1987 and covers all previous API CD requirements together
with further tests covering oxidation control and piston deposits on highly rated high speed diesel engines with
particular application to multigrade lubricants.
The obsolete US Military specification MIL-L-2104C issued in 1970, covers engine oils for all types of
reciprocating internal combustion engines of both spark ignition and compression ignition types in tactical service.
It is equivalent to API/CD and SC service classifications. MIL-L-2104D specification which was issued in 1983
represents an upgrading of MIL-L-2104C in relation to gasoline engines and two-stroke diesel performance and
also covers multigrade SAE15W-40 for the first time.
Lubricating oils meeting API/CD or MIL-L-2104C performance classification will have adequate levels of
dispersancy to hold products of combustion (soot) in a finely divided suspension between oil changes without the
risk of these sooty insolubles being deposited in the engine crankcase, rocker box etc., or causing oil filter
blockage. Oils for industrial engines will generally have been developed for automotive heavy duty engines and
have a high dispersancy. When it is required to centrifuge the oil to extend the oil drain periods or when residual
or similar fuels are to be used which may increase the likelyhood of soot formation, a lubricating oil having a
slightly lower dispersancy may be appropriate. Marine lubricating oils will usually be of this type. Industrial type
oils may be recommended by the oil supplier to meet a particular application.
Total base number
The Total Base Number (T.B.N.) in units of mg KOH/g is a measure of the total alkalinity of the lubricating oil. Part
of this is attributable to the detergent/dispersant additives in the oil which are alkaline but may not give any
protection against acid products of combustion. Most fuels contain sulphur or other elements, which form acid
compounds in combination with oxygen and water vapour during combustion and additional alkalinity reserve is

necessary to protect the engine against corrosion and corrosive wear. The minimum TBN requirement is related
to the sulphur, or other corrosive element, level in the fuel in relation to required oil life and operating conditions.
The recommended minimum TBN of a new oil measured by the ASTM D2896 method is given below.
Fuel Sulphur Minimum

type content TBN (D2896)
% m/m mg KOH/g
Distillate up to 0.5 12 to 15
gas oil 0.5 to 0.8 15 to 20
The lubricating oil requirements of engines required to operate on fuels outside these specifications will be
considered individually.
SULPHATED ASH
Sulphated ash is a measure of the detergent additive content of a new lubricating oil where these are based on
metallic compounds.
The value of the sulphated ash may be a general indication of the additive treatment level (except where ashless
additives are used). For liquid fuelled engines the level is not really significant where the additive treatment is
appropriate to the engine duty and fuel sulphur. Excessive combustion chamber deposits may result if the value of
sulphated ash is higher than necessary.

Lubricating oil suppliers recommended products for Ruston high speed marine diesel engines
Fuel type:- marine gas oil (MGO) ISO8217 Class DMA
Maximum sulphur in fuel up to 0.5% 0.5 to 0.8%
Lubricating oil requirements

Performance level (min) API CD API CD
Total base no (min) mgKOH/g 12-15 15-20
Oil supplier Product name
AGIP CLADIUM 120 SAE (30 or 40)
ANDEROL ANDEROL 800* SAE

(30 or 40) (15W-40)
BRITISH PETROLEUM ENERGOL DS3-15 (3 or 4) ENERGOL DS3-15 (3 or 4)

ENERGOL HPDX 40** XF 2268
CALTEX DELO 1000 MARINE (30 or 40 DELO 2000 MARINE (30 or 40)
DELO 350 SAE 15W-40
CASTROL CASTROL MLC (30 or 40)*** CASTROL MXD (153 or 154)***

SEAMAX SUPER PLUS (15W-40)*** CASTROL TLX (203 or 204)
CASTROL DYNAMAX (10W-40)* CASTROL DYNAMAX (10W-40)*
EMIRATES GENERAL EMPET ML (1530 or 1540)

PETROLEUM CORP.
ELF LUBMARINE DISOLA M (3015 or 4015) AURELIA (3020 or 4020)
ESSO EXXMAR 12TP (30 or 40) EXXMAR 24TP (30 or 40)

EXXMAR CM 40 (15W-40)
EXXMAR CM +40 (15W-40)
EXMAR CM SUPER (40)
IDEMITSU KOSAN DAPHNE MARINE OIL SX (30 or 40) DAPHNE MARINE OIL SX (30 or 40)
DAPHNE MARINE OIL SW (30 or 40) DAPHNE MARINE OIL SW (30 or 40)
ITALIANO PETROLI SAPIS OIL (30 or 40)
MOBIL MOBILGARD HSD ***

MOBILGARD (312 or 412) MOBILGARD (312 or 412)
MOBILGARD ADL (30 or 40) MOBILGARD (330 or 430)
MOBILGARD 1 SHC*
PETROMIN PETROMIN DEO CDM (30 or 40) PETROMIN DEO CDM 40
REPSOL YPF NEPTUNO 1500 (30 or 40) NEPTUNO 2000 (30 or 40)
NEPTUNO SUPERTURBOMAR
(15W-40)
SHELL GADINIA (30 or 40) ARGINA S (30 or 40)

SIRIUS X (30 or40)** SIRIUS X (30 or40) **
TEXACO TARO XD 40 (15W-40) TARO XD 40 (15W-40)
TOTAL FINA RUBIA FP 40 RUBIA FP 40

CAPRANO (312 or 412) RUBIA TIR 8600 (10W-40)
KAPPA ULTRA 10W-40*
NOTE: * Denotes synthetic base oil

** Denotes SHPD oil designed for extended life
*** Proven performance in Ruston Engines for High Speed Ferry Applications
SELECTION OF ANY OTHER BRAND OR SUPPLIER SHOULD ONLY BE DONE WITH PRIOR APPROVAL FROM RUSTON

Lubricating oil condition monitoring I03
Contents
Page 2 General guidelines
Page 2 Viscosity
Page 3 Water content
Page 3 Water type
Page 3 Flash point
Page 3 Total base number
Page 4 Total insolubles
Page 5 Spectrographic analysis
Lubricating oil condition monitoring Ruston RK270
General guidelines
The maintenance of good lubricating oil quality by the operator is as important to continued satisfactory engine
operation as the selection of the new oil. It is best achieved by taking regular oil samples preferably with the
engine running with the operating conditions stabilised. The oil sample must then be analysed by a reputable
laboratory to determine the condition of the oil and obtain a recommendation for further use. The oil supplier will
usually have this capability or alternatively an independent laboratory may be used.
Lubricating oil samples should be taken initially every 200 hours and this period may be extended to 500 hours or
monthly, whichever occurs first, when stable oil analysis results are obtained.
The oil analysis will consist of two parts. The first part covers the results of physical tests e.g. viscosity, water
content, fuel dilution, total base number and total insolubles plus any additional tests to investigate a particular
problem. The second part gives the results of spectrochemical analysis, the mass of each element detected being
given in parts per million (ppm).
The interpretation of the oil analysis report requires knowledge of the properties of new oil to the same
specification and the build up of experience with the engine over time. It is more important to be able to detect
sudden inexplicable changes in the measured parameters than to be over concerned about a gradual change
over the life of the oil. It is difficult to give definite rejection limits because these will vary between different oils.
The oil supplier or the laboratory which carries out the analysis will advise on the suitability of the oil for further
use. Obviously if any important parameter is changing quickly it may be necessary to increase the frequency of
sampling.
The following guide lines are intended to help explain the meaning of the terms used and show how they may be
interpreted to best advantage.
Viscosity
The viscosity will normally be given in centistoke (cSt) units of kinematic viscosity at a temperature of either 40 OC
or 100OC. Other units and reference temperatures are sometimes used. However it is more important to be able
to detect any increase or decrease in viscosity compared with new oil. An increase in viscosity may be an
indication of contamination of the oil either from sand or dust ingested with the combustion air or from sooty
insolubles resulting from incomplete combustion of the fuel. An increase may also result from thermal
degradation of the oil itself as a result of oxidation or nitration. A decrease in viscosity would probably be the
result of dilution by fuel oil. It is also possible for water contamination to cause an increase in viscosity as a result
of oil/water emulsion being formed. A significant change in viscosity in either direction is very important as it can
effect the load carrying ability of the bearings etc. Results may be considered satisfactory if they are within +/-30%
of the new oil. Rejection limits would be higher than this but other factors would also have to be taken into
account when deciding whether the oil should be changed.
Contamination by sand or dust may be indicated by an increase in the silicon level detected by spectrochemical
analysis. However silicon compounds are sometimes used as anti-foaming additives in the oil and therefore it is
important to compare the measurement with the new oil and look for trends.
If two oils of different viscosity are mixed in the engine the resulting viscosity will lie between the two but only if
the oils are compatible. If they are incompatible the resulting viscosity could be higher or lower. A simple test to
check the compatibility is to shake the two oils together in a test tube and leave it to stand for several hours. If
they are incompatible the two oils will begin to separate.

Water content
Traces of water in the lubricating oil are inevitable, especially in marine systems, coming from a variety of sources
i.e. coolers, water pump glands, cylinder liner seals and from condensation. However excessive water may be
detrimental to the additives in the oil, some of which are water-soluble and may cause emulsions to be formed,
which can lead to bearing failure. Water can be detected down to 0.05% by volume in the oil but any value less
than 0.2% is not significant. Action will usually be indicated if the value reaches 0.5%.
Water type
The source of the water can often be detected from the results of spectrochemical analysis. Seawater
contamination may be suspected if the level of sodium (Na) increases. However, sodium borate and sodium
chromate may be used as an additive to the fresh water therefore an accompanying increase in boron (B) or
chromium (Cr) would indicate a leak from the fresh water system. Sodium is also found in some lubricating oil
additive packages therefore comparison with the new oil is required:- lubricating oil and glycol are NOT
compatible. The oil should be checked for glycol content monthly by using a test method recommended by the
lubricant supplier whenever water is suspected in the oil and glycol anti-freeze is in use.
Flash point
The flash point of a conventional mineral oil is typically about 210OC whilst a synthetic oil could have a flash point
of approximately 260OC. A distillate fuel oil will have a value in the range typically 55OC to 66OC whilst a residual
fuel can have a flash point of over 150OC conversely a crude oil or other volatile fuel may have a value below
55OC.
The measured flash point of the used lubricating oil can therefore give a good indication of fuel contamination if a
light fuel is being used. For a mineral oil, contamination may be considered significant if the flash point falls below
180OC and at 160OC consideration should be given to draining and renewing the oil charge.
Fuel dilution can cause misleading conclusions to be drawn from viscosity measurement if the viscosity reduction
offsets the increase due to other causes. Flash point can not give a useful indication of the presence of a high
viscosity residual fuel. Other indications such as vanadium contamination may be seen in the spectrochemical
analysis.
Total base number
The TBN is a measure of the alkalinity of the used lubricating oil. There are several methods in use involving
titration with either perchloric or hydrochloric acid, the results are expressed in mg KOH/g i.e. the equivalent
amount of potassium hydroxide per gram of oil. The ASTM D2896 method is the most precise and is the most
easily applied to automated analysis procedures and therefore favoured by most laboratories for routine testing
and is most suitable for new oils. However this method uses a stronger acid which reacts with some components
in a used oil which other methods do not detect and which are not reflected in the ability of the oil to neutralise
acids. The laboratory will take this factor into account when making their recommendation for an oil change based
on TBN depletion.
The other methods in use are ASTM D4739* and ASTM D664* both of which have practical drawbacks and are
less precise. The value of TBN by these methods is generally 1.5 to 3.0 mg KOH base number lower than the
previous method. When using the D2896 method with used lubricating oils the effective alkalinity of the oil may be
fully depleted even when there is apparently some in reserve and in exceptional cases one of these other
methods may be advised to give better information on the true alkalinity reserve.

The rate of TBN depletion will depend on the sulphur content of the fuel relative to the fuel and lubricating oil
consumption and also the quantity of oil in the sump. It is usual for the TBN of a new charge of oil to fall gradually
during operation and may reach equilibrium value. The use of a fairly high TBN oil with a low sulphur fuel with a
moderate oil consumption often would result in an indefinite oil life if TBN was the only criterion for rejection.
It is very important that there is an adequate reserve of alkalinity in the oil at all times if corrosion and corrosive
wear of piston rings, cylinder liners, bearing materials and valve stems etc. is to be avoided. The TBN must be
maintained above a minimum safe value either by draining and renewing the oil charge or, where appropriate, by
adding fresh make-up oil. A guide to the minimum values of TBN for new oils and for used oils measured by the
methods given above is tabulated for a range of typical sulphur level in distillate and residual fuels (See table
below).
*ASTM D4739 has been replaced by ASTM D664
ASTM D664 is principally used to determine Total Acid Number (TAN) but may be used for TBN evaluation.
Minimum total base number

mg KOH/g
New oil Used oil
ASTM ASTM ASTM

D2896 D2896 D664
ASTM
D4739
9.0 4.0-4.5 1.5
12-15 4.5-6.0 3.0
15-20 6.0-7.5 4.5
20.0 7.5-9.0 6.0
30.0 10.5-12.0 9.0
40.0 13.5-15.0 12.0
NOTE A special measurement to ASTM D664 or D4739 will normally only be required where the routine test to
D2896 falls within or below the TBN range shown.
Total insolubles
The total insolubles value (sometimes referred to as pentane insolubles) is a measure of the mass percentage of
all insoluble matter including combustion soot, wear products, particulate comtaminations e.g. dust, sand,
insoluble additives and the products of oil oxidation. The maximum allowable value will depend in part on the
capability of the oil to hold the sooty insolubles in a finely divided suspension. An oil with a high dispersancy may
hold up to 4% by mass without the risk of crankcase sludging or filter blockage. However an oil of lower additive
treatment or one specifically designed for centrifuge treatment may be limited to a lower value. The laboratory will
advise the safe rejection criteria for the particular oil.
Sooty insolubles
Techniques are available to distinguish insolubles resulting from combustion soot from other contaminants. This
can give useful information relating to the efficiency of the fuel injection equipment, turbocharging system etc.

Toluene insolubles
This measurement would not normally be given in a routine oil analysis. However it may be used to indicate the
amount of oxidised lubricating oil in the sample and give useful additional information. The amount of oxidised oil
(which is toluene soluble) is obtained by subtracting the toluene insolubles from the total insolubles. Typically this
value should not exceed 1% by mass.
Spectrochemical analysis
Up to nineteen elements may be identified and measured on the direct reading spectrometer and given in the oil
analysis report as parts per million (ppm) by mass. Correctly interpreted this data can provide a positive means of
identifying any wear in critical parts of the engine and other information which can give an early warning of
operational problems.
The additive package in modern lubricating oils contains various metallic compounds which will show up in the
spectro-analysis as quite high values in ppm. The oil companies may change the additive constituents from time
to time therefore comparisons should only be made with new oil samples of the same or recent batch. Oil
additives comprise Phosphorus (P), Zinc (Zn), Calcium (Ca), Barium (Ba), Magnesium (Mg), Molybdenum (Mo),
Silicon (Si) amongst others. The balance of the additive elements is one method of identifying the classification of
an oil. Phosphorus and zinc are anti-wear elements. Calcium, barium and magnesium are the dispersants and
detergents. Silicon may be used as an anti-foaming agent.
The following table lists the elements which may be detected in spectrochemical analysis although not all will be
given where they are not relevant in a particular application. Against each element a list of probable sources of
the material is given but this is not necessarily complete and will depend on many factors.
A range of typical values is given and where appropriate a suggested maximum level. These are given for
guidance and must not be taken as rejection limits or necessarily as safe values but only to build up experience
with a particular application.
NOTE: Small amounts of copper and molybdenum compounds may be used during the assembly of a new or
rebuilt engine. Copper plating is also used in the hardening process of some engine components subject to wear.
These sources may result in higher than normal values of Cu and Mo during initial operation.

Element Symbol Probable source Typical values Remarks
Iron Fe Piston rings, cast iron cylinder liners, 10 to 40 Suggested max. 100
gear teeth, crankshaft, camshaft, steel or
cast iron piston crown/ring grooves
Lead Pb Cu/Pb main/LE brgs., Pb/Sn overlay 0 to 10 Suggested max. 20
Copper Cu Cu/Pb main/LE brgs., Cu/Sn bronze 0 to 10 Suggested max. 20

bushes
(Copper pipes/coolers) (Suggested max. 35)
Chromium Cr Cr plated piston rings, valve stems 0 to 10 Suggested max 20

(also Cr plated cylinder liners) (Suggested max. 30)
(also chromate water treatment)
Aluminium Al Al alloy piston skirt and ring grooves 0 to 5 Suggested max. 15

Al/Sn main, LE, camshaft bearings
Nickel Ni Nimonic exhaust valve Negligible
Silver Ag Not used N/A
Tin Sn Al/Sn main, LE brgs., camshaft brgs. 0 to 5 Suggested max. 15

Pb/Sn overlay
Silicon Si Sand etc. ingested with combustion air. 5 to 15 Check viscosty

(also anti-foaming additive in lub oil) increase.
(Check new oil)
Boron B Boron-nitrite water treatment Negligible Suggested max. 40

Boron-biocide fuel treatment (check B level of new
(lubricating oil additives) oil)
Sodium Na Sea water 25 to 50 Suggested max. 100

(lubricating oil additives) (check new oil)
Phosphorus P Lubricating oil additive Compare with new oil
Zinc Zn Lubricating oil additive Compare with new oil
Calcium Ca Lubricating oil additive Compare with new oil
Barium Ba Impurity in Ca based lub. oil additive Check Ba level of new

Oil
Magnesium Mg Lubricating oil additive Compare with new oil
Titanium Ti Not used N/A
Molybdenum Mo Lubricating oil additive Compare with new oil
Vanadium V Residual fuel ash Negligible Only applicable to HFO

operation

Lubricating oil pump I04
Contents
Page 3 Introduction
Page 3 Maintenance
Page 4 Dismantling
Page 5 Assembly
Page 5 Data
Lubricating oil pump Ruston RK270

Introduction
Lub oil pump Lub oil pump
(Fuel pump drive) (injection pump drive)
The lubricating oil pump is of the positive displacement
type and is self priming. It is mounted on the free end of
the engine and is gear driven from the spring drive gear
train. The driving gear is a taper fit on the main shaft and
is secured by a plain washer and nyloc nut.
The main shaft is integral with the internal driving gear

and runs in lead-bronze, tin flashed bushes which are
pressed into the pump casing and the end cover. The
follower gear is bushed and runs freely on the follower Fig.1 Lubricating oil pumps.
shaft which is held stationary by means of a locating
screw.
Lub. oil pump Fuel oil pump
The pumps end covers allows on one, the fuel transfer
pump, and on the other, the lub oil injection pump to be
mounted and driven by a split coupling from the
lubricating oil pump mainshaft.
Maintenance
F-Interval
1. Remove the oil pump assembly from the engine, Fig.2 Lubricating oil pump, driving the fuel oil pump.
dismantle and examine for wear.
2. Check the clearance between the bearing bushes

and the main shaft and also the clearances
between the follower gear bushes and the
follower shaft (Fig.3).
3. When the clearances exceed the maximum

permissible figures, quoted in DATA, renew the
bushes.
4. Examine the oil pump gears and check the radial

clearance between each gear wheel and the
pump casing (Fig.4). Fig.3 Check the shaft and bush clearances.
5. When this clearance exceeds the maximum

figure quoted in DATA, renew the gears.
6. Reface the casing when the end clearance of the

gears exceeds the maximum permissible figure
quoted.
G-Interval
Proceed as F-Interval, renewing the bearings on

assembly.
Fig.4 Check the radial clearance between each gear and
the pump casing.

Dismantling
1. Remove the driving gear securing nut and

washer (Fig.5) from the main shaft and using the
special tools (Fig.6), withdraw the driving gear
from the tapered main shaft.
2. Remove the nuts and spring washers securing

the end cover and separate the cover from the Fig.5 Remove the driving gear securing nut.
pump casing.
3. Remove the locating screw and sealing washer

(Fig.7).
4. Remove the follower shaft, follower gears and

main shaft (Fig.8 & 9).
Fig.6 Use the special tool to withdraw the gear.
Fig.7 Remove the locating screw and washer.
Fig.8 Remove the gears.
Fig.9 Remove the main shaft.

Assembly
1. Assemble the pump in the reverse order to the

sequence given for dismantling.
2. Renew the oil seal rings (Fig.10 & 11), the end
cover joint (Fig.12) and the sealing washer under
the head of the follower shaft locating screw.
3. New follower gear bushes must be fitted in pairs,

each bush being pressed into the gear (Fig.13)
Fig.10 Renew the oil seal rings.
until the end face is between 0.381/0.889mm
below the face of the gear (Fig.14). Bushes are
pre-finished and must not be reamed or
machined after fitting.
4. Refit the driving gear on the taper of the main

shaft and fit the plain washer and the nyloc nut.
Tighten the nut to 542Nm.
5. Refit the pump assembly to the engine ensuring Fig.11 Renew the oil seal rings.
that the oil seal ring is in position.
Data
Drive shaft main bush

Bush outside dia 50.871/50.922mm Fig.12 Renew the end cover joint.
Fit of bush in housing
Shaft diameter 45.956/45.974mm
Bush bore fitted 46.020/46.055mm
Clearance of shaft in bush

new 0.046/0.099mm
max permissible 0.203mm
Drive gear nut torque 515-543Nm Fig.13 Press the bush into the gear.
Drive end shaft end bush

Bush outside dia 42.126/42.164mm
Bush in housing
Fig.14 Ensure the bush is between 0.381 and 0.889mm

below the face of the gear.


new 0.049/0.106mm
Max permissible 0.203mm
Follower gear

new 0.045/0.107mm
max. permissible 0.203mm
End clearance of gears in

casing
new 0.178/0.254mm
max. permissible 0.406mm
Radial clearance of gears

in casing
new 0.122/0.163mm
Pump gear backlash
new 0.173/0.686mm
max. permissible 1.143 mm
Special tools
Withdrawal plate 80.361.02124.436
Bolt 11/40011A55
Screw 11/40064A32

Suction strainer I05
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Cleaning
Suction strainer Ruston RK270
Introduction
The lubricating oil suction strainer is fitted low in the

engine bedplate (Fig.1), and the oil is drawn through it
and its suction pipes by the engine driven pump.
The strainer is made from perforated metal plate and is

secured by four bolts and washers and two strip washers
(Fig.2). A bracket is located on the bolts and holds a
spring to maintain a seal between the strainer and the
angled pipe. A bracket, with a 'U' bolt, supports the main Fig.1 The suction strainers are fitted to the bedplate
pipe.
Maintenance
The only maintenance necessary is to ensure that the

suction pipes and the strainer are thoroughly cleaned
and this is best done at the heavy overhaul period when
the engine is dismantled.
H-Interval
Clean the lubricating oil suction strainer pipes and Fig.2 The strainers are secured by bolts, washers and
strainer. strip washers to the bedplate.
Cleaning
When the engine has been dismantled down to the

stage when the crankshaft has been removed, the
strainer is accessible and should be dismantled and
cleaned as follows:-
1. Bend back the strip washers and remove the four

bolts securing the strainer to the bedplate and the
screws securing the angled pipe to the flange of
the main suction pipes (Fig.3).
Fig.3 Remove the bolts securing the angled pipe.
2. Disconnect the pipe from the strainer and remove

both items together with the spring.
3. Clean the main pipes in conjunction with the

engine bedplate (Fig.4).
4. Wash the strainer, inside and out, using white

spirit or some other proprietary degreasant to
remove accumulated sludge.
5. Refit in reverse order, ensuring that the new

joints and strip washers are fitted.
Fig.4 Clean the main pipes in conjunction with the
bedplate.

Duplex lubricating oil filter I06

suppliers literature in the Proprietary Literature Manual
Manufacturer – Vokes
Model – TU53ETC200BV
Lubricating oil filter - centrifugal I07

Manufacturer – Federal-Mogul
Model – FM600-13 (Ruston part No. 80.421.01527.100)
Lubricating oil filter - centrifugal Ruston RK270

Pressure relief valve I08
Contents
Page 3 Introduction
Page 3 Operation
Page 3 Maintenance
Page 4 Data
Pressure relief valve Ruston RK270

Introduction
The lubricating oil pressure relief valve (Fig.1) is fitted to

ensure that the oil pressure in the system does not
exceed the designed maximum. It is mounted at the free
end of the bedplate.
Operation
Oil from the pump enters the inlet chamber and passes
Fig.1 Lubricating oil pressure relief valve
on to the main system.
A proportional part of the oil passes through the

metering hole in the body and exerts a pressure within
the annulus formed by the body and the plunger.
When the oil pressure exceeds the nominal value for the
system it forces down the plunger against the action of
the spring and allows oil to flow to the bedplate. Excess
oil pressure is thus relieved and the pressure within the
main system is kept steady.
Maintenance
F-Interval Fig.2 Withdraw the plunger
1. Remove the valve from the engine and carefully

detach the end cover; withdraw the spring and
plunger (Fig.2).
2. Clean and examine all parts, ensuring that the

metering hole in the body is not obstructed
(Fig.3).
3. Examine the spring for cracks and check its free

length against the figure quoted in DATA.
4. Reassemble the valve and refit it to the engine,

using new joints as necessary.
Fig.3 Ensure the metering hole is clear.

5. Check the oil pressure with the engine at the
rated speed and with the oil at normal operating
temperature

Data
Valve body
large bore 82.52/82.57mm
small bore 76.18/76.22mm
Plunger
diameter large 82.45/82.47mm
diameter small 76.10/76.12mm
Plunger clearance
both bores –
new 0.058/0.127mm
max 0.254mm
Spring free length

new 222.25mm
min 214.31mm pressure gauge
reading.

Lubricating oil thermostatic valve I09

Suppliers Literature Manual at the end of this instruction
Manufacturer – Amot
O
Model – Series B ~ nom 82 C (Ruston part No. 80.100.06572.206)
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Data
Lubricating oil thermostatic valve Ruston RK270
Introduction
The thermostatic valve is a direct-acting, pre-set wax element type, automatic temperature regulator. It is fitted
across the oil cooler to regulate the temperature of oil entering the engine. It is arranged to by-pass the cooler
when the oil temperature is below operating temperature thus ensuring the engine lubricating oil warms up quickly
and is then maintained at the correct operating temperature regardless of variations in engine speed and power.
Maintenance
F-Interval
Apart from cleaning and testing no maintenance should be necessary. The operating range is pre-set and cannot
be adjusted; it can be altered by using elements of a different temperature rating, but this should not be done
without very careful consideration of all the factors likely to be affected, e.g., lubricating oil temperature variation.
Remove the valve from the engine, dismantle and clean all parts. Examine and test the elements, then re-
assemble and fit the valve.
For full information on this component see the suppliers literature at the end of this instruction.
Data
Thermostatic valve element 82OC





Priming pump I10

1
Pump Model – 2M 1 /2 T4R/04 (Ruston Part No. 80.338.00009.200)
Contents
Page 2 Introduction
Page 2 Maintenance
Priming pump Ruston RK270
Introduction
The priming pump is an horizontal motor driven lub oil priming pump type 2M 11/2 T4R/04 with mechanical seals
capable of delivering 910 l/hr at 4.2 kg/cm 2. Of SAE40 lub oil at a temperature range 7.2 to 82.2 OC.
Supply voltage 415 volts 3 phase 50hz motor to be IP54 (min), 1.1kW. 1420 r/min.
Maintenance
F-Interval
Dismantle, clean and examine





Crankcase breather I11
Contents
Page 3 Introduction
Page 3 Maintenance
Page 3 Data
Crankcase breather Ruston RK270

Crankcase breather Ruston RK270
Introduction
Crankcase pressure, arising from blow-by of combustion gases past the piston rings, is relieved through the
crankcase breather. The pressure, if unrelieved, could cause leakage of lubricating oil through the crankshaft oil
seals.
Under normal running conditions, the crankcase is filled with warm air laden with oil mist together with small
quantities of combustion gases which pass through the breather to atmosphere. The oil mist condenses into
droplets in the inner cylinder and runs back into the engine.
In the event of a crankcase explosion, the sudden pressure rise is relieved through the open disc valve. The
primary pressure wave is followed by a partial vacuum in the crankcase which closes the valve and thus prevents
the inrush of a charge of air which could cause a secondary and more violent explosion.
No matter how good the condition of the engine, there will always be a small amount of blow-by past the piston
rings. When excessive smoke from the breather outlet indicates that blow-by has assumed abnormal proportions,
the pistons should be withdrawn for examination.
Maintenance
H-Interval
Dismantle and clean the valve and associated pipework.
For information regarding maintenance and repair of the fan and motor, refer to the manufacturer’s publication.
Data
Valve spring free length

new 85.725mm.
min permissible 79.375mm.

Crankcase breather extractor fan I12

Model – Ruston part number 80.302.02585.100
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Operation
M7i12004.doc Page 1 of 4
Crankcase breather extractor fan Ruston RK270
Introduction
An extractor fan is fitted to the crankcase breather to assist in exhausting the crankcase gases. The extractor fan
is fitted midway between the engine breather valve and the pipe outlet. The fan is driven by an electric motor via a
‘V’ belt.
Maintenance
B – Interval
Check crankcase depression
H – Interval
Dismantle and overhaul
Operation
Under normal operating conditions with the extractor fan running the control valve should be set to give a
depression in the crankcase of 12mm water gauge at 100% load.
M7i12004.doc Page 2 of 4 Section I12



Valve seat lubrication I13
For service information on the injection pump refer to the

Manufacturer – B & E Tech
Model – VOGELE SP/G 02/30 A40
Contents
Page 2 Diagram
Page 3 Introduction
Page 3 Maintenance
Page 3 Operation
Valve seat lubrication Ruston RK270

Introduction
Lub oil injection pump
The inlet valve seats are lubricated by oil delivered from

a separate lub. oil injection pump. The oil is distributed
through pipes to each cylinder head air inlet bend. The
amount of lub. oil delivered is set by an adjustment screw
on the injection pump.
Maintenance
Fig.1 Lub oil injection pump is fitted to the lub oil pump.
A - Interval
Check system for leaks
F – Interval
Check the amount of oil delivered.
Operation
For the initial setting of a new injection pump, turn the

adjustment screw fully clockwise then back off one half
turn anti-clockwise. A measure of the amount of oil
delivered in one hour should be taken by disconnecting
the discharge pipes at the pump unions and catching the
oil in a suitable container.
The recommended pump delivery for a 20RK270 engine

is 78cm 3/hour.
For full information on the Lub. oil pump refer to the

suppliers literature following this instruction.







Cooling system J01
Contents
Page 2 Schematic
Page 3 Cooling system
M7J01007.DOC Page 1 of 5
Cooling system Ruston RK270
M7J01007.DOC Page 2 of 5 Section J01

Water Cooling system
The water cooling system is split into two sections, a primary high temperature circuit for cooling the cylinder
block itself, and a secondary low temperature circuit for cooling charge air. The two circuits are linked together,
with cross flow between the two circuits controlled by a wax element thermostatic valve (nominal set point 82OC)
fitted in the high temperature circuit.
An engine driven centrifugal pump circulates cooling water through the cylinder jackets and into the thermostatic
valve. While the engine is warming up, the wax element valve diverts all the coolant back to the engine driven
pump. As the temperature rises above the set point, the valve begins to open and admits water from the low
temperature circuit, and delivering excess water back into the low temperature circuit.
A second engine driven pump circulates low temperature water through the chargecoolers and through the water
section of the central plate cooler. This circuit is controlled by an electro-pneumatic valve which controls a by-
pass across the plate cooler. This valve mixes warm by-passed water and cool water which has passed through
the plate cooler. The valve is controlled by a 4 – 20 mA signal from the Woodward digital controller based upon a
number of parameters, i.e. charge air temperature, engine speed, etc.
Small electric heaters and motor driven circulating pumps are fitted into both high and low temperature circuits to
ensure that the cylinder jackets and combustion air are maintained at an appropriate temperature for initial start-
up and idling. When the engine is on standby, the heaters and circulating pumps in both the HT and LT circuits
are switched on. The HT circuit is maintained at approximately 40OC and the LT circuit at approximately 70OC.
Circuit temperatures are under control of the heater thermostats.
On starting the HT heater and circulating pump are switched off. This circuit will start to warm up due to heat input
from the cylinder jackets. The LT heater and circulating pump remain on with the water giving heat to the air via
the chargecooler, thus ensuring good combustion. Since heat is given up to the combustion air, the circuit will
begin to cool down until the HT water reaches the thermostatic valve set point. When this occurs, water is
diverted from the HT circuit to the LT circuit by the thermostatic valve, which will quickly bring the LT circuit
temperature back to 70OC +. The chargecooler heater will then switch off under thermostat action. The system
may remain in this condition for some time with heat input from the jackets balanced by heat given up to the
chargecoolers. Should either the HT circuit or charge air temperature go outside preset limits (nominally 85OC for
the HT water and 70OC for the charge air) the electro-pneumatic cooler bypass valve will admit water to the
central plate cooler to balance the system.
When the central cooler is brought into circuit the LT heater and circulating pump are switched off. The system
will remain in this condition with either the HT circuit or the charge air temperature (whichever is the higher) acting
as the control point for the cooler bypass valve.
At a preset engine speed or charge air pressure (nominally 550r/min and 0.3 bar) the system switches to full
cooling, with all LT water delivered to the central cooler. The HT circuit will now operate at approximately 82OC
under control of its thermostatic valve and the charge air will have maximum cooling, with LT water temperature
O
being approximately 8 – 10 C above sea water temperature.
Instrumentation
PI2
Jacket water pressure gauge
PI4
L.T. water pressure gauge

PT3
Jacket water pressure transducer
PT4
L.T. water pressure transducer
PT8
Sea water pressure transducer
TI3
Sea water to lub oil cooler temperature indicator
TI4
Sea water outlet temperature indicator
TI5
L.T. water to chargecooler temperature indicator
TI6
Jacket water inlet temperature indicator
TI7
Jacket water outlet temperature indicator
TI11
Water to cooler temperature indicator
TI13
Chargecooler outlet temperature indicator
TS1
Jacket water temp. S/D switch
TS2
Chargecooler water heater thermostat temperature switch
TS3
Jacket water heater thermostat temperature switch
TT27
Sea water to lub oil cooler temperature transducer
TT28
Sea water to central cooler temperature transducer
TT29
Sea water outlet temperature transducer
TT30
L.T. water to chargecoolers temperature transducer
TT31
Jacket water inlet temperature transducer

TT32
Jacket water outlet temperature transducer
TT33
L.T. water to chargecooler temperature transducer
TT37
L.T. water to cooler temperature transducer
TT51
Jacket water outlet temperature transducer

Cooling water J02
Contents
Page 2 Introduction
Page 2 Corrosion
Page 2 Scale formation
Page 2 Distilled water and condensate
Page 3 Topping-up
Page 3 Cooling water treatment
Page 3 Degreasing
Page 3 PH value
Page 4 Flushing
Page 4 Anti-freezing mixture
Page 4 Water treatment recommended suppliers
Page 5 Approved water treatment for diesel engine closed-circuit cooling systems
Cooling water Ruston RK270
Introduction
Raw water from any source is likely to contain elements, which will cause corrosion and/or scale formation
resulting in a loss of engine efficiency. Therefore, the water used for engine cooling should be treated to minimise
the harmful effects of these elements.
Corrosion
Corrosion can cause pitting, graphite wastage, rust formation and the choking of pipes and jackets. These
defects will make efficient cooling impossible and the result is a general inefficiency of the engine, high fuel and
lubricating oil consumption, overheating and high engine wear.
The main cause of corrosion is the presence of dissolved oxygen and carbon dioxide in the water. The oxygen is
dissolved from air in contact with the water and, even in a closed system, the absorption of oxygen can never be
entirely prevented. Carbon dioxide is also dissolved from the air and is absorbed from the gases produced when
carbonates and bicarbonates are subjected to chemical conversion. As carbon dioxide is produced when the
“base-exchange” system is used to soften water which contains carbonates and bicarbonates, care must be
exercised when choosing a softening plant to treat waters which are high in temporary hardness otherwise the
presence of free carbon dioxide will cause slight acidity of the water and of the condensate.
Corrosion is usually of a complex nature. The above gases are the main causes of trouble and should be
eliminated first. Such cases need special collaboration between the chemist and the engineer to determine the
correct water treatment.
Scale formation
Scale is formed as dissolved solids and are deposited when the water is heated. The proportion of these Scale
forming solids is expressed in degrees of “hardness” and an English degree is the chemical equivalent of one
grain of calcium carbonate to one gallon of water.
The hardness of water is due to the presence of carbonate - the deposits of which release corrosive carbon
dioxide gas - or of sulphates, which cause deposits of hard, greyish, close-grained scale. Usually, both types are
found together.
Scale formation reduces cooling capacity by causing choking of pipes and water jackets, especially at the hottest
places such as cylinder heads. This can cause general inefficiency, high fuel and lubricating oil consumption,
engine wear and, finally, damage through overheating.
NOTE:-Keeping the system outlet temperature low will not reduce scale formation because local
temperatures, e.g. at cylinder heads, are always appreciably higher than the outlet temperature.
Distilled water and condensate
Distilled water and condensate do not contain scale-forming dissolved solids, but they are corrosive because of
the presence of dissolved oxygen and carbon dioxide, therefore they must be treated with a corrosion inhibitor.
They are also prone to contamination by combustion gases, absorbing sulphur dioxide to form an acidic corrosive;
for these reasons, cooling tanks for static installations should be as remote as possible from likely sources of
contamination.

Topping-up
Topping-up is necessary to make up for water lost through evaporation and leakage. It should be remembered
that make-up water contains fresh corrosive and scale forming elements; therefore excessive topping-up should
be avoided.
Cooling water treatment
Regular treatment of cooling water prevents corrosion and scale formation and should therefore be part of
efficient maintenance.
Proprietary agents for the treatment of cooling water may be obtained from various manufacturers.
De-scaling and degreasing agents can also be obtained from these manufacturers(i).
To ascertain which of the various agents is most suitable for a particular system the manufacturer must be
consulted. He should be provided with details of the cooling system and a chemical analysis of the water used in
the system. If an anti-freeze mixture is to be used, ensure that the additives are compatible, and the
manufacturer of the chemicals should be consulted.
Most local authorities prohibit the discharge of certain chemicals into their sewer systems; the chemical
manufacturers must be advised of any such restrictions before they can make their recommendations.
Degreasing
Oil or grease contamination of a cooling system must be removed before a water-treating agent is added.
Degreasants, and instructions for their use, can be obtained from the suppliers listed.
The addition of a water-treating agent will prevent oil and grease from adhering to the cooling surfaces.
Descaling
Any scale must be removed from the cooling surfaces and flushed out of the system before a water-treating agent
is added; otherwise scale dislodged by the agent may accumulate in confined spaces restricting the water supply
and causing local overheating.
The chemical suppliers will recommend suitable descaling agents and provide instructions for their use.
pH value
The degree of acidity or alkalinity of water is expressed as the pH value on a numerical scale which ranges from 0
to 14. Water which is neutral has a value of 7 on this scale; water which is acid has a value below 7 and water
which is alkaline, has a value above 7.
Acid water tends to attack ferrous metals and strongly alkaline water attacks aluminium therefore the aim should
be to maintain the pH value of the water near neutral. However, as a slightly alkaline value is preferred, the
optimum value is between 8.5 and 9.
It is essential that the pH value is kept between 8.5 and 9 and this requires that the water is tested periodically.
The frequency of testing is dependent on the nature and quality of the normal water supply and can only be
determined by operational experience.

Various methods of testing can be used, including indicator papers, a universal indicator solution and a pocket-
sized, dial-type meter. Indicator papers are available in wide-range and narrow-range types. The colouring of
these papers may be affected by other factors, e.g., dirty water, use of anti-freeze etc., but normally the papers
will provide a fairly accurate indication.
A universal indicator solution will also give a reasonably accurate pH value check, but discolouration of the water
can materially alter the indicator ink.
The dial-type meter is the most accurate and is not affected by water colouration. Details of this type of
instrument may be obtained from the manufacturers (ii).
Flushing
If the amount of scale-forming matter, held in suspension by water treating agents is allowed to become
excessive sludge will form in the system.
The cooling system should be flushed at periodic intervals and the following table provides a general guide.
Hardness of water
in English degrees Flush every
below 15 deg. 12 months/6000 hours
15 to 20 deg. 8 months/4000 hours
20 deg. or over 6 months/3000hours
Anti-freeze mixture
Corrosion inhibiting, Engine Coolant Concentrate (anti-freeze) to BS6580 can be used safely in conjunction with
water treated as described earlier. If using an anti-freeze outside this specification seek the advice of the water
treatment compound manufacturers.
Anti-freeze mixture should be added to the system as the manufacturer’s recommendation. As the mixture is
corrosive, suitable inhibitors should be used.
References
(i) Manufacturers of water-testing agents, scale solvents and degreasing.

Nafloc Ltd.,
PO Box 11,
Northwich,
Cheshire, CW8 4OX.
Dearborn Chemicals Ltd.,

Widnes, Lancashire, WA8 8TZ.
Houseman (Burnham) Ltd.,

The Priory,
Slough, SL1 7LS.

Drew Chemical Ltd.,

Marlow House, Station Road,
Sidcup, Kent.
(ii) Supplier of pH meters.

Analytical Measurements Ltd.,
Dome Buildings,
The Quadrant, Richmond,
Surrey.
H. G. Stevens Ltd.,
Coverdale Road, Cricklewood,
London, NW2.
Approved water treatments for diesel engine closed-circuit cooling systems
The following list provides basic details of proprietary water treatment products which are approved by MAN B&W
Diesel Ltd, Ruston for use in the closed-circuit cooling systems of Ruston Engines.
The user must consult the treatment supplier for advice on the method and rate of dosing since this varies with
the composition of the cooling water being used. Many of the products on the list are strongly alkaline and it is
recommended that the user consults the supplier's product safety data sheets.
Supplier Product Type Form Suitable for

Alum Copper
NALFLEET NALCOOL 2000 Nitrite/Borate Liquid Yes Yes

NALFLEET E.W.T. Liquid (9-108) Nitrite/Borate Liquid No Yes
NALFLEET C.W.T. Inhibitor (A-131 or 9-111) Silicate/Nitrate Liquid Yes Yes
NALFLEET E.W.T. Inhibitor (9-131C) Nitrite/Borate Liquid No Yes
HOUSEMAN COOLTREAT 651 Nitrite/Silicate Liquid Yes Yes

COOLTREAT 652 Nitrite/Benzoate Liquid No Yes
BETZDEARBORN D547 Nitrite/Borate

+ Anti foulant Liquid No Yes
DREW AMEROID MAXIGUARD Nitrite/Borate Liquid Yes No

DEWT-NC Nitrite/Borate Powder No Yes
CASTROL UK WT2 Nitrite/Benzoate Liquid No Yes

WT4 Nitrite/Silicate Powder Yes Yes
DIA-PROSIM RD11 COMPLEX Nitrite/Organics Liquid Yes Yes
UNITOR DIESELGUARD NB Nitrite/Borate Powder No Yes

ROCOR NBL Nitrite/Borate Liquid No Yes
FLEETGUARD DCA 4 Phosphate/

Molybdate/Nitrite Liquid Yes No
TEXACO ETX 6282 Carboxylic

compounds Liquid Yes Yes

Cooling water pumps J03

Manufacturer – Pegson
Low temperature:-
100SD12T/161TSC-D-220 (Ruston part no. 80.374.01254.000)
High temperature:-
125SD12T/16TSC-C (Ruston part no. 80.374.01279.100)
Sea Water:-
150D 20T/166TC-Y-240 (Ruston part no. 80.374.01278.000)
Contents
Page 2 Pump location and rotation diagram
Page 3 Introduction
Page 3 Maintenance
Page 4 LT pump, suppliers instructions
Page 11 HT pump, suppliers literature
Page 18 Sea water pump, suppliers instructions
Cooling water pumps Ruston RK270
VIEWED FROM FREE END
PUMP ROTATIONS
SEA HIGH TEMP

WATER LOW TEMP WATER
WATER
IDLER IDLER
SPRING
DRIVE
LUB OIL LUB OIL
FUEL
FLYWHEEL
Sea Water Pump Low High

Temperature Temperature
Pump Pump

Introduction
There are three centrifugal type water pumps that are driven from the free-end of the engine via the spring drive
and idler gears. All the pumps are flanged mounted to the auxiliary drive casing.
Sea water pump
The sea water pump circulates water through the combined cooler and gearbox oil cooler. The pump’s impeller is
keyed to the outer end of its shaft and is secured by a nut and tab washer. The shaft is supported by two ball
races located in the bearing housing and lubricated by oil from the engine system. An oil seal is fitted to prevent
leakage from the bearing housing. A mechanical seal prevents leakage of water along the shaft. Any oil or water
escaping past its respective seal is allowed to collect in an annular space from which it flows through an open
drain; excessive drainage should be investigated and the fault rectified as early as possible.
Low and High temperature pumps
The low temperature cooling water pump supplies water to the chargecoolers. The jacket water (High
temperature) cooling water pump circulates the engine cooling water. The shaft of each pump is supported by two
ball races located in the bearing housing. A mechanical-type water seal, comprising a rotating seal element and a
stationary seal element, prevents leakage of water along the shaft. Any oil or water leaking past its respective
seal is dispersed by a flinger onto the walls of the bearing housing and seal plate: the fluid then drains into a
collecting pocket and excessive leakage will overflow through the bottom drain hole. When this occurs the fault
should be rectified as early as possible by renewing the appropriate seal.
Maintenance
For maintenance, operation, dismantling and cleaning refer to the Suppliers Literature at the end of this
instruction.
F- Interval
1. Drain the cooling water systems and disconnect the associated pipework. Mark the housings to place and
remove the pumps from the engine. Transfer to a suitable workbench equipped with a vice.
2. Mark all the housing positions before separating and dismantle the pumps as described in the suppliers
literature.
3. On completion of overhaul, assemble the pumps to the engine and check the backlash between the pump
drive gears and the idler gears (See auxiliary drive section B4 data)
Data
High and Low temperature pump

impeller nut torques 180Nm
Sea Water pump impeller

nut torques 60Nm and rotate nut further through 170O

BL-PEGSON
A Terex Company
INSTRUCTIONS
FOR THE INSTALLATION,
OPERATION & MAINTENANCE OF
100SD12T/161TSC
ENGINE COOLING WATER PUMP

DISMANTLING INSTRUCTIONS
General
Before dismantling any portion of the pump or carrying out any maintenance work, ensure that the
power unit is immobilised.
Examine the sectional arrangement drawing, 3P12681, prior to starting.
During dismantling, keep all bearings free from dirt and moisture and, when re-assembling, replace
any worn or damaged parts, particularly the shaft seats and gaskets.
Dismantling
Drain off all liquid from the pump and disconnect and remove the suction pipework.
Remove the suction cover and suction ‘O’ ring.
Undo the impeller nut and washer using an extractor plate, draw the impeller off the shaft – NB, the
impeller has 5 x M10 tapped holes on 82.5 mm P.C.D which can be used for this purpose.
The shaft seal is now accessible.

Remove the rotating seal assembly from the shaft and examine the faces.
Removal of the stationary half of the seal assembly will require removal of the volute from the bearing
housing.
The seal half can be tapped out from the rear of the volute.
If it is necessary to dismantle the pump further remove the bearing housing lubrication pipework. The
pump bearing housing can be disconnected from the engine mounting flange, removing dowel if fitted.
Remove flinger, drive gear and the circlip holding the shaft assembly in place. Lightly tap out the shaft
assembly from the bearing housing.
Examine all parts for wear and replace if necessary.
Depending on the degree of strip down, it is advisable to replace oil seal, water seal, impeller
key and tabwasher.

Re-Assembly
This is a reversal of the dismantling procedure. The impeller should be fitted back onto the shaft
according to the following instructions:
1. Ensure that the shaft taper and impeller bore are clean and de-greased.
2. Apply Loctite 242 to shaft thread and impeller nut face.

o
3. Tighten impeller nut to 60Nm and then rotate nut through a further 170 .
The shaft seal should be re-fitted according to the seal instruction sheet, enclosed.

INSTALLATION RECOMMENDATIONS
Pipework
Independent supports must be provided for all pipework, the weight must not be carried by the pump.
Provision must be made for expansion and contraction when pumping hot liquids.
The pipework system must have facilty for isolating, dismantling or removal of the pump.
Pump Mounting
Before fitting the pump to the engine the drive gear should be securely fitted. If oil lubrication is
necessary the relevant pump bearing housing plugs should be removed to allow lubrication pipes to
be fitted. Before final fitting consult engine manufacturers instructions.
Operating and Maintenance
Rotation
Check pump is running in the correct rotation as indicated on arrowed plate.
Priming
Before a straight centrifugal pump will operate, the suction line and impeller eye need to be filled with
liquid. This is also necessary to ascertain pump internals are lubricated by the liquid.
1. If a non-return valve and gate valve area fitted on the discharge side, air may
be exhausted from the suction line by hand or by mechanical means. During this operation the
gate valve should be kept closed when liquid will fill the pump under atmospheric pressure.
2. When the pump is operating under flooded suction conditions a gate valve
Should be fitted in the suction line and when the valve is opened liquid will be forced by
atmospheric pressure into the pump. The air must be able to escape through the discharge
line; alternatively an air vent should be provided in the pump casing.
Gaskets
Replace pump and pipe gaskets if worn or ensure that they are of the correct thickness and of a
suitable material for the liquid being pumped.
Continued /…..

By-Pass Connection
When the pump is required to work against a closed discharge for a length of time, a small amount of
liquid should be recirculated from the pump to the source of supply. This will eliminate any rise in
temperature of the liquid within the pump. The amount required increases with pump size and speed.
Bearings
Lubrication is provided by a supply of oil from the engine and requires no attention. NOTE: Plugs are
fitted to the bearing housing oilways to prevent the ingress of dirt during transit and storage. Ensure
that these are removed before the pump is fitted to the engine.
Storage Of Pump
Store in a dry, well ventilated room. All pump units should have the shaft rotated at regular intervals to
keep the lubricant distributed and prevent any build-up of rust. Drain off all liquid.
Shaft Seal
When the shaft seal becomes worn, it is recommended that a complete new seal assembly is fitted,
see Appendix 1 for assembly details

FAULT LOCATION
PUMP WILL NOT DISCHARGE Air leak in suction connection
AFTER STARTING Check for tightness
See that washer or gasket is in place
Replace if necessary.
Pump not primed
Hole in suction pipe – Replace pipe.
Air cannot escape on discharge side.
Leaking shaft seal.
Leaking foot valve (if fitted).
Suction lift too high.
Wrong direction of rotation.
PUMP DISCHARGES THEN Strainer or foot valve clogged – remove

CAPACITY DROPS trash.
Debris in suction pipe.
Air leaking through shaft seal – see seal instruction sheet,

Appendix 1.
Clogged impeller.
PUMP DELIVERY NOT MAX. Foot valve not fully opening.

AMMOUNT
Discharge head too high.
Faulty gaskets.
Worn impeller and wear rings.

PUMP OVERLOADING ENGINE Misalignment.
Capacity too high due to head being lower than rated.
Specific gravity of liquid too high and / or liquid viscosity

too high.
Speed too high.
Clogged impeller.
Loose impeller nut resulting in impeller binding on casing.
Seized shaft seal.
NOISY OPERATION System head too low.
NOTE:
Most stoppages, other than mechanical breakdowns are due to air leaks in the suction line;
consequently gaskets should be kept in good condition and renewed as necessary.
OWNERS RECORD
Obtain the following information from the pump nameplate as a ready reference to your pump set.
Pump Model:……………………………………………………………………………
Pump Serial No.:………………………………………………………………………..
Date Purchased:…………………………………………………………………………
When ordering pump spares, always state the part name and number, the pump model and the
pump serial number.

BL-PEGSON
A Terex Company
INSTRUCTIONS
125SD12T/161TSC
ENGINE COOLING WATER PUMP

General
any worn or damaged parts, particularly the shaft seats and gaskets.
Dismantling
Drain off all liquid from the pump and disconnect and remove the suction pipework.
Remove the suction cover and suction ‘O’ ring.
impeller has 5 x M10 tapped holes on 82.5 mm P.C.D which can be used for this purpose.
The shaft seal is now accessible.

Removal of the stationary half of the seal assembly will require removal of the volute from the bearing
housing.
The seal half can be tapped out from the rear of the volute.
If it is necessary to dismantle the pump further remove the bearing housing lubrication pipework. The
pump bearing housing can be disconnected from the engine mounting flange, removing dowel if fitted.
Remove flinger, drive gear and the circlip holding the shaft assembly in place. Lightly tap out the shaft
Depending on the degree of strip down, it is advisable to replace oil seal, water seal, impeller
key and tabwasher.

Re-Assembly
This is a reversal of the dismantling procedure. The impeller should be fitted back onto the shaft
according to the following instructions:

o
The shaft seal should be re-fitted according to the seal instruction sheet, enclosed.

Pipework
The pipework system must have facilty for isolating, dismantling or removal of the pump.
Pump Mounting
Rotation
Priming
Before a straight centrifugal pump will operate, the suction line and impeller eye need to be filled with
liquid. This is also necessary to ascertain pump internals are lubricated by the liquid.
1. If a non-return valve and gate valve area fitted on the discharge side, air may
be exhausted from the suction line by hand or by mechanical means. During this operation the
gate valve should be kept closed when liquid will fill the pump under atmospheric pressure.
2. When the pump is operating under flooded suction conditions a gate valve
Should be fitted in the suction line and when the valve is opened liquid will be forced by
atmospheric pressure into the pump. The air must be able to escape through the discharge
line; alternatively an air vent should be provided in the pump casing.
Gaskets
Replace pump and pipe gaskets if worn or ensure that they are of the correct thickness and of a
Continued /…..

By-Pass Connection
Bearings
Storage Of Pump
Shaft Seal
see Appendix 1 for assembly details

FAULT LOCATION
Pump not primed
Leaking shaft seal.


Appendix 1.
Clogged impeller.

AMMOUNT
Faulty gaskets.


too high.
Speed too high.
Clogged impeller.
Seized shaft seal.
NOTE:
OWNERS RECORD
Pump Model:……………………………………………………………………………
Pump Serial No.:………………………………………………………………………..
Date Purchased:…………………………………………………………………………
pump serial number.

BL-PEGSON
A Terex Company
INSTRUCTIONS
150D20T/166TC
SELF-PRIMING CENTRIFUGAL
MARINE PUMP

General
any worn or damaged parts, particularly the shaft seal and gaskets. Tighten all joints evenly and firmly.
Dismantling
Drain off all liquid from the pump tank and disconnect the suction and discharge pipework. Detach the
pump from the power unit by unbolting the mounting flange and pulling the pump forward.
Remove the suction cover and gasket.
Remove the front plate and o-ring from the tank.
impeller has 3 x M10 tapped holes on 75 mm P.C.D which can be used for this purpose.
The shaft seal is now visible.

Removal of the stationary half of the seal assembly will require removal of the volute/tank and the seal
plate from the bearing housing.
The seal half can then be tapped out from the rear of the seal plate.
Remove the drive gear and the circlip holding the shaft assembly in place. Lightly tap out the shaft

Re-Assembly
This is a reversal of the dismantling procedure.
If the bearing housing has been dismantled ensure that it is free from dirt and that the seal drain holes
are clear of obstruction before re-fitting.
The impeller should be fitted back onto the shaft according to the following instructions:

o
The shaft seal should be re-fitted according to the seal instruction sheet, Appendix 1.

Pipework
The pipework system must have facility for isolating, dismantling or removal of the pump.
Pump Mounting
Rotation
Gaskets
Replace pump and pipe gaskets if worn and ensure that they are of the correct thickness and of a
By-Pass Connection
Bearings
Continued/…….

Storage Of Pump
Shaft Seal
see Appendix 1 for assembly instructions.

FAULT LOCATION
No priming liquid in pump tank – check

Check to see that front plate is fully
Covered by liquid.
Leaking shaft seal.


Appendix 1.
Clogged impeller.

AMMOUNT
Faulty gaskets – replace.


too high.
Speed too high.
Clogged impeller.
Seized shaft seal.
NOTE:
OWNERS RECORD
Pump Model:……………………………………………………………………………
Pump Serial No.:………………………………………………………………………..
Date Purchased:…………………………………………………………………………
pump serial number.

APPENDIX 1.

APPENDIX 2.
NUT TORQUE SETTINGS
M6 M8 M10 M12 M16
Kgfm. 0.46 1.12 2.23 3.89 9.65
Nm. 4.54 11.0 22.0 38.0 95.0
Lbf ft. 3.35 8.14 16.13 28.0 70.0

Cooling water thermostatic valves J04

Manufacturer – Amot
Jacket Water Model – Series B - 5BR CC 180
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Data
Cooling water thermostatic valve Ruston RK270
Introduction
The thermostatic valve is a direct-acting, pre-set wax element type, automatic temperature regulator fitted across
the High Temperature engine jacket water circuit.
Maintenance
F-Interval
Apart from cleaning and testing the thermostatic valve no maintenance should be necessary. The operating range
is pre-set and cannot be adjusted; it can be altered by using elements of a different temperature rating, but this
should not be done without very careful consideration of all the factors likely to be affected.
Remove the thermostatic valve from the engine, dismantle and clean all parts. Examine and test the elements,
then re-assemble and fit the valve.
For full information on this component refer to the following suppliers literature.
Data
Thermostatic valve element 82OC





Starting system K01
Contents
Page 2 Schematic
Page 3 Start air system
M7K01007.DOC Page 1 of 3
Starting system Ruston RK270
M7K01007.DOC Page 2 of 3 Section K01

Starting system Ruston RK270
Start air system
Compressed air is stored in the main air receiver at a pressure of 30 bar(g). Two air receivers are provided per
vessel, one for each engine room. These should be cross connected to enable the air receiver in one engine
room to supply air to engines in the other.
The air pressure is reduced to 10 bar(g) by a regulating valve before presentation to the starter motor. The
regulating valves are protected by Y-type strainers. A pressure relief valve set at 12 bar(g) is also supplied to
protect the starter motors from overpressure. Precautions must be taken to ensure that water is removed from
the air before supplying to the starter motors.
Instrumentation
PI5
Charge air pressure
PI7A-C
Start air pressure
PS3
Local control air pressure
PT7
Starting air pressure
SV1
Start air solenoid
SV2
Governor actuator
SV3
Governor shutdown solenoid
SV4
Air boost bypass solenoid
XS7
Overload
XS8
Emergency stop
XS9
Start blocked
M7K01007.DOC Page 3 of 3 Section K01

Starter motor K02

Manufacturer – Ingersoll-Rand
Model – ST699 (Ruston Part numbers 80.337.01347.100)
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Removal
M7k02004.doc Page 1 of 2
Starter motor Ruston RK270
Introduction
The starter motor is mounted on brackets by three set

screws. The turbine motor is driven by compressed air
controlled by a pressure regulator set at six bar.
WARNING
The air start system operates at a high pressure.
Isolate the system and release the retained pressure
before performing any maintenance or repairs.
Fig.1 Starter motor as fitted to the engine.

Maintenance
D-Interval
Exchange unit.

suppliers literature.
Starter motor mounting bracket
The starter motor bracket and spacer plate have been

assembled to give a pinion backlash of 0.4/0.9mm
(Fig.2) and doweled into position.
Fig.2 Check the pinion backlash.
Note:- The engine timing pointer is also fixed to the
starter motor bracket. Ensure the pointer is set to a
true TDC. (To set the pointer refer to the Camshaft
timing section E01).
Removal
To remove the starter from the engine disconnect the

inlet and outlet pipes from the pinion housing, disconnect
the main air supply pipe from the motor housing and
release the set screws holding the starter to the
mounting bracket and spacer.
The starter motor and bracket have been adjusted and Fig.3 Check for a clearance of 8mm when fully
disengaged.
doweled in position to give a pinion to flywheel ring gear
backlash of 0.4mm/0.9 mm when fully engaged and a
clearance of 8mm between the pinion and ring gear
when fully disengaged (Fig.3). If new brackets or
spacers are fitted, adjust to the above dimensions and
re-dowel the components to position.
M7k02004.doc Page 2 of 2 Section K02

04662995
Edition 2
July 1999
INSTALLATION AND MAINTENANCE MANUAL

for
ST600 TURBINE STARTER
TPE_1031
IMPORTANT SAFETY INFORMATION ENCLOSED.

READ THIS MANUAL BEFORE OPERATING STARTER.
FAILURE TO OBSERVE THE FOLLOWING WARNINGS COULD RESULT IN INJURY.
. For safety, maximum performance and maximum l After assembling a starter, always test it in
durability of parts, do not operate ST600 Starters accordance with the procedures outlined in this
at air pressures over the pressure rating stamped manual. Never install a reassembled starter that
on the nameplate. Use supply lines of adequate has not been tested in accordance with the
size as directed in the installation instructions in procedures in this manual.
this manual. . Do not lubricate starters with flammable or
. Always turn off the air supply and disconnect the volatile liquids such as kerosene or jet fuel.
air supply hose before installing, removing or l Operate this starter only when properly installed
adjusting any accessory on this starter, or before on the engine.
performing any maintenance on this starter. . Do not remove any labels. Replace any damaged
l Operate Model ST600 Starters on compressed air label.
only. They are not designed or sealed for operation l Use accessories recommended by Ingersoll-Rand.
on compressed gas.
The use of other than genuine Ingersoll-Rand replacement parts may result in safety hazards, decreased starter
performance and increased maintenance, and will invalidate all warranties.
Ingersoll-Rand is not responsible for customer modification of starters for applications on which Ingersoll-Rand was
not consulted.
Repairs should be made only by authorized, trained personnel. Consult your nearest Ingersoll-Rand Authorized
Servicenter.
It is the responsibility of the employer to place the information in this manual into the hands of the operator.
Refer All Communications to the Nearest

Ingersoll-Rand Office or Distributor.
© Ingersoll-Rand Company 1999
INGERSOLLRAND
Printed in U.S.A. PRODUCTION EQUIPMENT
WARNING LABEL IDENTIFICATION
FAILURE TO OBSERVE THE FOLLOWING WARNINGS COULD RESULT IN INJURY.
WARNING WARNING
Always wear eye protection when
Always wear hearing
performing maintenance on this
protection when testing this
starter.
starter.
WARNING
Always turn off the air supply and
disconnect the air supply hose be-
fore installing, removing or ad-
justing any accessory on this
starter, or before performing any
maintenance on this starter.
2
PLACING STARTER IN SERVICE
HOW TO ORDER A STARTER
ST650,BP 03R31-045
STARTERARC ARC
HALF 50
GEAR
RATIO
PINION
CODE 045
FULL 99
135
P = PRE-ENGAGED 180
225
PINION ROTATION 270
R=RIGHT 315
L=LEFI’
PINION DATA
Number PD OD
Part Number of Teeth Blank DP / MOD PA Rotation
inches mm inches mm
ST600-13-31 12 12 6/8 2.000 50.80 20.0 Right/Left 2.250 57.15
ST600-13-51 15 15 6/8 2.500 63.50 20.0 Right/Left 2.750 69.85
ST600-13-83 12 12 3.5 Module 1.515 38.50 20.0 Right/Left 1.882 47.80
*Pinion Code must be specified when ordering.
PLACING THE STARTER IN SERVICE
INSTALLATION 6. We recommend installation of a “glad hand” in

vehicular applications for emergency re-pressurizing
of the system. To keep the “glad hand” clean and free
of dirt and to protect it from damage, a second “glad
For maximum performance, read this manual prior to
hand” closed by a pipe plug can be mated to it, or a
installation or operation of Series ST600 Starters.
“glad hand” protector bracket can be used.
General Information
Orientation of the Starter
1. This starter is designed for flange mounting at the
inlet. The Flange Mounting Kit is required for If the factory orientation will not fit your engine due
to radial location of the Drive Housing or location of
installation. All piping, hoses and valving must be
the inlet and/or exhaust ports, re-orient the starter as
clean prior to installation. Make sure that the starter
follows:
inlet is free of dirt and foreign material during 1. Refer to the dimension illustration and note that the
installation. drive housing can be located in anyone of eight radial
2. Engine design often requires mounting the starter positions relative to the air inlet (motor housing).
underneath in extremely close quarters, and even 2. Study the engine mounting requirements, and
though two of the mounting bolt holes are easy to determine the required orientation of the Drive
reach, the third one is less accessible. To install a Housing relative to the Gear Case. If the Drive
starter, the following tools are required: regular Housing has to be reoriented, remove the eight Drive
ratchet wrench, sockets, universal joint, socket Housing Cap Screws and rotate the Drive Housing to
extension and single or double-end box wrench. its required position.
3. Improper hook-up impairs the efficiency of a Starter.
Pressure Lines smaller than those recommended will
reduce the volume of air to the motor and the use of
reducers for piped-away applications in the exhaust
port will restrict the exhaust causing back pressure to
the motor resulting in reduced performance. Keep the
number of tees and elbows, and the length of the
supply line to a minimum. Use l-1/2” hose or pipe
for supply lines up to 15 feet long: use 2” hose or pipe
if the supply line is over 15 feet long.
4. Install a 300 mesh strainer in the inlet line for each
starter. These 300 mesh strainers provide 50 micron
filtration and offer significant protection against
supply line contaminants which could damage the
turbine components. Ingersoll-Rand offers 3 sizes:
ST900-267-24 for l-1/2 inch lines, ST900-267-32
for 2 inch lines and ST900-267-64 for 4 inch lines.
Replacement elements are: ST900-266-24 for l-1/2
inch, ST900-266-32 for 2 inch and ST900-266-64
for 4 inch lines.
5. Make your connections bubble tight to avoid
unnecessary costs and delays. On all threaded
connections throughout the system, use
Ingersoll-Rand No. SMB-441 Sealant,
non-hardening No. 2 Permatex or always run the air
supply line from the side or top of the receiver, never
at or near the bottom. Moisture in the air collects at
the bottom of the receiver resulting in damage which
could cause the valves to become inoperative.
Periodically, open the petcock at the bottom of the
tank to drain the water.
Mounting the Air Starter 7. Connect the Starter Control Valve to the Relay Valve
with l/4” hose. Install a Tee in this line with a short
1. Study the piping diagram on Page 6. feeder hose to the Pressure Gauge.
2. The air receiver tank for a starter installation must
meet SAE J10B specifications or conform to ASME
specifications. It must have a working pressure
Make certain the hose is connected to the
capability equal to or greater than the maximum
“SUPPLY” side of the Starter Control Valve.
pressure at which the starter will be operated.
8. To determine the exact length of l-l/2” air hose
3. When connecting the starter to a receiver tank that is
required, run a piece of heavy-duty hose or some
already in service, bleed off the air pressure by
other flexible tubing of the same diameter from the
opening the drain valve.
Relay Valve on the receiver to the Starter location on
the engine.
9. Attach the l-1/2” air hose to the outlet side of the
Bleed off the air pressure through a valve or Relay Valve, and run the hose through the frame to its
petcock. Do not remove a plug from the tank while final position at the starter location.
the tank is still pressurized. Drain off any water 10. At this point, determine if it is feasible or practical to
that has accumulated in the bottom of the tank. attach the hose to the starter before or after the starter
is actually mounted. In many cases, it may be
4. Using a l-l/2” short nipple, install the SRV150 necessary to attach the hose to the starter before
Starter Relay Valve on the end of the receiver tank as mounting.
shown in the piping diagram. 11. If possible, liberally grease the teeth on the ring gear
with a good, sticky gear grease or motorcycle chain
lube. This will help promote the life of the ring gear
Make certain the connection is made to the inlet and the Starter Pinion.
side of the Relay Valve indicated by the word “IN” 12. Place the starter into position, and mount it on the
cast on the valve body. flywheel bell housing. lighten the mounting bolts to
5. Install the No. SMB-G618 Starter Control Valve on 100 ft-lb (136 Nm) of torque.
the dash panel (for vehicular installations) or some 13. Pressurize the complete starting system and check
other appropriate panel (for stationary installations). every connection with a soap bubble test. There must
6. Mount the No. 150BMP-1064 Air Pressure Gauge on be.no leaks.
or adjacent to the control panel. It should be located
where it is readily visible to the operator of the
Control Valve.
PIPING DIAGRAM FOR A TYPICAL VEHICULAR INSTALLATION: PRE-ENGAGED
6
PLACING STARTER IN SERVICE
7
MAINTENANCE SECTION
8
MAINTENANCE SECTION
L---
9
PART NUMBER FOR ORDERING*-\ PART NUMBER FOR ORDERING *-\
Screw ............................ ST700-737 18 Spring............................ ST600-700

Spring.. .......................... D10-275 19 Spring Seat . . . . . . . . . . . . . . . . . . . . . . . . SS350-191
Deflector ......................... ST700-735 20 Screw (8) . . . . . . . . . . . . . . . . . . . . . . . . . Y99-52
Exhaust Cap ....................... ST600-562 21 Drive Housing Assembly . . . . . . . . . . . . . ST600-K300
O-Ring.. ......................... ST700-67 22 Pinion Collar . . . . . . . . . . . . . . . . . . . . . . ST600-175
Motor Assembly 23 Drive Pinion
for LH rotation models ....... ST650L-A53B for ST650BP03L31, ST699BP03L31,
for RH rotation models ....... ST650R-A53B ST650BPO3R31 and ST699BP03R31 . . . ST60013-31
2
7 Deflector ......................... ST600-111 for ST650BP03L51, ST699BP03L51,
8 O-Ring.. ......................... Y325-253 ST650BP03R51 and ST699BP03R51 . , . ST600-13-51
9 Wave Spring.. ..................... ST600-244 for ST650BP03L83 and ST650BP03R83 ST600-13-83
10 Gear Package Assembly ............. ST600B-APGR for ST650BP03L91, ST699BP03L91,
3
11 Flange Kit ......................... ST700-K166 ST650BP03R91 and ST699BP03R91 . . . ST60013-91
12 Motor Housing Assembly ............ ST600-A40 for ST650BP03L942, ST699BP03L942,
13 O-Ring ........................... SS350-151 ST650BP03R942 and ST699BP03R942 . ST600-13-942
14 O-Ring ........................... SS800-337 24 Screw
15 Piston ............................ ST600-703 for LH rotation models . . . . . . . ST600L-394
16 Retaining Ring ..................... SS350-107 for RH rotation models . . , . . . . ST600R-394
17 Drive Package Assembly
for LH rotation models ....... ST600L-APDR
for RH rotation models ....... ST600R-APDR
MAINTENANCE SECTION
5. Do not press any needle bearing from a part unless you
have a new needle bearing on hand for installation.
Always wear eye protection when operating or Needle bearings are always damaged during the
performing any maintenance on this starter. removal process.
Always turn off the air or gas supply and
disconnect the air or gas supply hose before Disassembly of the Starter
installing, removing or adjusting any accessory on 1. Place the Starter on a workbench with Exhaust end
this starter or before performing any maintenance down.
on this starter. 2. Remove the Drive Pinion Retaining Screw (24).
LUBRICATION
Each time a Series ST600 Starter is disassembled for
maintenance or repair, lubricate the starter as follows: Models ending in R31, R51, R83, R91 and R942 have
1. Lubricate the inside diameter of the Drive Shaft (17) a left-hand thread. Models ending in L31, L51, L83,
L91 and L942 have a right-hand thread.
with Ingersoll-Rand No. 130 Grease.
2. Lubricate the Pinion end of the Drive Shaft with 3. Remove the Drive Pinion (23) with Pinion Collar
Ingersoll-Rand No. 11 Grease. attached off the Drive Shaft.
3. Wipe a thin film of Ingersoll-Rand No. 130 Grease in 4. Unscrew and remove the eight Drive Housing Cap
the bore of the Drive Housing (12). Screws (20).
4. Roll the Piston Return Spring (18) in Ingersoll-Rand 5. Remove Drive Housing (21).
No. 130 Grease. 6. Remove Spring (18) and Seat (19).
5. Coat the outside of the Piston (15) with Ingersoll-Rand 7. Slide the Drive Package Assembly (17) from the Drive
No. 130 Grease. Housing.
6. Lubricate all G-rings with G-ring lubricant. 8. Place Motor Housing (12) in a copper faced vise
clamping on the flats of the Exhaust Cap (4).
DISASSEMBLY
9. Insert a rod in the inlet and turn counterclockwise to
General Information remove Exhaust Cover (4).
1. Do not disassemble the Starter any further than
necessary to replace worn or damaged parts.
2. When grasping a part in a vise, always use Transmission Fluid will drain and build-up on
leather-covered or copper-covered vise jaws to protect the Exhaust Cover. Handle Exhaust Cover with care.
the surface of the part and help prevent distortion. This 10. Remove Motor Housing from vise and place on
is particularly true of threaded members. workbench with Exhaust end upward.
3. Do not remove any part which is a press fit in or on a 11. Grasp the rear of the Motor Assembly (6) and pull it
subassembly unless the removal of that part is from the rear of the Motor Housing.
necessary for replacement or repairs. 12. Place Motor Housing in drip pan with Exhaust end
4. Always have a complete set of seals and G-rings on down to allow transmission fluid to drain.
hand before starting any overhaul of a Series ST600 13. Press on clutch Shaft through the front end to release
Turbine Starter. Never reuse old seals or G-rings. Gear Package (10) and Front Deflector (7).
** Registered trademark of Exxon Corp.
11
MAINTENANCE SECTION
ASSEMBLY 5. Add 275 ml of Dextron@** II Automatic Transmission
General Instructions Fluid through the hole in the Front Deflector.
Always press on the inner ring of a ball-type bearing 6. Before installing the Motor Assembly, coat the O-rings
when installing the bearing on a shaft. on the Motor Assembly and the inside of the Cylinder
Always press on the outer ring of a ball-type bearing with C&ring lubricant. Install the Motor Assembly
when pressing the bearing into a bearing recess. through the rear of the Motor Housing with geared end
Whenever grasping a starter or part in a vise, always of the rotor toward the front.
use leather-covered or copper-covered vise jaws.
Take extra care with threaded parts or housings.
4. Except for bearings, always clean every part and wipe Be careful not to damage O-Rings during assembly.
every part with a thin film of oil or stated type of If necessary a .010” thick sleeve may be inserted to
grease before installation. cover inlet hole. Remove once Motor Assembly has
5. Check every bearing for roughness. If an open bearing been installed.
must be cleaned, wash it thoroughly in a suitable 7. Coat the Exhaust O-Ring (5) with O-Ring lubricant
cleaning solution and dry with a clean cloth. Sealed or and install in the groove on the Exhaust Cap (4).
shielded bearings should never be cleaned. Work 8. Align the Exhaust Cap in the rear of the Motor
grease thoroughly into every open bearing before Housing and rotate until it seats. Tighten the Exhaust
installation. Cap to a final torque of 50 ft-lb.
6. Apply a film of O-ring lubricant to all O-rings before
final assembly.
7. Unless otherwise noted, always press on the stamped After assembling the exhaust cover to the starter,
end of a needle bearing when installing the needle add 20 ml of DextronB®***II Automatic
bearing in a recess. Use a bearing inserting tool similar Transmission Fluid through the screw hole in the
to the one shown in Dwg. TPD786. Exhaust Cover.
Needle Bearing Inserting Tool 9. Install the Deflector (3), Spring (2) and Screw (1) in
the rear of the Housing Exhaust Cover.
0
Coat the threads of the Deflector Retaining Screw

with Ingersoll-Rand SMB-441 Sealant
10. Place Starter in vise with exhaust end down clamping
on flats of Exhaust Cap.
11. Grasp Drive Package Assembly and align the spline
teeth of Drive Package Assembly with spline teeth of
the Gear Package Assembly. Apply pressure until
Piston is seated.
SHOULDER TO-
REGULATE DEPTH
12. Install Spring (18) and Seat (19).
PILOT TO FIT I.D. OF 13. Carefully position the Drive Housing (12) onto the
BEARING. Motor Housing.
LENGTH OF PILOT TO BE
APPROXIMATELY 1/8 14. Install the Drive Housing Cap Screws (20) and torque
LESS THAN LENGTH OF to 20-25 ft-lbs.
BEARING
15. Refer to TPE_1027 for proper orientation.
(Dwg. TPD786) 16. Install Pinion (23) with Collar (22) attached. Align the
Assembly of the Starter notches of the Pinion with notches in the Drive Shaft.
1. Place Motor Housing on a workbench, exhaust end up. 17. Install the Drive Pinion Retaining Screw (24) into the
2. Grasp Gear Package Assembly (10) and insert into end of the Drive Shaft and torque to 100-110 ft-lb.
Motor Housing. Rotate Gear Package to align Planet
Gear Teeth with Ring Gear Teeth.
3. Place Wave Spring (9) onto Front Deflector (7). Models ending in R31, R51, R83, R91 and R942 have
4. Insert Front Deflector (7) into Motor Housing applying a left-hand thread. Models ending in L31, L51, L83,
force until it seats against Ring Gear. L91 and L942 have a right-hand thread.
** Registered trademark of Exxon Corp.
12
MAINTENANCE SECTION
TROUBLESHOOTING GUIDE
Trouble Probable Cause Solution
No air supply Check for blockage or damage to air supply lines
or tank.
Damaged motor assembly Inspect Motor Assembly and power train and re-
pair or replace if necessary.
Motor will not run Foreign material in motor and/or Remove Motor Assembly and/or piping and re-
piping move blockage.
Blocked exhaust system Remove Housing Exhaust Cover (1) and check for
blockage.
Defective Control Valve or Relay Replace Control Valve or Relay Valve.
Valve
Low air pressure to Starter Check air supply.
Restricted air supply line. Check for blockage or damage to air lines.
Relay Valve malfunctioning Clean or replace lines or Relay Valve. Lube Relay
Valve.
Loss of Power Exhaust flow restricted Check for blocked or damaged piping. Clean or
replace piping. Check for dirt or foreign material
and clean or remove. Check for ice build-up.
Melt ice and reduce moisture build-up to Starter.
Worn motor parts Remove the motor from the Motor Housing (17)
and disassemble the motor. Examine all parts and
replace any that are worn or damaged.
Lack of air to starter Check for clogged or damaged air line between
relay valve and starter. Check relay valve to de-
termine if it is functioning properly. Check air
tank
SAVE THESE INSTRUCTIONS. DO NOT DESTROY.
13
NOTES
14
NOTES
15
United States Office Locations International Office Locations
Ingersoll-Rand Japan, Ltd.
For Order Entry, Order Status
Shin-Yokohama Square Bldg.
Ingersoll-Rand 5th Floor, 2-3-l 2 Shin Yokohama
Distribution Center Kouhoku-ku, Yokohama-shi
P.O. Box 618 Kanagawa Pref. 222, Japan
5 10 Hester Drive Phone: (81) 45 476 7801/ 7817
White House, TN 37 188 Fax: (8 1) 45 476 7806
Phone: (615) 672-0321 Ingersoll-Rand Company
Fax: (615) 6724801 Latin America Operations
Production Equipment Group
For Technical Support 730 N.W. 107 Ave., Suite 300
Miami, FL 33 172-3 107
Ingersoll-Rand
Phone: (305) 559-0500
1725 U.S. Highway #l-N
Fax: (305) 559-7505
Southern Pines, NC 28387
Phone: (9 10) 692-8700 Ingersoll-Rand Australia, Ltd
Fax: (910) 692-7822 1 Hartnett Drive
Seaford VIC 3 198 Australia
Web Site Mail: Private Mail Bag 2
www.airstarters.com Carrum Downs Business Centre.
Vie. 3201, Australia
Phone: (03) 9554 1600
Fax: (03) 9554 1607
Ingersoll-Rand Wadco Tools Limited
37A Site IV
Sahibabad Industrial Area
Dist. Ghaziabad 201010 (UP)
India
Phone: (0575) 771001/771002/771003/771004
Fax: (0575) 771005
Compagnie Ingersoll-Rand
5-7, Avenue Albert. Einstein
BP. 113
78 192 Trappes Cedex
France
Phone: 0 (1) 30 50 61 10
Fax: O(l)305002 18
Ingersoll-Rand Canada
Administrative Offkes
Distribution Center
5 1 Worchester Road
Toronto, Ontario
Canada M6W 4K2
Phone: (416) 2134500
Fax: (416) 213-4616
Engine Pyrometry L01

Manufacturer – CMR
M7L01001.DOC Page 1 of 1
Engine Pyrometry L01

Proprietary literature manual
Manufacturer – CMR
M7l01004.doc Page 1 of 1
Metal particle detector L02

Manufacturer – AMOT
Model – MPD (Ruston part number 80.308.15415.717)
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Operation
Metal particle detector Ruston RK270
Introduction
The detector is connected to a pipe that is fed directly from the lub oil pump but it is fitted before the lub oil filter.
The oil is continuously fed through the detector that uses a perforated board containing a plated electrical grid.
Activation of the detector occurs when metallic particles bridge the gaps on the electrical grid and complete a
normally open circuit consequently triggering an alarm.
Maintenance
Operation
In the event of an alarm, isolate the detector and check the grid for metal particles.
1. Remove the end cap using a ½” square drive
2. Inspect the grid. The presence of any metallic debris confirms a fault and further investigation is
mandatory.
3. If the grid has been bridged by other deposits, which can be identified as not serious, clean and replace
the grid and end cap, open the isolating valves, clear the alarm and put the engine back into service.
M7L02001.DOC Page 2 of 6 Section L02





Oil mist detector L03

Manufacturer – Schaller
Model – Visatron – 215/87 (Ruston part number 80.375.04765.200)
Contents
Page 2 Introduction
Page 2 Maintenance
Page 2 Operation
Oil Mist detector Ruston RK270
Introduction
The engines are fitted with an oil mist detector which continuously extracts the crankcase atmosphere, via a pipe
system, and moves it past a measuring track. In the track, the opacity of the crankcase atmosphere is measured
by means of infrared light.
A rise in the concentration of the oil mist in the crankcase atmosphere will absorb part of the infrared light and
trigger an alarm.
Full details of the operation of the oil mist detector can be found in the suppliers information at the end of
this instruction.
Maintenance
Operation
In the event of an oil mist detector (OMD) alarm occurring the engine should be immediately shut down and the
following checks performed.
1. Note which engine bay has been identified on OMD unit.
2. Check correct operation of OMD.
3. Check the grid of the metal particle detector, any metallic debris confirms the presence of a fault and
further investigation is mandatory.
Endeavour to identify type of material as aid to locating source of alarm. If this can not be done with certainty,
save the debris and return it to ALSTOM Engines Ltd., Ruston Division for laboratory examination.
If the source of the debris is identified continue by dismantling and carry out repairs as necessary. If source of
debris is not identified proceed through steps 4 to 12 as follows.
4. Remove the turbocharger air filter and check that the turbocharger is free to turn and has correct end float.
5. Remove crankcase doors.
6. Examine and feel in the vicinity of all large end and main bearings for evidence of overheating.
7. Examine the end clearance of large end and main bearings for extruded or melted bearing material.
8. Check the connecting rods for freedom to move along the crankshaft within the end float.
9. Check that the crankshaft is free to turn and check that the end float is correct.
10. Check the cylinder liners for freedom of scuff or seizure. Rotate the crankshaft to allow examination of the
maximum length of liner.
11. Remove camshaft gear drive doors.

Oil Mist detector Ruston RK270
12. Examine the gear bearings for signs of overheating or melted bearing material.
13. Check the gears endfloat and backlash.
14. Remove the camshaft doors and check the camshaft bearings for freedom from overheating or melted
bearing material.
If the above checks prove negative reset the oil mist detector and run the engine at idle speed to confirm the oil
mist detector has cleared. If another alarm occurs, stop engine immediately.
Further examinations must be carried out to locate source of OMD alarm.

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Magnetic pick-up L05
Contents
Page 2 Introduction
Page 3 Drawing
Magnetic pick-up Ruston RK270
Introduction
WARNING
CONNECTION OF SUPPLY LEVEL VOLTAGE TO THE ACTUATOR CIRCUIT CAN CAUSE PERMANENT
DAMAGE TO THE ACTUATOR
The standard speed pick-up is an inductive perception head. A voltage is induced when either teeth or holes on
the flywheel pass close to the end of the perception head. The gap necessary to achieve a satisfactory signal
varies from engine to engine, depending on the mass of the flywheel and the velocity of the teeth or holes passing
the head. A gap of 1.5mm is usually satisfactory, but it may be between 1.5mm and 2.5mm.
The minimum signal level required to trigger the governor is 1 volt peak to peak. This minimum signal must be
generated at cranking speed otherwise the engine will not start. In practice this level is easily exceeded and care
must be taken that the signal level is not so high that imperfections on the flywheel are seen as markers.
If using markers on the face of the flywheel, it is advisable to use studs of 10mm diameter projecting at least
15mm from the face. This ensures that marks on the flywheel are out of range of the perception head.

Magnetic pick-up Ruston RK270

Running in and testing M01
Contents
Page 2 Introduction
Page 2 Initial settings
Page 3 Preparation for running
Page 3 Running in
Page 3 Times and conditions
M7M01001.DOC Page 1 of 3
Running in and testing Ruston RK270
Introduction
The power unit must be run-in whenever any new or reconditioned major parts have been fitted; it may be run on
a resistance load if the engine settings require checking or if the electrical settings require adjustment. Information
regarding equipment for this purpose and directions for its use, may be obtained from ALSTOM Engines Ltd.,
Ruston Division.
Initial settings
If the governor of the fuel injection pumps has been changed it is essential to ensure that, with the governor
quadrant reading zero and the governor overriding control lever at RUN, the appropriate NO FUEL gauge can be
inserted easily between the pump body and the rack collar.
If all racks are reading high, or if all are low, initial simultaneous adjustment of all racks can be made by adjusting
the length of the telescopic link.
NOTE:- The maximum fuel stop is set at the works to permit a site overload rating of 10%. As the stop
should not need to be disturbed there should be no necessity to adjust it; however, if adjustment is ever
necessary, the site overload rating must not be exceeded.
Individual fuel pumps can be adjusted by means of the special spanner applied to the rack adjusting screw
(Fig.1(A)). Release the locknut (Fig.1(B), turn the screw the appropriate amount in the right direction, then tighten
the locknut.
NOTE:- Moving the screw inwards increases both the rack reading and the amount of fuel to be delivered;
screwing out decreases the reading and the fuel quantity. For more detailed adjustment procedures, see
ASSEMBLING FUEL INJECTION PUMPS TO THE ENGINE.
(A)
(B)
Fig.1 Adjusting screw (A) and locknut (B)
Preparation for running
Before starting the engine, check the lubricating oil, fuel and water levels; ensure that the systems are primed and
that there is satisfactory oil flow to all bearings, sprays and the governor.
Pour ½ litre of clean lubricating oil down the push rod guard tubes on each cylinder to fill the cam troughs.
M7M01001.DOC Page 2 of 3 Section M01

Running in and testing Ruston RK270
Running-in
When new or reconditioned major parts have been fitted, e.g. pistons, cylinder liners or cylinder heads, main
and/or large end bearings, etc the engines should be run-in according to the schedule under TIMES AND
CONDITIONS. This schedule is applicable to engines whether all or just a few line parts have been renewed.
The following points must also be checked.

1. Lubricating oil pressure: if the indicated pressure is low and the gauge is not faulty, the cause may be a
sticking relief valve, broken pipes or loose connections on the suction side of the pump or a sticking
starting valve.
2. Lubrication of the rocker bracket fulcrum pins and the push rod top ends: if this is not correct, check the
operation of the pressure reducing valve as described in the relevant instruction.
3. High pressure fuel pipe connections: these should be examined for leakage to eliminate the possibility of
dilution of the lubricating oil by escaping fuel. This check must be made immediately after starting and at
frequent intervals during the running in procedure in case a leak develops.
Special tools
Fuel pump rack adjustment

Tube spanner 80-361-02125-400
Screwdriver 11-P461S1568
Times and conditions
First run Minimum r/min. No load 2 min.

Second run Minimum to 300 r/min No load 5 min.
Third run 300 r/min. No load 10 min.
Fourth run Minimum to 500 r/min. No load 30 min.
After each run, feel around the engine, e.g, on the crankcase doors, for signs of overheating or unequal heating of
similar parts.
NOTE: When examining the internal parts, keep all naked lights away from the engine.
Fifth run 500 r/min. No load 30 min.

Sixth run* 500 r/min to rated speed No load 30 min.
Seventh run* Rated speed No load 30 min.
* Check the operation of the overspeed trip and adjust if necessary.
Eighth run Rated speed 25% load 45 min.

Ninth run Rated speed 50% load 45 min.
Tenth run Rated speed 75% load 45 min.
Eleventh run Rated speed 50% load 30 min.
Twelfth run Rated speed 100% load 30 min.
Thirteenth run Rated speed 110% load 30 min. industrial engines
Thirteenth run Rated speed 100% load 30 min. marine engines
Fourteenth run Rated speed 100% load 30 min.
NOTE: r/min. of synchronous-speed engines to be held by means of governor overriding lever. Any adjustments
necessary to make the engine conform to the performance limits should be made during these preliminary tests.

Engine fault finding M02
Contents
Page 2 Engine fault finding
Engine fault finding Ruston RK270
SYMPTOM POSSIBLE CAUSE REMEDY
Engine will not bar round Water in cylinder or cylinders Open compression release valves to
after a shut down period. locate faulty cylinder(s).
Remove any affected cylinder head
and examine head and liner for cracks.
Engine will not start Hand control lever incorrectly set. Set to start position.
Low starting air pressure Top up air receiver.
Defective starter motor. Examine motors.
Fuel cock closed. Open and prime system.
No fuel. Fill tank and prime system.
Air in fuel system. Prime system.
Fuel filter choked. Change element.
Shutdown device not set for Check shutdown device

starting.
Overspeed mechanism 'tripped' Reset
Lack of compression. Examine valve clearances, valves,

cylinder head joints, piston rings
and liners.
Engine stops soon after Air in fuel system Prime system

starting.
Fuel filter choked Change element
Engine stops suddenly. Fuel tank empty. Fill and prime system
Fuel filter choked. Change element.
Failure of lubricating oil supply Examine the lubricating oil pump

and its drive.
Change the lubricating oil filter
element and examine pipes for
possible fractures.
Control system failure Check control system
Engine tripped out by protection Check operating temperatures and

systems pressures

Engine stops suddenly. Operation of overspeed trip Locate cause of shutdown

mechanism and reset the trip lever
Seizure or mechanical breakdown Investigate cause, taking care in

accordance with PRECAUTIONS
AGAINST CRANKCASE EXPLOSION
Engine “hunts” Governor sticking Examine governor
Check that control linkages are free

and smooth in operation
Worn governor Renew defective parts
Governor drive gears too deep in Adjust camshaft end float

mesh
Dirt in fuel system Change fuel filter element.

Examine and clean fuel tank if
necessary
Inadequate oil supply to governor Examine and clean governor oil

filter
Air in fuel system Prime system.
Engine will not carry load Engine overloaded Check load and reduce as
necessary
Injection timing incorrect Check and reset
Cylinder balance incorrect Reset as necessary
Unsuitable fuel Check grade and specification
Turbocharger faulty or compressor Check rotational speed and air boost

blades dirty pressure
Low oil pressure to governor Clean governor oil filter
Loss of boost pressure due to air Examine connections and joints

leakage from manifolds for leaks
Insufficient fuel due to inefficient Remove, clean and test pumps and
pumps and/or injectors injectors
Lack of compression Examine valve clearances, valves,

cylinder head joints, pistons, rings
and liners

Engine will not carry load Chargecooler choked Clean air side
Air filter dirty Clean filter
Engine knocking Faulty bearing Examine bearings in vicinity of

knock.
Check bearing clearances and
crankshaft alignment
Piston failure Check pistons
Cylinder balance incorrect Reset as necessary
Injection timing to far advanced Check and reset
Low lubricating oil pressure Check bearings and system
Injectors wrongly set Test and reset blow-off pressure
Heavy black exhaust gases Engine overloaded Check load and reduce as
necessary
Excess fuel and/or incomplete Reset maximum fuel stop

combustion
Faulty fuel injection pumps Examine delivery valves, plungers

and barrels.
Check fuel racks for sticking
Chargecooler choked Clean air side
Air filter dirty Clean filter or replace element
Lack of compression Examine valve clearances, valves,

cylinder head joints, pistons, rings
and liners
Injection timing incorrect Check and reset
Unsuitable fuel Check grade and specification
Heavy blue-white exhaust Faulty injectors Clean and examine.

Check blow-off pressure
Excessive blue smoke from Retarded timing Reset timing

exhaust

High lubricating oil Dirty pistons and rings Examine and clean pistons and
consumption rings; ensure that drain holes in
pistons and scraper rings are clear
Worn or stuck piston rings or worn Free or renew rings as necessary

piston ring grooves Check clearance of rings in grooves
Worn pistons and liners Renew pistons and liners if wear

exceeds the maximum permissible
Worn valve stems and guides Renew valves and guides
Leaking pipes or joints Repair or renew as necessary
Pistons lacquered Check oil grade and specification
Low lubricating oil pressure Worn bearings Check clearances
Choked lubricating oil filter Examine, clean and change filter

element if necessary
Air leaks on suction side of pump Examine system, renew faulty joints
or repair broken pipes
Faulty high-pressure relief valve Dismantle and examine
Badly-worn pump Examine pump gears and check

clearances, renew worn parts or fit new
pump
High oil temperature Check oil cooler and thermostatic valve
Overheating Water supply obstructed Investigate and remove obstruction
Water pump failure Renew or repair faulty pump
Engine overloaded Reduce load as necessary
Camshaft timing too far retarded Reset timing
Water spaces in jackets and Descale and carry out preventative

cylinder heads heavily scaled water treatment

Crack Detection M03
Contents
Page 2 Introduction
Page 2 Magnetic
Page 2 Dye penetration
Page 3 Paraffin/white wash
Page 3 References
Crack detection Ruston RK270
Introduction
Several methods can be used for the detection of cracks in engine components and the most common methods
are:
1. Magnetic - used on ferrous metals except for austentic and stainless steels.
2. Dye penetrant - used on ferrous and non-ferrous metals.
3. Paraffin/whitewash - also used on ferrous and non-ferrous metals.
Primarily, the object of crack testing is to determine surface defects, normally fatigue cracks, and the methods are
outlined in the following paragraphs.
Magnetic
This method requires the object under test to be magnetised and then swabbed with paraffin or light oil which
contains soft iron filings in suspension. Because of the polarity induced along the edges of the cracks, the iron
particles are attracted to these edges and adhere.
After testing, the sound components must be demagnetised to restore them to their original state. Although this
method will indicate cracks quite efficiently, it will also tend to show up minor slag inclusions in shafts and folds in
forgings which are relatively unimportant. Therefore, this type of testing should be carried out by experienced
operators who will not be misled into rejecting sound components through misinterpretation of results.
Magnetic testing is not suitable for steels with high nickel and/or high chromium content, stainless steels,
austentic steels and non-ferrous metals.
Dye penetrant
This method is effective on all metals, both ferrous and non-ferrous. The procedure to be adopted, which is
relatively simple, is as follows:
1. Clean the surface, removing all grease, dirt, paint and rust.
2. Apply the dye penetrant (i), using a brush, swab or spray. The penetrant is a deep-red mobile fluid which
penetrates all surface irregularities so that a minute quantity is retained in the defect after the excess has
been removed.
3. Allow the penetrant to remain on the surface for a period long enough to ensure complete
penetration. The period depends on the nature of the flaw, e.g. surface porosity and wide cracks will
require a period of about ten minutes whilst fatigue cracks or a very fine defect may require up to thirty
minutes.
4. Remove all traces of dye penetrant from the surface. This is best done by wiping with a lint free cloth
socked in cleaner, or water, according to manufacturers recommendations. ON NO ACCOUNT SHOULD
CLEANER BE SPRAYED ONTO THE SURFACE SINCE THIS CAN WAS THE DYE OUT OF THE
DEFECTS.

Crack detection Ruston RK270
5. Apply the developer. The best method is to spray it on but brushing is satisfactory provided that care is
taken to avoid overlapping and runs. As the developer dries, it will form a smooth white coat over the
surface, then red colour indications will begin to appear in the location of any defect. Cracks will show as
thin red lines and the width of such lines is proportional to the depth of the fault they disclose. Very tight
cracks may appear as a series of red dots in continuous form. Porosity appears as a series of red dots
spread over the surface without lineal continuity.
6. Remove the developer as detailed in the manufacturer’s instructions.
Paraffin/whitewash
If neither of the two previously mentioned methods are available, the following method will be found effective for
detecting serious cracks.
1. Clean the part to be examined, wash it in paraffin then dry it.
2. Apply a coat of ordinary whitewash to the surfaces under examination. When the whitewash is dry, any
cracks will readily show because the paraffin remaining in the cracks will seep out and discolour the
whitewash. This can often be accelerated by the gentle application of heat or by gently striking the part
with a hide hammer or similar tool
Reference
(i) ‘Checkmor’ flaw detection ink

manufactured by -
Manchester Oil Refinery Ltd,
76 Jermyn Street, London SW1

Engine preservation M04
Contents
Page 2 Introduction
Page 2 Preservation-engine
Page 2 Preservation-driven machinery
Page 3 Labelling
Page 3 Packing
Page 3 Storage
Page 3 Putting engine into service
Page 3 Re-preservation of engine
Page 4 Preservation of spares
Engine preservation Ruston RK270
Introduction
The following information describes the procedures followed for the preservation, before despatch, of Ruston
engines that have been works tested using an engine lubricating oil which contains anti-rusting inhibitors thus
providing internal preservation to the engine.
Engines treated in accordance with this procedure will be protected for 12 - 18 months under dry, indoor storage
conditions.
Preservation - engine
1 Each piston in turn is positioned at BDC and using a moisture free spray gun Crodafluid PG71, or
equivalent, is sprayed through the cylinder head relief valve passage into the cylinder. A maximum of three
fluid ounces per cylinder is used.
On completion the engine is rotated one complete revolution.
2. The fuel control linkage is liberally coated with Crodafluid PG71.
3. The cooling system is drained, flushed with a mixture of Shellsafe Antifreeze, or equivalent, for twenty
minutes and re-drained.
4. All fuel oil, lubricating oil and water connections are blanked off with steel plates and joints.
5. All other connections eg. flanges, pipe unions etc. are blanked off using plastic enclosures and/or Densyl
tape or equivalent.
6. Two coats of Crodafluid PG71, or equivalent, are applied to all external bright parts such as flywheel,
crankshaft flange and coupling bolts, input/output shafts, knobs, gears, levers, meter bezels etc.
Bright parts that are shipped separately are similarly preserved.
7. Crodafluid PG71, or equivalent, is sprayed inside the turbocharger via the compressor inlet and exhaust
outlet.
8. Oil is drained from the sump of separately lubricated governors and a polythene cover placed over the
governor. The cover is secured in place with tape but not sealed.
9. The air filter is wrapped with waterproof paper and sealed with Densyl tape, or equivalent.
10. All glass faces are protected by hardboard covers and secured by Densyl tape.
After preservation the crankshaft MUST not be rotated.
Preservation - driven machinery
The preservation of driven machinery eg. generators, gear boxes, pumps, is carried out in accordance with the
manufacturers instructions.

Labelling
Labels are attached to indicate “No oil” and “No water”. In addition, a label is tied in a prominent position which
reads as follows:
“ This engine has been preserved. The materials used give protection for up to 18 months under dry, indoor
storage conditions. The oils used need not be removed, but working parts should be lubricated before the engine
is started"
A final label is attached to the crankshaft flange/flywheel warning that the crankshaft MUST not be rotated until
final installation, or re-preservation prior to final installation.
Packing
Engines for despatch overseas, are completely enveloped in “Alkathene”, which is sealed to form an air-tight bag,
before being put in a packing case. Before the bag is sealed, small bags of Silica-gel are hung around the engine
to absorb residual moisture.
Storage
If the engine is not required for installation immediately it arrives on site, it should be allowed to remain in its
“Alkathene” bag until required. Although it is confidently expected that the packing will keep the engine in good
condition for a considerable period, we recommended that a visual inspection is made from time to time to ensure
that moisture is not forming in the bag.
Preparation for putting engine into service
None of the preservatives applied to the engine needs to be removed before running.
Re-preservation of engine
The following procedure will generally be applied 18 months after the date of Works preservation providing that
the engine has been in dry, indoor storage.
1. Remove crankcase doors and covers from the camshaft compartment, free end drive compartment,
governor drive and valve gear.
2. Check the general condition of the engine internals, valve gear and fuel control linkage for signs of
corrosion or staining and clean/treat as necessary.
3. Ensure that the main bearings are lubricated prior to and during any crankshaft turning.
4. Follow the steps 1, 2, 3, 6, and 7 as original preservation.
5. Using a suitable moisture free spray gun, spray Crodafluid PG71, or equivalent, onto the following areas
whilst barring round the engine as necessary.
a) Valve gear.
b) Internal surfaces of bedplate and crankcase.
c) Crankshaft, connecting rods, undersides of piston and liner bores.

d) Camshaft, cams and cam followers.
After re-preservation the crankshaft MUST not be turned.
6. Follow the suppliers instructions for re-preservation of governors, air motors and driven machinery.
7. Ensure that any re-protection and re-sealing of components is carried out as original preservation.
If the above procedure is followed then the engine should be satisfactorily preserved for a further 12 months
maximum under dry, indoor storage conditions.
If storage is to be continued in excess of this time, contact ALSTOM Engines Ltd., Ruston Division Customer
Support Department for advice.
Preservation of spares
Spare parts stores should be dry and well ventilated.
The preservatives applied to the spare parts should not be removed until the parts are required and, during
storage, frequent inspections should be made to ensure that there is no deterioration.
When parts removed from an engine are reconditioned and returned to store, they should be given a coating of
preservative, e.g., Crodafluid PG71 before binning. In the case of sub-assemblies such as governors, etc., they
should be sprayed with Crodafluid PG71 before storage.

Technical Library
http://engine.od.ua

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RUSTON

The crankcase is secured to the bedplate by studs, bolts and nuts.

TYPICAL RK270 CRANKCASE

M7B01001.DOC Page 2 of 3 Section B01

1. Remove covers and clean air chest.

5. Torque/stretch all fasteners to the figures quoted below.

M7B01001.DOC Page 3 of 3 Section B01

Explosion relief valves (Fig.1) are fitted to avoid a

Each valve comprises a spring loaded relief valve and

The relief valve is normally closed (Fig.2) but opens

1. Remove each complete unit by unscrewing the

3. Examine the gauze assembly and renew if

4. Renew the spindle 'O' ring (Fig.4).

5. Check the 'O' ring (Fig.5) on the valve plate; Fit

1. Remove the spring pin then unscrew the clamp

Fig. 6 Remove the clamp

M7B02000.DOC Page 2 of 3 Section B02

2. Remove the circlip (Fig.7) and the wire gauze

3. Remove the circlip that locates the spindle to

4. Withdraw the valve spindle, complete with its

NOTE:- Do not attempt to separate the knob and roll

5. As the spindle is withdrawn, the valve plate,

1. Fit the spindle assembly, with its washer, to

2. Fit the gauze, the washer and circlip.

3. Locate the joint on its flange then fit the clamp

4. Ensure that the clamp bar guide is in place and

5. Manoeuvre the unit into place and tighten the

Fig.10 Locate the locknut to the spindle with a rollpin.

M7B02000.DOC Page 3 of 3 Section B02

Page 5 Ridge removal

Page 5 Removal of glazing

Page 5 Special tools

A soft iron joint ring is fitted between the underside of the

Note:- Rubber rings are fluoroelastomers and should

Maintenance Fig.2 Two synthetic-rubber rings are fitted

1. Examine the liner bore for signs of damage

2. Check the diameter of the bore (Fig.3) at the

Fig.3 Check the diameter of the bore

4. If the size and condition of the bore are

Fig.4 Section through liner showing the ridge

M7B03001.DOC Page 2 of 5 Section B03

1. Withdraw each cylinder liner as detailed under

2. Check each bore for wear or damage and

Fig.5 Liner lifting/removal tool.

1. Remove and renew the liners and sealing rings

CAUTION:- It is essential that each liner is

1. Cover the interior of the crankcase, below the

2. Withdraw a liner by using the removal tool,

3. Attach the lifting gear and remove the liner from

2. Smear the lower bore of the crankcase with soft

M7B03001.DOC Page 3 of 5 Section B03

3. Coat the top location diameter of the liner with

4. Fit new sealing rings (Fig.9) to the liner grooves

Fig.9 Fit new sealing rings.

It is essential to keep the axis of the liner square with the

6. When the liner ceases to move under it's own

Fig.11 Ensure the alignment marks meet.

Fig.12 Use the insertion equipment to insert the liner.

M7B03001.DOC Page 4 of 5 Section B03

If the pistons and/or piston rings are changed, the ridge

(Fig.13) The ridge should be machined out to give a

Removal of glazing Fig.13 Remove the ridge formed.

If liners are so smooth that they appear to be glazed, the