Professional Documents
Culture Documents
Chapter Page
0. Contents, instruction, terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00–1
0.1. Contents of the instruction book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00–1
0.2. General rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00–1
0.3. Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 00–2
1
91518 Table of Contents 46 04 24
Chapter Page
3.5. Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–7
3.5.1. Stop, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–7
3.5.2. Manual stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–7
3.5.3. Local stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–8
3.5.4. Remote stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–8
3.5.5. Automatic stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–8
3.6. Normal operation supervision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–8
3.6.1. Normal operation supervision, general . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–8
3.6.2. Every second day or after every 50 running hours . . . . . . . . . . . . . . . . . . . . . . . . . 03–9
3.6.3. Every second week or after every 250 running hours . . . . . . . . . . . . . . . . . . . . . . . 03–10
3.6.4. Once a month or after every 500 running hours . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–11
3.6.5. In connection with maintenance work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–11
3.7. Operation supervision after overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–12
3.8. Running–in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–13
3.9. Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 03–14
2
46 04 24 Table of Contents 91518
Chapter Page
7.2. Use of locking fluids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–9
7.3. Hydraulically tightened connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–9
7.3.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–9
7.3.2. Hydraulically tightened connections, V–engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–10
7.3.3. Dismantling hydraulically tightened screw connections . . . . . . . . . . . . . . . . . . . . . . 07–12
7.3.4. Reassembling hydraulically tightened screw connections . . . . . . . . . . . . . . . . . . . 07–13
7.3.5. Maintenance of high pressure tool set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–13
7.4. Use of hydraulic extractor cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–14
7.5. Use of low pressure pump for lifting purposes in the crankcase . . . . . . . . . . . . . . . . 07–15
7.6. Torque calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 07–16
3
91518 Table of Contents 46 04 24
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11.2. Connecting rod and piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–5
11.2.1. Removing and dismantling of piston and connecting rod . . . . . . . . . . . . . . . . . . . . 11–6
11.2.2. Inspection and maintenance of piston rings and gudgeon pin bearing . . . . . . . . . 11–11
11.2.3. Assembling and mounting of piston and connecting rod . . . . . . . . . . . . . . . . . . . . . 11–12
11.2.3.1. Assembly of a piston having the upper part fastened with studs . . . . . . . . . . . . 11–13
11.2.3.2. Assembly of a piston having the upper part fastened with screws . . . . . . . . . . . 11–14
11.2.3.3. Assembling of the piston and connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–15
11.3. Big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–21
11.3.1. Removing the big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–21
11.3.2. Inspection of the big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–24
11.3.3. Mounting of the big end bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11–25
4
46 04 24 Table of Contents 91518
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14. Valve mechanism and camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–1
14.1. Valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–1
14.1.1. Maintenance of valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–1
14.1.2. Dismantling of valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–2
14.1.3. Inspection of valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–4
14.1.4. Assembling of valve mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–4
14.2. Description of camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–5
14.2.1. Maintenance of camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–7
14.2.2. Removing the camshaft piece . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–7
14.2.3. Mounting the camshaft piece . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–8
14.2.4. Elastical coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14–10
5
91518 Table of Contents 46 04 24
Chapter Page
16.6. Testing of fuel injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–22
16.6.1. Checking the spray distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–22
16.6.2. Adjusting the opening pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–23
16.6.3. Checking the needle seat tightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–23
16.6.4. Checking the needle spindle tightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–23
16.6.5. Checking the tightness of sealing surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16–23
6
46 04 24 Table of Contents 91518
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21.2. Main starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–2
21.3. Starting air distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–3
21.3.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–3
21.3.2. Starting air distributor maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–3
21.4. Starting valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–4
21.4.1. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–5
21.4.2. Starting valve maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–5
21.5. Starting air vessel and pipings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–5
21.6. Pneumatic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–6
21.6.1. General description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–6
21.6.2. Maintenance of the pneumatic system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–8
21.6.2.1. Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–8
21.6.2.2. Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21–8
7
91518 Table of Contents 46 04 24
Chapter Page
23.2. Speed Monitoring System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.2. Theory of operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.2.1. Diesel engine speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.2.2. Relay functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.2.3. Turbocharger speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.2.4. Digital output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–4
23.2.2.5. Additional special functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–5
23.2.2.6. Slow turning and starting function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–5
23.2.3. Functional circuit cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–5
23.2.3.1. C1 Power supply DC/DC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–5
23.2.3.2. C2 nDE–measuring converter with relay functions for the engine speed and
tacho–failure/power alarm. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–6
23.2.3.3. C3 Relay card I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–8
23.2.3.4. C4 Measuring converter for turbocharger speed nTC . . . . . . . . . . . . . . . . . . . . . 23–9
23.2.3.5. C5 Relay card II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–10
23.2.3.6. C6 Special application cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–11
23.2.4. Engine speed sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–11
23.2.5. TPL turbocharger speed measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–12
23.2.6. Trouble shooting procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–14
23.3. Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–20
23.3.1. Resistance v.s. temperature relationship for platinum resistance element Pt 100. 23–20
23.3.2. Electromotive forces of thermocouple Nickel–Chromium / Nickel–Aluminium
(NiCr–NiAl) Type K. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23–21
8
46 98 48 Contents, instruction, terminology 00
00–1 00 –1
00 Contents, instruction, terminology 46 98 48
0.3. Terminology
3
Manoeuvring side: #
" , " #
-
Rear side: #
"
Driving end:
Free end: "
Designation of cylinders: 0 *4 5$
/% 22) " 61
"
0 0 3
Terminology
Designation of bearings
7 % 8
% %
9889
989
9889 , - 989
3
9889 989
: 3
9:+9
00 –2 00–2
46 98 48 Contents, instruction, terminology 00
Designation of bearings
Manoeuvring side and rear side. / "
979 99
,1 61 -
Clockwise rotating engine. "#
Counter–clockwise rotating engine.
" 1
Bottom dead centre, " BDC
Top dead centre, " TDC #
/ "
Top dead centre at firing: /
" 1 #
/ 3
- ; ( "
'(
"" "" "
/ ( "" " #
TDC at
scavenging.
- #
* / < ,
00–3 00 –3
00 Contents, instruction, terminology 46 98 48
Designation of valves
00 –4 00–4
46 98 48 Contents, instruction, terminology 00
00–5 00 –5
00 Contents, instruction, terminology 46 98 48
00 –6 00–6
W46 02 16 A Risk Reduction 00A
00A-1
W46 02 16 A Risk Reduction 00A
00A-2
W46 02 16 A Risk Reduction 00A
00A.1 General
Read the engine manual including this appendix before installing, operating or
servicing the engine and/or related equipment.
Failure to follow the instructions can cause personal injury, loss of life and/or
property damage.
Proper personal safety equipment include proper work clothing, e.g. overalls, gloves,
hard hat, safety glasses and ear protection must be used in all circumstances.
Missing, imperfect or defective safety equipment might cause serious personal injury
or loss of life.
This appendix contains listed general identified hazards, hazardous situations or
events, which are to be noticed during normal operation and maintenance work.
00A-3
W46 02 16 A Risk Reduction 00A
00A-4
W46 02 16 A Risk Reduction 00A
00A-5
W46 02 16 A Risk Reduction 00A
• Charge air
• Exhaust gas
• Pressurized air from air container, main manifold or pipes
• High pressure gas and sealing oil on GD engines
• Ejection of:
00A-6
W46 02 16 A Risk Reduction 00A
• Engine not safeguarded at high oil mist levels, due to energy supply failure
• Engine not (fully) safeguarded at high oil mist levels, due to failure in oil
mist detector circuitry
• Engine not (fully) safeguarded at high oil mist levels, due to erratic electrical
connector or leakage in pipe connection
00A-7
W46 02 16 A Risk Reduction 00A
00A-8
W46 02 17 B Welding Precautions 00B
00B-1
W46 02 17 B Welding Precautions 00B
00B-2
W46 02 17 B Welding Precautions 00B
Main principles:
• Prevent uncontrolled current loops
• Prevent radiation
• Prevent sparks and hot metal slag hazards
CAUTION! If convenient, disconnect all global signals like power supply, data
communication etc.
00B-3
W46 02 17 B Welding Precautions 00B
00B-4
W46 02 17 B Welding Precautions 00B
The welding current and the arc emits a wide spectrum of electromagnetic radiation.
This may cause damages to sensitive electronic equipment.
To avoid this damage, all cabinets and terminal boxes must be kept closed during
welding procedures. Sensitive equipment can also be protected by means of
shielding with a conductive metal plate.
Also avoid having the cables of the welding apparatus laying in parallel with wires
and cables of the control system. The high welding current is easily inducting
secondary currents in other conductive materials.
00B-5
W46 02 17 B Welding Precautions 00B
Sparks are commonly projected around from the welding arc. Few materials
withstand the heat from these sparks. Therefore all cabinets and terminal boxes
should be kept closed during welding procedures.
Sensors, actuators, cables and other equipment out on the engine must be protected
by means of proper protection.
Sparks can also be a problem after they have cooled down, i.e. causing short circuits,
sealing problems etc.
00B-6
W46 02 17 B Welding Precautions 00B
The checklists (preferable glued to a plastic plate) in this chapter should be put into
the engines cabinet for respective system type. The checklist must be easily visible
and accessible when opening the cabinet.
The following precautions must be paid attention to before welding in the vicinity of
a basic ECU system:
• Close the covers of the cabinet and all the distributed units
• Deactivate the system by disconnecting all external connectors (X1...X6)
• If convenient, protect cables, sensors and other equipment from sparks with a
proper metal sheet
00B-7
W46 02 17 B Welding Precautions 00B
00B-8
46 02 31 Main data, operating data and general design 01
Firing order
Engine type Clockwise rotation Counter–clockwise rotation
4L46 1–3–4–2 1–2–4–3
6L46 1–5–3–6–2–4 1–4–2–6–3–5
8L46 1–3–2–5–8–6–7–4 1–4–7–6–8–5–2–3
9L46 1–2–4–6–8–9–7–5–3 1–3–5–7–9–8–6–4–2
12V46 A1–B1–A5–B5–A3–B3–A6–B6–A2– A1–B4–A4–B2–A2–B6–A6–B3–A3–
B2–A4–B4 B5–A5–B1
16V46 A1–B1–A3–B3–A2–B2–A5–B5–A8– A1–B4–A4–B7–A7–B6–A6–B8–A8–
B8–A6–B6–A7–B7–A4–B4 B5–A5–B2–A2–B3–A3–B1
18V46 A1–B8–A7–B6–A4–B3–A2–B9–A8– A1–B2–A5–B4–A9–B7–A3–B1–A6–
B5–A6–B1–A3–B7–A9–B4–A5–B2 B5–A8–B9–A2–B3–A4–B6–A7–B8
01–1 01 –1
01 Main data, operating data and general design 46 02 31
01 –2 01–2
46 02 31 Main data, operating data and general design 01
01–3 01 –3
01 Main data, operating data and general design 46 02 31
The piston ring set consists of two chrome–plated compression rings and one
chrome plated, spring–loaded oil scraper ring.
The cylinder head, made of special cast iron, is fixed by four hydraulically ten-
sioned screws. The head is of the double deck design and cooling water is forced
from the periphery towards the centre thereby ensuring efficient cooling to the
important areas.
The inlet valves are stellite plated and the stems are chromium plated. The valve
seat rings are made of a special cast iron alloy and are changeable.
The exhaust valves seal against the directly cooled valve seat rings. The valves
are made of Nimonic in engines using HFO as fuel or they have Stellite seats and
chromium–plated stems in case of using MDO.
The seat rings, made of a corrosion and pitting resistant material, are replace-
able.
The camshafts are made up from one–cylinder sections with integrated cams.
The bearing journals are separate pieces and thus it is possible to remove a cam-
shaft piece sideways.
The injection pumps have separated roller followers and can be changed by ad-
justing the base measure with the tappet screw. The pumps and pipings are located
in a closed space, so called ”hot box”, for heavy fuel operation.
The charge air coolers are equipped with removable inserts.
The internal lubricating oil system is provided with a welded oil sump, lubri-
cating oil connections and a centrifugal type filter.
The starting system: The air supply to the cylinders is controlled by the starting
air distributor which in turn is operated by the camshaft.
01 –4 01–4
200322-01 Fuel, Lubricating Oil, Cooling Water
02.1 Fuel
02.1.1 General
02.1.2.1 Purification
Heavy fuel (residuals, and mixtures of residuals and distillate) must
be purified in an efficient centrifuge before entering the day tank. The
fuel is to be heated before centrifuging.
Recommended temperatures, depending on the fuel viscosity, are
stated in the diagram, chapter 02, Fig 02-1.
Be sure that the correct gravity disc is used. Never exceed the flow
rates recommended for the centrifuge for the grade of fuel in use. The
lower the flow rate the better the efficiency.
02.1.2.2 Heating
See diagram, Fig 02-1. Keep the fuel temperature about 10 °C above the
minimum storage temperature indicated in the diagram in order to
minimize the risk of wax formation, and the temperature after the final
heater 5 - 10 °C above the recommended temperature before injection
pumps to compensate for heat losses between heater and engine.
Centistokes
5000
2000
APPROX. PUMPING LIMIT
1000
600
H 700 cSt at 50 C
400 G
300 380 cSt at 50 C
A B
200 CENTRIFUGING
MINIMUM STORAGE TEMPERATURE
100 TEMPERATURE
80 VISCOSITY BEFORE
FUEL PUMPS
60 C
50
40 K
30 F
25
20 RECOMMENDED
RANGE D
16
14
12 E
10
9 GAS OIL
8 MAX. TEMP
7 MARINE DIESEL OIL
6
180 cSt at 50 C
5
5.5 cSt at 40 C 80 cSt at 50 C
4
11 cSt at 40 C 40 cSt at 50 C
3 14 cSt at 40 C
Example: A fuel oil with a viscosity of 380 cSt (A) at 50 °C (B) or 80 cSt
at 80 °C (C) must be preheated to 112 - 126 °C (D-E) before the fuel
injection pumps, to 97 °C (F) at the centrifuge and to minimum 40 °C
(G) in storage tanks. The fuel oil may not be pumpable below 36 °C (H).
To obtain temperatures for intermediate viscosities, draw a line from
the known viscosity/temperature point in parallel to the nearest viscos-
ity/temperature line in diagram.
Example: Known viscosity 60 cSt at 50 °C (K). The following can be
read along the dotted line: Viscosity at 80 °C = 20 cSt, temperature at
fuel injection pumps 74 - 86°C, centrifuging temperature 86 °C, mini-
mum storage tank temperature 28 °C.
Conversion from various current and obsolete viscosity units to centi-
stokes can be made in the diagram, Fig 02-2. The diagram should be
used only for conversion of viscosities at the same temperature. The
same temperatures should then be used when entering the visco-
sity/temperature point into the diagram, Fig 02-1.
Centistokes
5000
2000
1000
600
400
300
200
100
80
60
50
40
30
25
20
16
14
12
10
9
8
7
6
5
4
Four types of fuels are defined for the WÄRTSILÄ® Vasa 32 & 32LN,
WÄRTSILÄ® 20, WÄRTSILÄ® 32 and WÄRTSILÄ® 46 engines:
• HFO 1, heavy fuel oil of normal quality.
• HFO 2, heavy fuel oil below normal standard quality.
• DO, diesel oil or LFO, light fuel oil.
• CRO, Crude oil.
The maintenance intervals are decided by the characteristics of the
used fuel, see Chapter 04 Maintenance Schedule.
a) The viscosity is not a measure of the fuel quality, but determines the
complexity of the fuel heating and handling system, as a heavy fuel oil has
to be heated to reach a viscosity of 16 - 24 cSt at the point of injection. At
low viscosities, the flow past the plunger in the injection pump in-
creases. This leads to a decrease in the amount of injected fuel, which
in bad cases might make it impossible to reach full engine output.
The standard engine fuel system is laid out for max. 55 cSt at 100 °C
fuel (approx. 730 cSt at 50 °C, approx. 7200 Redwood No.1 seconds at
100 °F).
b) The density influences mainly on the fuel separation. Separators can
remove water and to some extent solid particles from fuels having
densities of up to 991 kg/m3 at 15 °C. There are also separators on the
market that can clean fuel with densities of up to 1010 kg/m3 at 15 °C.
The separator capability must be checked before purchasing a fuel with
a very high density, as a bad separation will lead to abnormal wear due
to unremoved particles and water. The separator disc must be chosen
according to the fuel density.
c) Ignition quality. Heavy fuels may have very low ignition quality. This
may cause trouble at start and low load operation, particularly if the
engine is not sufficiently preheated. Low ignition quality may also
result in a long ignition delay and can cause a fast pressure rise and
very high maximum pressures. This increases the mechanical load and
can even damage engine components such as e.g. piston rings and
bearings severely. Deposits on the piston top, on the exhaust valves, in
the exhaust system, and on the turbine nozzle ring and turbine blades
can also be expected. The turbocharger fouling will lead to decreased
turbocharger efficiency, and increased thermal load.
A symptom of low ignition quality is diesel knock, i.e. hard, high
pitched combustion noise. The effects of diesel knocking are increased
mechanical load on components surrounding the combustion space,
increased thermal load, as well as increased lubricating oil consump-
tion and contamination.
Caution! Although low ignition quality produces long ignition delays, ad-
vancing the injection timing makes things only worse: The fuel will
be injected at a lower compression temperature, and this will
produce an even longer ignition delay!
Determining of CCAI:
The CCAI is not an exact tool for judging fuel ignition properties.
Following rough guidelines can however be given:
• Engines running at constant speed and load over 50 % can without
difficulty use fuels with CCAI-values of up to 870.
• Engines running at variable speed and load can without difficulty
run on fuels with CCAI-values up to 860.
To avoid difficulties with poor ignition quality fuels the following
should be noted:
• Sufficient preheating of the engine before start.
• Proper function of the inverse cooling system.
• Proper function of the injection system, especially the injection
nozzle condition must be good.
d) The water content of heavy fuel oils varies widely. Water may come
from several different sources, it can either be fresh or salt. It can also
originate from e.g. condensation in the installation’s bunker tanks.
• If the water is sweet and very well emulsified in the fuel, the
effective energy content of the fuel decreases with increasing
water content, leading to an increase in fuel consumption.
• If the fuel is contaminated with sea water, the chlorine in the salt
will cause corrosion of the fuel handling system, including the
injection equipment. The effects of sodium, that also originates
from salt, are described more in detail below.
To avoid difficulties in the engine fuel injection system the water
content must be reduced to a max. of 0.3 % prior to the engine.
e) The sulphur in the fuel may cause cold corrosion and corrosive wear,
especially at low loads. Sulphur also contributes to deposit formation
in the exhaust system, normally together with vanadium and/or so-
dium in the form of sulphates. The deposits can also cause high
temperature corrosion, as described below.
f) A high ash content may be detrimental in several ways. Different ash
components can cause different problems:
• Aluminium and silicon oxides originate from the refining process,
and can cause severe abrasive wear mainly of the injection pumps
and nozzles, but also of cylinder liners and piston rings. An
efficient fuel separation is a must for minimising wear.
• Oxides of vanadium and sodium, mainly sodium vanadyl
vanadates, are formed during the combustion, and mix or react
with oxides and vanadates of other ash components, e.g. nickel,
calcium, silicon and sulphur. The sticking temperature of the
mixture may be such, that a deposit is formed on a valve, in the
exhaust gas system, or in the turbo-charger. This deposit is highly
corrosive in the molten state, destroying the protective oxide layer
on e.g. an exhaust valve, and leading to hot corrosion and a burned
valve. Deposits and hot corrosion in the turbocharger, especially
on the nozzle ring and turbine blades will cause a decreased
turbocharger efficiency. The gas exchange will be disturbed, less
air flows through the engine, and thus the thermal load on the
engine increases. The deposit formation increases at increased
temperatures and engine outputs.
To avoid the above mentioned problems when running on high ash
fuels, it is important to:
• Have an efficient fuel separation.
• Clean the turbocharger regularly with water, see section 15.3.
• Have a strict quality control of the bunkered fuel, i.e. to see that
the amounts of ash and dangerous ash constituents stay low.
• Maintain clean air filters and charge air coolers by regular clean-
ing based on pressure drop monitoring.
g) High carbon residue content may lead to deposit formation in the
combustion chamber and in the exhaust system, especially at low loads.
Poor fuel quality will influence on wear, engine part lifetime and
maintenance intervals adversely.
Note! Never blend different oil brands unless approved by the oil supplier,
and during the warranty period, by the engine manufacturer.
Attention! Before using a lubricating oil not listed in the table the engine
manufacturer must be contacted. Lubricating oils that are not
approved have to be tested according to the engine manufac-
turer’s procedures.
Viscosity. Should not decrease by more than 20 % and not rise by more
than 25% above the guidance value at 100 °C.
Should not decrease by more than 25 % and not rise by more than
45% above the guidance value at 40 °C.
Flash point. Should not fall by more than 50 °C below the guidance
value. Min. permissible flash point 190 °C (open cup) and 170 °C (closed
cup) . At 150 °C risk of crankcase explosion.
Water content. Should not exceed 0.3 %. A value higher than 0.3% can
not be accepted for longer periods, but measures must be taken; either
centrifuging or oil change.
BN (Base Number).
• Fuel category A and B:
The minimum allowable BN value of a used oil is 50 % of the
nominal value of a new oil.
• Fuel categories C and D:
The minimum allowable value of used oil is BN 20.
Insolubles. The quantity allowed depends on various factors. The oil
supplier’s recommendations should be followed. However, an n-Pentane
insoluble value above 1.5 % calls for attention. A value higher than 2 %
cannot be accepted for longer periods.
In general it can be said that the changes in the analyses give a better
basis of estimation than the absolute values.
Fast and great changes may indicate abnormal operation of the
engine or of a system.
c) Compensate for oil consumption by adding max. 10 % new oil at a
time. Adding larger quantities can disturb the balance of the used oil
causing, for example, precipitation of insolubles. Measure and record
the quantity added.
Attention to the lubricating oil consumption may give valuable infor-
mation about the engine condition.
A continuous increase may indicate that piston rings, pistons and
cylinder liners are getting worn, and a sudden increase motivates
pulling the pistons, if no other reason is found.
d) Guidance values for oil change intervals are to be found in chapter
04. Intervals between changes are influenced by system size (oil volume),
operating conditions, fuel quality, centrifuging efficiency and total oil
consumption. Efficient centrifuging and large systems (dry sump opera-
tion) generally allow for long intervals between changes. It is recom-
mended to follow up that the BN value of the lubricating oil keeps within
engine manufacturer’s limits during the whole oil change interval.
When changing oil the following procedure is recommended:
1 Empty oil system while oil is still hot. Be sure that oil filters and
coolers are also emptied.
2 Clean oil spaces, including filters and camshaft compartment. In-
sert new filter cartridges.
3 Fill a small quantity of new oil in the oil sump and circulate with the
pre-lubricating pump. Drain!
4 Fill required quantity of oil in the system, see chapter 01, section
01.1.
Oil samples taken at regular intervals analyzed by the oil supplier,
and the analysis results plotted as a function of operating hours is an
efficient way of predicting oil change intervals.
Send or ask the oil supplier to send copies of oil analyses to the engine
manufacturer who will then assist in the evaluation.
See the Instruction Book for the governor, attached. An oil of viscosity
class SAE 30 or SAE 40 is suitable, and the same oil can be used as
in the engine. Turbocharger oil can also be used in the governor. In
low ambient conditions it may be necessary to use multigrade oil (e.g.
SAE 5W-40) to get a good control during start-up. Oil change interval,
see maintenance schedule chapter 04.
Condensed water, high temperature or leaking drive shaft seal may
cause the oil to deteriorate, or internal surfaces of the governor to collect
deposits. If the reason cannot be clarified and rectified, a shorter oil
change interval or change of oil type should be considered.
The governor should be flushed with the oil in use or gasoil if heavy
contamination of the oil is evident.
Examples of suitable lubricating oils for governor can be found from
the end of this chapter, where the lists of approved lubricating oils for
an engine and turbocharger are available.
• If the system is equipped with a start booster, then this should
also be emptied when changing oil.
• In installations whereby the actuator is equipped with a filter, it
has to be cleaned when changing oil.
• Depending on the governor type, oil should be separately emptied
from the power cylinder. This is done by removing the plug in the
bottom of the power cylinder.
• Some governors are equipped with a magnetic oil plug, this plug
should be cleaned in connection with an oil change.
Caution! If turbine oil is used in the governor, take care not to mix it with
engine lubricating oil. Only a small quantity of engine lubricating oil
into the turbine oil may cause heavy foaming.
Please note that different types of turbochargers can be used for the
engine. The lubricating system is different for the different turbo-
charger. One type of chargers has a common lubricating oil system with
the engine, see chapter 15, while the other type of chargers has an
internal lubricating system for the bearings, see chapter 15. See the
Instruction Book for the turbocharger, attached.
Note! In the ABB VTR..4 series turbochargers the use of synthetic low friction
lubricating oils is strongly recommended by the engine and the
turbocharger manufacturers!
Oil change interval is1500 h service for special mineral oils and 2500 h
service for synthetic lubricating oils.
Caution! Take care that the turbine oil is not mixed with engine lubricating
oil. Only a small quantity may cause heavy foaming.
The list of approved lubricating oils for the ABB VTR..4 series turbo-
chargers can be found in the end of this chapter. These lubricating oils
are, regarding viscosity and quality, according to the recommenda-
tions.
When taking fuel oil or lubricating oil samples the importance of proper
sampling can not be over-emphasised. The accuracy of the analysis
results is significantly dependent on proper sampling and the results
will only be as good as the quality of the sample.
Use clean sample containers holding approximately 1 litre. Clean
sample containers and accessories (IATA carton boxes for transporta-
tion, ready made address labels, etc.) are available for example from
Wärtsilä local network office. Rinse the sampling line properly before
taking the actual sample. Preferably also rinse the sample bottles with
the oil a couple of times before taking the sample, especially if "un-
known" sample bottles need to be used. Close the bottles tightly using
the screw caps provided. Seal all bottles and record all the separate
seal numbers carefully. Put the bottles to be sent for analysing in
“Ziploc” plastic bags to prevent any spillage. Gently squeeze the “Ziploc”
Place the bottle with the “Ziploc” bag inside the IATA carton box and
fold the box according to the assembly instructions given on the box.
Enclose a copy of the "Bunker Receipt", if available, before closing the
last flap on the IATA carton.
Check the DNVPS Air Courier Directory and use appropriate label
for the IATA carton box to ensure that the sample is forwarded to the
nearest DNVPS laboratory. Complete the courier dispatch instructions
on the side of the IATA carton. Fill in the DNVPS universal account
number (950 500 010) to prevent rejection from the courier company
(DHL). Complete the Proforma Invoice Form and tape it to the outside
of the IATA carton.
Call the air courier directly at the number as indicated in the Air
Courier Directory and request urgent pick-up, if necessary. When the
courier arrives you will need to complete an Airway Bill.
It is recommendable to handle the dispatching of the fuel oil and
lubricating oil samples at site. The results will be achieved faster when
the dispatching is handled at site and additionally it is illegal to carry
fuel oil samples as personal luggage on normal aeroplanes.
Support with interpretation of the analysis results and advice on
possible corrective actions is available from Wärtsilä, if needed.
02.3.1 General
Caution! Distilled water without additives absorbs carbon dioxide from the
air, which involves great risk of corrosion.
Sea water will cause severe corrosion and deposit formation even if
supplied to the system in small amounts.
Rain water has a high oxygen and carbon dioxide content; great risk
of corrosion; unsuitable as cooling water.
If risk of freezing occurs, please contact the engine manufacturer for
use of anti-freeze chemicals.
Fresh water generated by a reverse osmosis plant onboard often has
a high chloride content (higher than the permitted 80 mg/l) causing
corrosion.
02.3.2 Additives
Attention! The use of emulsion oils, phosphates and borates (sole) is not
accepted.
Nitrite Concentration
X ppm
Nitrite based cooling water additives are so called anodic inhibitors and
require proper dosing and maintenance in order to serve as intended.
The nitrite of the additive is as such a salt and it will increase the
conductivity of the water. The conductivity is on the other hand one of
the main parameters affecting the corrosion rate once a corrosion
process gets started, the higher the conductivity the higher the corro-
sion rate.
If the conditions (nitrite level, chlorides, pH, etc.) in the systems are
such that the nitrite based additive is no longer able to protect the
entire surface of the system there may occur a rapid, local corrosion in
the areas that are not protected. The corrosion rate at the attacked
areas will even be much greater than it would be with no additive at
all present in the system, see schematic graph of the corrosion rate as
a function of the nitrite dosage in Fig 02-4. Observe that the position
of the curve peak on the x-axis (= dangerous condition for corrosion) is
not stable, but will shift depending on temperature, pH, chlorides &
sulphates contents, etc. in the cooling water.
The table below shows shows examples of the most common cooling
water additive types.
02.3.3 Treatment
Attention! Ask the supplier of the treatment product for instructions about
treatment procedure, dosage and concentration control.
Most suppliers will provide a test kit for the concentration control.
Additionally a frequent laboratory analysis of cooling water at 3 months
interval is recommended to ensure safe engine operation.
Water used for Direct Water Injection (DWI) has to fulfill the following
requirements:
02A-1
W46 02 16 A Environmental Hazards 02A
02A-2
W46 02 16 A Environmental Hazards 02A
02A.1 General
Fuel oils, lubricating oils and cooling water additives may be environmentally
hazardous. Take great care when handling these products or systems containing these
products. Detailed information and handling instructions can be found in the text
below.
02A-3
W46 02 16 A Environmental Hazards 02A
Prolonged or repetitive contact with the skin may cause irritation and increase the
risk of skin cancer (polyaromatic hydrocarbons, etc.). Fumes, like hydrogen sulphide
or light hydrocarbons, that are irritating for eyes and respiratory organs may be
released during loading / bunkering. Fuel oils are mainly non-volatile burning fluids,
but may also contain volatile fractions. Risk for fire and explosion. May cause
long-term harm and damages in water environments. Risk of contamination of the
soil and the ground water. Take every appropriate measure to prevent water and soil
contamination.
02A.2.1 Handling
• Isolate from ignition sources, for example sparks from static electricity
• Avoid breathing fumes (may contain hydrogen sulphide, etc.) for example during
pumping and opening of storage tanks. Use gas mask if necessary
• The handling and storage temperatures must not exceed the flash point of the
product. Should be stored in tanks or containers designed for flammable fluids.
• Must not be let into the sewage system, water systems or onto the ground
• Methane may during long-term storage be formed in tanks, due to bacterial
activities. For example risk of explosions during unloading or storage tank
opening.
• Cloths, paper or any other absorbent material used to soak up spills are fire
hazards. Do not allow these to accumulate.
• Waste that contains the product is hazardous and has to be disposed of according
to directives issued by the local or national environmental authorities.
Collection, regeneration and burning should be handled by authorized disposal
plants.
• Oil mist:
Use respirator, combined particle and gas filter
• Evaporated fumes (hydrogen sulfide, etc.):
Use respirator, inorganic gas filter.
• Hands protection:
Strong, heat and hydrocarbon resistant gloves (nitrile rubber for example).
• Eye protection:
Wear goggles if splash risk exists.
02A-4
W46 02 16 A Environmental Hazards 02A
• Inhalation of fumes:
Move victim to fresh air, keep warm and lying still. Give oxygen or mouth to
mouth resuscitation as needed.
Seek medical advice after significant exposures.
• Inhalation of oil mist:
Seek medical advice.
• Skin contact:
Hot oil on the skin should be cooled immediately with plenty of cold water.
Wash immediately with plenty of water and soap. Do not use solvents, the oil is
spread and may be absorbed into the skin. Remove contaminated clothing.
Seek medical advice if irritation develops.
• Eye contact:
Rinse immediately with plenty of water, for at least 15 minutes and seek medical
advice. If possible, keep rinsing until eye specialist has been reached.
• Ingestion:
Rinse mouth with water. Do not induce vomiting, in order not to risk aspiration
into respiratory organs.
Seek medical advice.
NOTE! Complete safety data sheets for the specific products used at your
installation should be available from the fuel oil delivering company.
02A-5
W46 02 16 A Environmental Hazards 02A
02A.3.1 Handling
• Hand protection:
Impermeable and hydrocarbon resistant gloves (nitrile rubber for example).
• Eye protection:
Wear goggles if splash risk exists.
• Skin and body protection:
Wear facial screen and covering clothing as required.
Use safety footwear when handling barrels.
Wear protecting clothes if hot product is handled.
02A-6
W46 02 16 A Environmental Hazards 02A
• Inhalation of fumes:
Move victim to fresh air, keep warm and lying still.
• Skin contact:
Wash immediately with plenty of water and soap or cleaning agent. Do not use
solvents (the oil is spread and may be absorbed into the skin). Remove
contaminated clothing. Seek medical advice if irritation develops.
• Eye contact:
Rinse immediately with plenty of water, continue for at least 15 minutes and
seek medical advice.
• Ingestion:
Do not induce vomiting, in order not to risk aspiration into respiratory organs.
Seek medical advice immediately.
• Aspiration of liquid product:
If aspiration into the lungs is suspected (during vomiting for example) seek
medical advice immediately.
NOTE! Complete safety data sheets for the specific products used at your
installation should be available from the lubricating oil manufacturer or
your local dealer.
02A-7
W46 02 16 A Environmental Hazards 02A
02A.4.1 Handling
• Respiratory protection:
Not normally required. Avoid exposure to product mists.
• Hands protection:
Rubber gloves should be worn (PVC or natural rubber for example).
• Eye protection:
Eye goggles should be worn.
• Skin and body protection:
Use protective clothing and take care to minimize splashing. Use safety footwear
when handling barrels.
• Inhalation:
In the event of over exposure to spray mists move victim to fresh air, keep warm
and lying still. If signs and symptoms persist, seek medical advice.
• Skin contact:
Wash immediately with plenty of water and soap. Remove contaminated
clothing. If irritation persists, seek medical advice.
• Eye contact:
Rinse immediately with plenty of clean water and seek medical advice. If
possible, keep rinsing until eye specialist has been reached.
02A-8
W46 02 16 A Environmental Hazards 02A
• Ingestion:
Rinse mouth with water. Drink milk, fruit juice or water. Do not induce
vomiting without medical advice. Immediately seek medical advice. Do not give
anything to drink to an unconscious person.
NOTE! Complete safety data sheets for the specific products used at your
installation should be available from the cooling water additive
manufacturer or local representative.
02A-9
W46 02 16 A Environmental Hazards 02A
02A.5.1 General
CAUTION! Observe personal safety precautions when taking and handling fuel oil
and lubricating oil samples.
• Avoid breathing oil fumes and mist and use respirator if necessary.
• Use strong, heat and hydrocarbon resistant gloves (nitrile rubber for example).
• Wear eye goggles if splash risk exists.
• Wear facial screen and protecting clothes if hot product is handled.
When taking fuel oil or lubricating oil samples the importance of proper sampling
can not be over-emphasised. The accuracy of the analysis results is totally dependent
on proper sampling and the results will only be as good as the submitted sample.
Use clean sample containers holding approximately 1 litre. Clean sample containers
and accessories (IATA carton boxes for transportation, ready made address labels,
etc.) are available for example from Wärtsilä local network office. Close the bottles
tightly using the screw caps provided. Seal all bottles and record all the separate seal
numbers carefully. Put the bottles to be sent for analyzing in "Ziploc" plastic bags to
prevent any spillage. Gently squeeze the Ziploc bag to minimize any air content prior
to sealing.
The background information for the fuel/oil sample is as important as the sample
itself. Oil samples with no background information are of very limited value. The
following data are essential to note when taking the sample:
• Installation name
• Engine type and number
• Engine operating hours
• Lubricating oil brand/fuel oil type
• Lubricating oil operating hours
• Where in the system the lubricating oil/fuel oil sample was taken
• Sampling date and seal number of the separate samples if seals are available
• Reason for taking and analyzing the sample
• Contact information: Name (of the person who took the sample), telephone, fax,
e-mail, etc.
Use for example the ready made "Oil Analyses Application" form, see Instruction
Manual attachments.
02A-10
W46 02 16 A Environmental Hazards 02A
Place the bottle with the "Ziploc" bag inside the IATA carton box and fold the box
according to the assembly instructions given on the box. Enclose a copy of the
"Bunker Receipt", if available, before closing the last flap on the IATA carton.
Check the DNVPS Air Courier Directory and use appropriate label for the IATA
carton box to ensure that the sample is forwarded to the nearest DNVPS laboratory.
Complete the courier dispatch instructions on the side of the IATA carton. Fill in the
DNVPS universal account number (950 500 010) to prevent rejection from the
courier company (DHL). Complete the Proforma Invoice Form and tape it to the
outside of the IATA carton.
Call the air courier directly at the number as indicated in the Air Courier Directory
and request urgent pick-up. When the courier arrives you will need to complete an
Airway Bill.
It is recommendable to handle the dispatching of the fuel oil and lubricating oil
samples at site. The results will be achieved faster when the dispatching is handled at
site and additionally it is illegal to carry fuel oil samples as personal luggage on
normal aeroplanes.
Support with interpreting of the analysis results and advice on possible corrective
actions is available from Wärtsilä, if needed.
02A-11
W46 02 16 A Environmental Hazards 02A
02A-12
Wärtsilä
Corporation REQUIREMENTS & OIL QUALITY
Finland
Technology
This doc is the property of Wärtsilä Corp. and shall neither be copied, shown or communicated to a third party without the consent of the owner.
Viscosity
Viscosity class SAE 40
Alkalinity (BN)
The required lubricating oil alkalinity is tied to the fuel specified for the engine, which is
shown in the table below.
It is recommended to use in the first place BN 50-55 lubricants when operating on heavy
fuel and on Orimulsion®. This recommendation is valid especially for engines having wet
®
lubricating oil sump and using Orimulsion or heavy fuel with sulphur content above 2.0 %
mass. BN 40 lubricants can be used when operating on heavy fuel as well if experience
shows that the lubricating oil BN equilibrium remains at an acceptable level.
BN 30 oils are also a recommended alternative when operating on crude oil. Though crude
oils many times have low sulphur content, they can contain other acid compounds and thus
an adequate alkali reserve is important.
The intervals between lubricating oil changes may be extended by adding oil daily to keep
the oil level constantly close to the maximum level.
60
20
-20
0 2000 4000 6000 8000 10000
SERVICE HOURS
BN 55 Oil BN 40 Oil BN 30 Oil
Additives
The oils should contain additives that give good oxidation stability, corrosion protection,
load carrying capacity, neutralisation of acid combustion and oxidation residues and should
prevent deposit formation on internal engine parts (piston cooling gallery, piston ring zone
and bearing surfaces in particular).
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming tendency and stability,
according to the ASTM D 892-92 test method:
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
Base oils
Use of virgin base stocks only is allowed, i.e. recycled or re-refined base oils are not
allowed.
Page Document No Rev
3 (7) 4V92A0670 c
When estimating the condition of used lubricating oil, the following properties along with
the corresponding limit values must be noted. If the limits are exceeded, measures must be
taken. Compare also with guidance values for fresh lubricating of the brand used.
In order to minimize the risk of lubricating oil foaming, deposit formation, blocking of
lubricating oil filters, damage of engine components, etc., the following procedure should
be followed when lubricating oil brand is changed from one to another:
• If possible, change the lubricating oil brand in connection with an engine (piston)
overhaul
• Drain old lubricating oil from the lubricating oil system
• Clean the lubricating oil system in case of an excessive amount of deposits on the
surfaces of engine components, like crankcase, camshaft compartment, etc.
• Fill the lubricating oil system with fresh lubricating oil
If the procedure described above is not followed, responsibility of possible damage and
malfunctions caused by lubricating oil change should always be agreed between the oil
company and customer.
Should unapproved lubricating oils be used during the engine warranty period, and there
exist no agreement with the engine manufacturer about testing, the engine guarantee does
not hold.
If gas oil or marine diesel oil is used as fuel, lubricating oils with a BN of 10-25 are
recommended to be used. Also BN 30 lubricating oils included in Table 3 can be used in
gas oil and marine diesel oil fuelled engines.
Page Document No Rev
4 (7) 4V92A0670 c
Table 1.
Approved system oils - fuel categories A and B, recommended in the first place in gas oil or
marine diesel oil installations:
Today’s modern trunk piston diesel engines are stressing the lubricating oils heavily due to
a.o. low specific lubricating oil consumption. Also ingress of residual fuel combustion
products into the lubricating oil can cause deposit formation on the surface of certain
engine components resulting in severe operating problems. Due to this many lubricating oil
suppliers have developed new lubricating oil formulations with better fuel and lubricating oil
compatibility. The lubricating oils mentioned in Table 2 are representing new detergent/
dispersant additive chemistries and have shown good performance in Wärtsilä engines.
Page Document No Rev
5 (7) 4V92A0670 c
Table 2.
Approved system oils - fuel category C and E, recommended in the first place when
operating on heavy fuel and Orimulsion® in order to reach full service intervals, BN 50-55
lubricating oils preferred in the first place:
Table 3.
Approved system oils - fuel categories A, B, C and D. Lubricating oils with BN 30 included
in Table 3 are designed to be used when operating on crude oil and in special cases when
operating on heavy fuel, e.g. in installations equipped with an SCR catalyst.
Before using a lubricating oil not listed in Tables 1-3, the engine manufacturer must be
contacted. Lubricating oils that are not approved have to be tested according to engine
manufacturer’s procedures.
An oil of viscosity class SAE 30 or SAE 40 is suitable and usually the same oil can be used
as in the engine. Turbocharger oil can also be used in the governor. In low ambient
conditions it may be necessary to use a multigrade oil (e.g. SAE 5W-40) to get a good
control during start-up. Oil change interval: 2000 service hours.
Wärtsilä ,167$//$7,210$18$/
Technology Oy Ab
Finland
This doc is the property of Wärtsilä Technology and shall neither be copied, shown or communicated to a third party without the consent of the owner.
Subtitle Product Made 09.10.1998 KJi / HPH / Hanstén Page Document No Rev
Cooling Systems 20, 32, 46, 64, Appd. 12.10.1998 EFl / Fontell 1 (4) 4V92A0765 c
34SG, 32DF,
50DF
Revised date: 10.1.2003 Changed by: Kji /ILe Approved by: VJn / Nurminen D-message No.: 43058
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Raw water quality to be used in the closed cooling water circuits of engines has to meet the following
specification.
3URSHUW\ /LPLW
pH min. 6.5
Hardness max. 10 °dH
Chlorides max. 80 mg/l
Sulphates max. 150 mg/l
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Maritech AB Marisol CW
Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company Nalco 39 (L)
One Nalco Centre Nalcool 2000
Naperville, Illinois
60566-1024 USA
Nalfleet Marine Chemicals Nalcool 2000
PO Box 11 Nalfleet EWT 9-108
Winnington Avenue, Northwich Nalfleet CWT 9-131C
Cheshire, CW8 4DX, UK
Rohm & Haas RD11
La Tour de Lyon RD11M
185, Rue de Bercy RD25
75579 Paris, Cedex 12, France
RRS-Yhtiöt Korrostop KV
Pieksämäentie 398A
77570 Jäppilä, Finland
Tampereen Prosessi-Insinöörit Oy Ruostop XM
Keisarinviitta 22
33960 Pirkkala, Finland
Texaco Global Products, LLC Havoline XLi
1111 Bagby
Houston, TX 77002
TotalFinaElf WT Supra
Diamant B, 16, rue de la République
92922 Paris La Défense Cedex, France
Unitor ASA Dieselguard NB
P.O. Box 300 Skøyen Rocor NB liquid
N-0212 Oslo, Norway Cooltreat AL
Vecom Holding BV Vecom CWT Diesel QC-2
PO Box 27
3140 AA Maassluis, The Netherlands
In order to prevent corrosion in the cooling water system, the instructions of right dosage and
concentration of active corrosion inhibitors should always be followed. The information can be found
in the table below.
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As an alternative to the approved cooling water additives, the Elysator cooling water treatment
system can also be used. The Elysator protects the engine from corrosion without any chemicals. It
provides a cathodic/anodic protection to engine’s cooling water system by letting magnesium anodes
corrode instead of the engine itself. Raw water quality specification is the same as in connection with
cooling water additives. More information in document 4V92A1322.
The Elysator can be a sensible alternative in installations where the environmental factors are
considered important.
Page Document No Rev
4 (4) 4V92A0765 c
The installation, operation and maintenance instructions of the manufacturer should always be
followed. The contact information can be found in the table below.
6XSSOLHU 7UHDWPHQWV\VWHP
5
3
1
5
6
2
2 030103
03–1
4
4
Fig. 3.1.
03–1 03 –1
03 Start, stop and operation 46 03 52
3.2. Start
3.2.1. Start, general
Before starting the engine, check that:
the fuel system is in running order (correct preheating, correct pressure, suffi-
cient precirculation to heat the fuel injection pumps)
the LT– and HT–circulating systems and the raw water system are in running
order (correct pressures, circulating water preheated and pre–circulated suffi-
ciently to heat the engine)
the oil level in the turbocharger is correct
the oil level in the governor is correct
the starting air pressure exceeds 15 bar (normally, 10 bar is still sufficient to
start the engine)
the starting air system is drained of condensate
in DWI engines the 24V control voltage is switched on
in CR (Common Rail) engines the 90V injection voltage is switched on
03 –2 03–2
46 03 52 Start, stop and operation 03
2 If the engine is connected to reduction gear: Set the governor to idle speed
and disconnect the propeller shaft or set the propeller blades to zero.
3 Due to the automatic slow turning function it is not required to turn the en-
gine with air before starting, but always when there is time available turn the
crankshaft two revolutions with turning gear keeping the stop lever in stop posi-
tion (see Fig. 3.2.) and indicator valves open.
4 Shut the indicator valves.
5 Disengage the turning gear from the flywheel.
6 Check that the automatic alarm and stop devices in the installation are set
to operation.
7 Check that the stop lever is in work position (normal). (See Fig. 3.2.)
8 Open the starting air valve and shut the blow–off valve when there is no more
condensate.
03–2
Fig. 3.2.
9 Switch the engine to local control. (See Fig. 3.3.)
03–3 03 –3
03 Start, stop and operation 46 03 52
030305
Fig. 3.3.
10 Push the start button on the local manoeuvring panel. If the engine has not
been running during last 30 minutes it will do automatic slow–turning and the
engine turns slowly two revolutions. When the slow turning is over the engine
immediately takes a full start. The start signal is automatically on for 12 seconds
or until the engine has reached the preset speed. (More detailed information in
chapter 23.)
NOTE ! If the engine stops during the slow turning period, do not try to start
again. The engine must be inspected to find the reason for stopping.
During the starting procedure the speed controller limits the fuel rack movement
to avoid overspeeding and unnecessary smoke.
11 Check immediately after start that the pressure and temperature values are
normal. (See section 1.2.)
03 –4 03–4
46 03 52 Start, stop and operation 03
Emergency
start
030506
Fig. 3.4.
03–5 03 –5
03 Start, stop and operation 46 03 52
03 –6 03–6
46 03 52 Start, stop and operation 03
3.5. Stop
03–7 03 –7
03 Start, stop and operation 46 03 52
03 –8 03–8
46 03 52 Start, stop and operation 03
increase of the lubricating oil consumption) check the crankcase pressure. If the
pressure exceeds 30 mm H2O, check the crankcase venting system. If that is in
good working condition, pull the pistons!
3 Operation at loads below 20 % of rated output should be limited to maxi-
mum 100 hours continuously when operating on heavy fuel by loading the engine
above 70 % of rated load for one hour before continuing the low load operation.
Idling (i.e. main engine declutched, generator disconnected) should be limited as
much as possible. Warming–up of the engine for more than 3...5 minutes before
loading, as well as idling more than 3...5 minutes before stopping is unnecessary
and should be avoided.
03–9 03 –9
03 Start, stop and operation 46 03 52
AMB air
temperature
oC
Water
dewpoint
oC
Fig. 3.5.
Example: If the ambient air temperature is 35C and the relative humidity is
80%, the water content in air can be read from the diagram (0.029 kg water/kg
dry air). If the air manifold pressure (receiver pressure) under these conditions
is 2.5 bar, i.e. absolute air pressure in the air manifold is abt. 3.5 bar (ambient
pressure + air manifold pressure), the dew point will be 55C (from diag.). If the
air temperature in the air manifold is only 45C, the air can only contain 0.018
kg/kg (from diag.). The difference, 0.011 kg/kg (0.029–0.018) will appear as con-
densed water.
03 –10 03–10
46 03 52 Start, stop and operation 03
03–11 03 –11
03 Start, stop and operation 46 03 52
CAUTION ! Inspect that the starting air distributing pipe is not hot at any cyl-
inder (leaky starting valve). May cause explosion!
03 –12 03–12
46 03 52 Start, stop and operation 03
3.8. Running–in
1 After piston overhaul, follow program A in Fig. 3.6. as closely as possible.
The piston rings have slid into new positions and need time to bed–in. If the pro-
gram cannot be followed, do not load the engine fully for 4 h, at least.
2 After changing piston rings, pistons or cylinder liners and after honing
of cylinder liners follow program B in Fig. 3.6. as closely as possible.
If the program cannot be followed, do not load the engine fully for
10 h, at least.
The important thing is to vary the load several times. The ring groove will have
a different tilting angle at each load stage, and consequently the piston ring a dif-
ferent contact line to the cylinder liner.
The running–in may be performed either on distillate or heavy fuel, using the nor-
mal lubricating oil specified for the engine.
For use of running–in filters see chapter 18.
Running–in programme
Fig. 3.6.
A ............ After piston overhaul
B ______ After change of piston rings, pistons or cylinder liners, after honing of
cylinder liners
1. Stop. Check big end bearing temperatures and inspect the cylinder liners and
pistons from below.
03–13 03 –13
03 Start, stop and operation 46 03 52
3.9. Loading
(See Fig. 3.7.)
The loading of the engine is subjected to a heated engine with HT–water tempera-
tures 70C.
Lubrication oil temperatures 40C.
If the temperatures are lower the loading time must be twice as long.
Normally the loading is automatically controlled by the engine control system.
100
75
50
25
0
0 30 60 90 120 150 180 300 360
Time (s)
Normal max. loading in operating condition
(HT–water and lub. oil temperature at nominal level)
Emergency loading
Load acceptance with preheated engine in stand–by condition
(HT–water temperature min. 70°C, lub. oil temperature min. 40°C
Fig. 3.7.
03 –14 03–14
46 03 36 Maintenance schedule 04
4. Maintenance schedule
NOTE ! The O–rings in the cooling water system must not be lubricated with oil
based lubricants, use soap or similar.
8 After re–assembling, check that all bolts and nuts are tightened and locked,
if necessary.
NOTE ! If the above mentioned is neglected, it may cause engine damage and/or
personal injury.
04–1 04 –1
04 Maintenance schedule 46 03 36
Equipment item Every second day, irrespective of the engine being in Section
operation or not
Crankshaft In a stopped engine, turn the crankshaft into a new posi- 3.
tion.
Equipment item Once a week irrespective of the engine being in opera- Section
tion or not
Start process Test start (if the engine on stand–by). 3.
04 –2 04–2
46 03 36 Maintenance schedule 04
04–3 04 –3
04 Maintenance schedule 46 03 36
04 –4 04–4
46 03 36 Maintenance schedule 04
04–5 04 –5
04 Maintenance schedule 46 03 36
04 –6 04–6
46 03 36 Maintenance schedule 04
04–7 04 –7
04 Maintenance schedule 46 03 36
04 –8 04–8
46 03 36 Maintenance schedule 04
04–9 04 –9
04 Maintenance schedule 46 03 36
04 –10 04–10
46 03 18 Maintenance tools 05
5. Maintenance tools
05–1 05 –1
05 Maintenance tools 46 03 18
05 –2 05–2
46 03 18 Maintenance tools 05
05–3 05 –3
05 Maintenance tools 46 03 18
05 –4 05–4
46 03 18 Maintenance tools 05
05–5 05 –5
05 Maintenance tools 46 03 18
05 –6 05–6
46 03 18 Maintenance tools 05
05–7 05 –7
05 Maintenance tools 46 03 18
05 –8 05–8
46 03 18 Maintenance tools 05
05–9 05 –9
05 Maintenance tools 46 03 18
5.3. Piston
(Chapter 11)
Description Code Weight Dimensions
No (kg)
Lifting tool for piston 835001 16
05 –10 05–10
46 03 18 Maintenance tools 05
05–11 05 –11
05 Maintenance tools 46 03 18
05 –12 05–12
46 03 18 Maintenance tools 05
(Chapter 11)
05–13 05 –13
05 Maintenance tools 46 03 18
05 –14 05–14
46 03 18 Maintenance tools 05
2. Car 836038
50
Mounting device for big end bearing
lower half 836006
1.Outside support
2. Inside support
Clip
Plate 836007
Shaft
3. Rod
05–15 05 –15
05 Maintenance tools 46 03 18
05 –16 05–16
46 03 18 Maintenance tools 05
(Chapter 10)
05–17 05 –17
05 Maintenance tools 46 03 18
05 –18 05–18
46 03 18 Maintenance tools 05
05–19 05 –19
05 Maintenance tools 46 03 18
05 –20 05–20
46 03 18 Maintenance tools 05
05–21 05 –21
05 Maintenance tools 46 03 18
05 –22 05–22
46 03 18 Maintenance tools 05
05–23 05 –23
05 Maintenance tools 46 03 18
05 –24 05–24
46 03 18 Maintenance tools 05
05–25 05 –25
05 Maintenance tools 46 03 18
05 –26 05–26
46 03 18 Maintenance tools 05
05–27 05 –27
05 Maintenance tools 46 03 18
05 –28 05–28
46 03 18 Maintenance tools 05
05–29 05 –29
05 Maintenance tools 46 03 18
5.8. Camshaft
05 –30 05–30
46 03 18 Maintenance tools 05
05–31 05 –31
05 Maintenance tools 46 03 18
05 –32 05–32
46 03 18 Maintenance tools 05
05–33 05 –33
05 Maintenance tools 46 03 18
05 –34 05–34
46 03 18 Maintenance tools 05
05–35 05 –35
05 Maintenance tools 46 03 18
05 –36 05–36
46 03 18 Maintenance tools 05
05–37 05 –37
05 Maintenance tools 46 03 18
05 –38 05–38
46 03 18 Maintenance tools 05
168
0545ah28001
0545ah29001
0545ah30001
05–39 05 –39
05 Maintenance tools 46 03 18
05 –40 05–40
46 03 18 Maintenance tools 05
05–41 05 –41
05 Maintenance tools 46 03 18
05 –42 05–42
46 03 18 Maintenance tools 05
05–43 05 –43
05 Maintenance tools 46 03 18
05 –44 05–44
46 03 18 Maintenance tools 05
05–45 05 –45
05 Maintenance tools 46 03 18
05 –46 05–46
46 03 18 Maintenance tools 05
05–47 05 –47
05 Maintenance tools 46 03 18
0580ah52001
05 –48 05–48
46 04 24 Adjustments, clearances and wear limits 06
6.1. Adjustments
06–1 06 –1
06 Adjustments, clearances and wear limits 46 04 24
06 –2 06–2
46 04 24 Adjustments, clearances and wear limits 06
06–3 06 –3
06 Adjustments, clearances and wear limits 46 04 24
06 –4 06–4
46 04 24 Adjustments, clearances and wear limits 06
Fig. 6.1.
06–5 06 –5
06 Adjustments, clearances and wear limits 46 04 24
Section A–A
Fig. 6.2.
Section B–B
Fig. 6.3.
06 –6 06–6
46 04 24 Adjustments, clearances and wear limits 06
Fig. 6.4.
161101
Fig. 6.5.
06–7 06 –7
06 Adjustments, clearances and wear limits 46 04 24
Fig. 6.6.
Fig. 6.7.
06 –8 06–8
46 04 24 Adjustments, clearances and wear limits 06
Fig. 6.8.
06–9 06 –9
06 Adjustments, clearances and wear limits 46 04 24
Fig. 6.9.
View A:
Fig. 6.10.
06 –10 06–10
46 03 49 Tightening torques and use of hydraulic tools 07
NOTE ! The position numbers of components in this chapter are not necessarily
the same as those to be found in the assembly instructions in chapters
10–23. This is to be taken in consideration when looking for torque val-
ues.
Fig. 7.1.
07–1 07 –1
07 Tightening torques and use of hydraulic tools 46 03 49
Fig. 7.2.
Fig. 7.3.
07 –2 07–2
46 03 49 Tightening torques and use of hydraulic tools 07
Fig. 7.4.
07–3 07 –3
07 Tightening torques and use of hydraulic tools 46 03 49
Fig. 7.5.
7.1.3. Crankshaft
Pos. Crankshaft (see Fig. 7.6.) Torque Nm
17 Split gear screws on crankshaft
(M30) 10.9 1900"100
(M36) 10.9 3160"150
Apply Loctite 243 on threads M36. (See section 7.2.)
18, 19 Flywheel fastening screws and flywheel fitting bolts
In case you need the tightening torque for these screws, please contact
the nearest Wärtsilä service office.
44 Tightening screws of vibration damper or gear wheel for engine driven 2800
pumps (M39x3) (if installed)
45 Fitting bolts of vibration damper or gear wheel for engine driven 2200
pumps (M39x3) (if installed)
Fig. 7.6.
07 –4 07–4
46 03 49 Tightening torques and use of hydraulic tools 07
View A:
070909
Fig. 7.7.
07–5 07 –5
07 Tightening torques and use of hydraulic tools 46 03 49
071105
Fig. 7.8.
Pos. Engine driven lube oil pump (see Fig. 7.9.) Torque Nm
30 Lube oil pump gear fastening screws 41"4
Fig. 7.9.
07 –6 07–6
46 03 49 Tightening torques and use of hydraulic tools 07
Fig. 7.10.
Fig. 7.11.
07–7 07 –7
07 Tightening torques and use of hydraulic tools 46 03 49
072001
Fig. 7.12.
07 –8 07–8
46 03 49 Tightening torques and use of hydraulic tools 07
7.3.1. General
The screws will be overloaded if the maximum hydraulic pressure is exceed-
ed. In case it is impossible to turn the nuts, when the maximum hydraulic pressure
is reached, check is there corrosion in the threads and are the tools and manome-
ters operational.
When tightening hydraulic bolt connections, follow the instructions given in sec-
tion 7.3.4.
07–9 07 –9
07 Tightening torques and use of hydraulic tools 46 03 49
Fig. 7.13.
07 –10 07–10
46 03 49 Tightening torques and use of hydraulic tools 07
071501
Fig. 7.14.
07–11 07 –11
07 Tightening torques and use of hydraulic tools 46 03 49
Fig. 7.15.
07 –12 07–12
46 03 49 Tightening torques and use of hydraulic tools 07
07–13 07 –13
07 Tightening torques and use of hydraulic tools 46 03 49
Fig. 7.16.
The effective area of the piston is 58.32 cm 2 which gives the following relation
between pressure and force (Fig. 7.17.)
Max. pressure
Fig. 7.17.
According to the design of the cylinder, the outer cylinder (1) must not be loaded,
but the force is created between the surfaces A and B in Fig. 7.16.
07 –14 07–14
46 03 49 Tightening torques and use of hydraulic tools 07
The piston is prevented from running out of the cylinder by an expansion ring (2).
The strength of this ring is limited and it is recommended that care be taken when
operating at the end of the stroke.
View A
Fig. 7.18.
07–15 07 –15
07 Tightening torques and use of hydraulic tools 46 03 49
M1 + B x M
(B ) A)
071702
Fig. 7.19.
Example:
M + 600 Nm
A + 272 mm
B + 880 mm
07 –16 07–16
46 94 34 Operating problems, emergency operation 08
08–1 08 –1
08 Operating problems, emergency operation 46 94 34
See chapter,
section
c) Injection pump control sleeve does not mesh properly with rack (may 16.2.5., 16.2.6.
cause overspeed if set in direction towards increased fuel quantity).
d) Injection pump faulty (plunger or tappet sticking; delivery valve spring 16.
broken, delivery valve sticking).
e) Injection valve faulty; nozzle holes clogged. 16.
f) Piston rings ruined; too low compression pressure. 11.2.1.
g) 8...18–cylinder engines. It may not always be possible to make these
fire on all cylinders when idling, due to the small quantity of fuel re–
quired.
In normal operation this is acceptable.
For special cases, when engines have to idle continuously for longer
periods (several hours), it is advisable to adjust the rack positions
carefully (reduce rack position as required on those cylinders having
the highest exhaust gas temperatures, increase as required on those cyl–
inders not firing). This adjustment should be done in small steps and
the difference between rack positions of various cylinders should not
exceed 1mm.
4. Engine speed not stable
a) Governor adjustment faulty (normally too low compensation). 22.
b) See point 2f.
c) Fuel feed pressure too low. 1.3.
d) Water in preheated fuel (vapour lock in injection pumps).
e) Loading control system (e.g. controllable pitch propeller) outside en-
gine faulty.
5. Knocks or detonations occur in engine
(If reason cannot be found immediately, stop the engine)
a) Big end bearing clearance excessive (loose screws !). 6.2. table 11, 7.3.,
11.2.1.
b) Valve springs or injection pump tappet spring broken. 12., 16.
c) Inlet or exhaust valve jamming when open.
d) Excessive valve clearances. 6.1., 12.2.3.
e) One or more cylinders badly overloaded (3b, c).
f) Injection pump or valve tappet guide block loose. 16.2.4., 14.1.4., 7.1.
08 –2 08–2
46 94 34 Operating problems, emergency operation 08
See chapter,
section
c) See points 3b, c, d, e.
d) Insufficient charge and scavenging air pressure Test Records
– charge air filter clogged 15.2.2.
– turbocharger compressor dirty 15.2.2.
– charge air cooler clogged on air side 15.6.2.
– turbocharger turbine badly fouled
NOTE! Engines starting on heavy fuel may smoke if left idling.
7. Engine exhaust gases blue–whitish or grey–whitish
a) Excessive lubricating oil consumption due to: gas blow–by past piston 11.2.1.
rings; worn or broken oil scraper rings or worn cylinder liners; sticking
compression rings; compression rings turned upside–down; ring
scuffing (burning marks on sliding surfaces).
b) Blue–whitish exhaust gases may occasionally occur when engine has 3.6.
been idling for a lengthy time or at low ambient temperature, or for a
short time after starting.
c) Grey whitish exhaust gases due to water leakage from exhaust gas
boiler or turbocharger.
8. Exhaust gas temperature of all cylinders abnormally high
a) Engine badly overloaded (check injection pump rack positions). Test Records
b) See point 6d.
c) Charge air temperature too high Test Records,
– charge air cooler clogged on water side or dirty on air side 15.6.1., 15.6.2.
– water temperature to air cooler too high, water quantity insufficient 1.3.
08–3 08 –3
08 Operating problems, emergency operation 46 94 34
See chapter,
section
10. Exhaust gas temperature of one cylinder below normal
a) Faulty exhaust gas thermometer. 23., 3.6.2.
b) See points 2f, h, 3b, c, d, e.
c) Leaking injection pipe or pipe fittings. 16.4.
d) When idling, see point 3g.
11. Exhaust gas temperatures very unequal
a) See points 9a, c, e.
b) Too low fuel feed pressure: too small flow injection pumps (see points
2h, i), which may cause great load differences between cylinders al–
though injection pump rack positions are the same.
Dangerous ! Causes high thermal overload in individual cylinders.
c) See points 1f, 6b.
d) When idling, see point 3g.
e) Exhaust pipe turbine nozzle ring partly clogged.
12. Lubricating oil pressure zero or too low 1.2.
a) Faulty pressure gauge, gauge pipe clogged. 23.
b) Lubricating oil level in oil tank too low. 18.
c) Lubricating oil pressure control valve out of adjustment or jamming. (18.)
d) Three–way cock of lubricating oil filter wrongly set.
e) Leakage in lubricating oil suction pipe connections. 18.1.
f) Lubricating oil badly diluted with diesel oil, viscosity of oil too low. 2.2.1., 2.2.3.
g) Lubricating oil pipes inside engine loose or broken. 18.
13. Too high lubricating oil pressure
a) See points 12a and c.
14. Too high lubricating oil temperature 1.2.
a) Faulty thermometer.
b) Insufficient cooling water flow through oil cooler (faulty pump, air in 19.
system, valve closed), too high LT–water temperature. 1.3.
c) Oil cooler clogged, deposits on tubes.
d) Faulty thermostatic valve. (18.)
15. Abnormally high cooling water outlet temperature, difference 1.2.
between cooling water inlet and outlet temperatures excessive
a) One of thermometers faulty.
b) Circulating water cooler clogged, deposits on plates (installation).
c) Insufficient flow of cooling water through engine (circulating water 3.6.2., 19.
pump faulty), air in system, valves closed.
d) Thermostatic valve faulty. (19.)
08 –4 08–4
46 94 34 Operating problems, emergency operation 08
See chapter,
section
16. Water in lubricating oil 2.2.3., 3.6.,
a) Leaky oil cooler.
b) Leakage at cylinder liner O–rings (always pressure test when cooling
water system has been drained or cylinder liners have been dismantled).
c) Faulty lubricating oil separator (installation). See separator instruction 2.2.3.
book!
17. Water in charge air receiver 15.6.1.
(escape through drain pipe in air cooler housing)
a) Leaky air coolers.
b) Condensation (too low charge air cooling water temperature). 3.6.2., Fig. 3.6.
18. Engine loses speed at constant or increased load
a) Engine overload, a further increase of fuel supply is prevented by the 22.1.
mechanical load limiter.
b) See points 2c, f, g, h, i.
c) See points 4c, d, 5g.
d) Scavenge air fuel limiter built in the governor is limiting fuel. (Scav– 22., Governor manu-
enge air pipe between the manifold and governor is leaking, scavenge al
air pressure too low or the governor wrongly adjusted.)
19. Engine stops
a) Shortage of fuel, see points 2h, i.
b) Overspeed trip device has tripped. 22.3., 22.4.
c) Automatic stop device has tripped.
d) Faulty governor or governor drive. 22., Governor manu-
al
20. Engine does not stop although stop level is set in stop position or
remote stop signal is given
a) Injection pump control rack wrongly set (3b, c).
Trip overspeed trip device manually. If the engine does not stop im –
mediately, block fuel supply as near the engine as possible (e.g. by fuel
filter three–way cock).
Before restarting the engine, the fault must be located and corrected.
Great risk of overspeed.
b) Fault in stop control system. Stop by means of stop lever.
c) The engine driven by generator or propeller or by another engine con–
nected to the same reduction gear.
08–5 08 –5
08 Operating problems, emergency operation 46 94 34
See chapter,
section
21. Engine overspeeds and does not stop although overspeed trip
device trips
a) Injection pump control rack wrongly set (3b, c).
Load the engine, if possible.
Block fuel supply, e.g. by means of fuel filter three–way cock.
b) An overspeeding engine is hard to stop. Therefore, check regularly the 22.1.3.
adjustment of the control mechanism (the injection pump rack posi–
tions)
1) the stop lever being in stop position or the overspeed trip device be–
ing tripped and the speed governor at max. fuel admission.
2) the stop lever and the overspeed trip being in work position and the
speed governor in stop position.
This control should be done always when the control mechanism or the
injection pumps have been replaced or adjusted.
08 –6 08–6
46 94 34 Operating problems, emergency operation 08
Available load from the engine with blocked turbocharger(s) is about 20% of full
load. The engine output must, however, be limited so that the normal full load
exhaust temperatures are not exceeded. Maximum allowable exhaust gas temper-
ature after cylinder at continuous operation with blocked turbocharger is 500_C.
(See also section 15.5.)
NOTE ! With regards to torsional vibrations and other vibrations, see chapter 8,
section 8.2.5.
When operating with a shut–off injection pump over a long period, the valve push
rods of the inlet and outlet valves are to be removed. The indicator valve on the
respective cylinder is to be opened once an hour to allow any accumulated oil to
escape. With one cylinder out of operation, reduce load to prevent exhaust tem-
perature of the remaining cylinders from exceeding normal full load tempera-
tures.
2 Valve cams
Stop fuel injection to the cylinder concerned, see chapter 16. Remove the valve
push rods and cam followers of the cylinder. Replace the tubes covering the push
rods.
NOTE ! With regards to torsional vibrations and other vibrations, see chapter 8,
section 8.2.5.
With one cylinder out of operation, reduce load to prevent exhaust temperatures
of the remaining cylinders from exceeding full load temperatures.
08–7 08 –7
08 Operating problems, emergency operation 46 94 34
2 Cover lubricating oil bore in crank pin with a suitable hose clip, and secure.
3 Fit completely assembled cylinder head but omit valve push rods.
4 Prevent starting air entry to the cylinder head by removing the pilot air
pipe.
5 Shut down injection pump. (Chapter 16.)
NOTE ! With regards to torsional vibrations and other vibrations, see chapter 8,
section 8.2.5.
With one cylinder out of operation, reduce load to prevent exhaust temperature
of the remaining cylinders from exceeding normal full load temperatures.
If the turbocharger(s) surge, reduce load further to avoid continuous surging.
Operation with removed piston and connecting rod, from one or more cylinders,
should be performed only in absolute emergency conditions when there are no
other means of proceeding under own power.
08 –8 08–8
46 94 00 Specific installation data 09
09-1 09 –1
09 Specific installation data 46 94 00
09 –2 09-2
46 04 24 Engine block with bearings, cylinder and oil sump 10
10–1 10 –1
10 Engine block with bearings, cylinder and oil sump 46 04 24
100201
Fig. 10.1.
6. Screw on the hydraulic tool (861100), connect the hoses of the hydraulic
pump 860170 according to Fig. 10.2.
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
101102
Fig. 10.2.
7. Keep on turning the hydraulic tool until the piston and cylinder end faces
are at the same level.
8. Turn the hydraulic tool back about half a turn (180)
9. Pump the hydraulic pressure to the stated value. (See section 7.3.2.)
10. Loosen the nut about half a turn with the pin 861010.
11. Release the pressure slowly disconnect the hoses and unscrew the hydraulic
tool.
12. Remove the nuts from the side screws by hand.
Opening the main bearing nuts:
13. Fit the transport device (836041) and tackle (836001) according to (Fig.
10.3.). Fasten the transport device to the threaded holes of the crankcase cover
fastening screws. Use e.g. M24 screws from the mounting device for big end
bearing (836010).
10 –2 10–2
46 04 24 Engine block with bearings, cylinder and oil sump 10
10–3v–1
Fig. 10.3.
14. Lift the hydraulic jack (861143) inside the engine by using the mounting
device (861041) connected to the tackle. (See Fig. 10.4.)
10–4v–1
Fig. 10.4.
Screw on the hydraulic jack by using a wrench when at the right position. Repeat
the procedure with the other screw by fitting the hydraulic jack from the other side
of the engine.
10–3 10 –3
10 Engine block with bearings, cylinder and oil sump 46 04 24
NOTE ! Hydraulic jack can also be lifted in two parts. Use lifting device for lifting
the cylinder in position and lock it together with the nut by using two
pins or bolts (see Fig. 10.5.). The inside part of the hydraulic jack can
then be lifted by hand and screwed into position.
NOTE ! Never turn the crankshaft with hydraulic tools 861143 mounted to the
main bearing screws, because then the counterweights do not have
enough space to rotate.
Fig. 10.5.
15. Connect the hoses of the hydraulic pump (860170) to hydraulic jacks ac-
cording to Fig. 10.6. and open the pump valve.
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
100901
Fig. 10.6.
16. Keep on turning the hydraulic tool as long as it rotates. Repeat the proce-
dure few times to get all oil out from the jack.
10 –4 10–4
46 04 24 Engine block with bearings, cylinder and oil sump 10
17. Turn the hydraulic jack back about 3/4 of a turn (270).
18. Pump the hydraulic pressure to the stated value. (See section 7.3.2.)
19. Loosen the nuts about 3/4 of a turn by using the pin (861010).
20. Release the pressure slowly, disconnect the hoses and unscrew the hydraulic
tools. Remove the hydraulic jacks from the crankcase by using the tool (861041)
and the tackle.
100606
Fig. 10.7.
22. Remove the side screws to be able to lower the main bearing cap. Use stud
remover (803004).
10–5 10 –5
10 Engine block with bearings, cylinder and oil sump 46 04 24
10–17
Fig. 10.8.
23. Remove the nuts of the main bearing screws.
24. Lower the main bearing cap by pumping oil pressure to the hydraulic jack
with the hydraulic pump if necessary. If the bearing cap comes down without
pumping, control the lowering speed with the valves of the pump.
NOTE ! Only the lower part of the hydraulic jack is pulling down.
10–7
Fig. 10.9.
27. Turn the crankshaft carefully until the bearing shell has turned 180 and
can be removed.
28. Cover the two main bearing journal radial oil holes with tape.
NOTE ! Every second main bearing should be in place at the same time to support
the crankshaft.
10 –6 10–6
46 04 24 Engine block with bearings, cylinder and oil sump 10
Bearings
1. Clean the bearing shells and inspect for wear, scoring and other damage.
If the main bearing shells are of TRI–METAL type, they can be used until the
overlay is partially worn off. When the underlaying nickel–barrier or the lining
material is exposed in any area, the bearing must be renewed.
CAUTION ! Never re–install a tri–metal bearing with the nickel barrier ex-
posed in any part of the bearing shell.
NOTE ! It is highly recommended not to refit a bearing shell, which has been re-
moved from its housing.
Journals
2. Inspect the surface finish of the main bearing journals. Damaged journals
(i.e. rough surface, scratches, marks of shocks etc.) must be polished. If, after a
longer running period, considerably uneven wear appears (table 10. section 6.2.),
the crankshaft may be reground and used together with thicker bearing shells, see
Spare Part Catalogue.
No scraping or other damage of bearing shells, caps or saddles is allowed. Burrs
should be locally removed, only.
4. Place the end of the bearing shell in the slot between the journal and the
bearing bore, with the lug guiding in the oil groove (see Fig. 10.10.), and push
it by hand as far as possible (recommended 2/3 of its lenght).
10–7 10 –7
10 Engine block with bearings, cylinder and oil sump 46 04 24
Push by
hand Detail A:
Fig. 10.10.
5. Insert the turning tool (851001) into the main bearing journal radial oil hole
and turn the crankshaft carefully until the bearing shell has turned into position.
Take care that the bearing shell lug slides into the oil groove without being dam-
aged.
10–10
Fig. 10.11.
CAUTION ! A bearing shell forged into its place can be completely destroyed
due to deformation.
10 –8 10–8
46 04 24 Engine block with bearings, cylinder and oil sump 10
103604
Fig. 10.12.
From the connection ”DOWN” the hose can be connected back to the pump
chamber. Grease the guide faces of the main bearing cap.
9. Lift the main bearing cap by pumping oil pressure to the hydraulic jack with
the hydraulic pump. Screw the main bearing nuts in position by hand. Ensure that
the bearing caps and shells are correctly in joining places.
10–9 10 –9
10 Engine block with bearings, cylinder and oil sump 46 04 24
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
103201
Fig. 10.13.
14. Keep on turning the hydraulic tool until the piston and cylinder end faces
are at the same level.
15. Pump to the pretightening pressure of 200 bar.
16. Tighten the nuts by the pin.
Fig. 10.14.
18. Connect the hoses of the hydraulic pump (860170) Keep on turning the
hydraulic jack as far as it rotates. (See connection diagram in Fig. 10.6.)
10 –10 10–10
46 04 24 Engine block with bearings, cylinder and oil sump 10
19. Pump to the stated pressure, (see section 7.3.2.) and tighten the nuts by the
pin (861010).
20. Remove the tools.
21. Re–install the temperature sensor.
10–11 10 –11
10 Engine block with bearings, cylinder and oil sump 46 04 24
100201
Fig. 10.15.
6. Screw on the hydraulic tool (861100), connect the hoses of the hydraulic
pump (860170) according to Fig. 10.16.
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
101102
Fig. 10.16.
7. Keep on turning the hydraulic tool until the piston and the cylinder end faces
are at the same level.
10 –12 10–12
46 04 24 Engine block with bearings, cylinder and oil sump 10
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
10–14
Fig. 10.17.
10–13 10 –13
10 Engine block with bearings, cylinder and oil sump 46 04 24
101501
Fig. 10.18.
14. Keep on turning the hydraulic tools as far as it rotates.
15. Turn the hydraulic tool back about half a turn (180).
16. Pump the hydraulic pressure to the stated value. (See section 7.3.2.)
17. Loosen the nuts about half a turn with the pins (861010).
18. Release the pressure slowly, disconnect the hoses and remove the hydraulic
tools.
Lowering the flywheel / thrust bearing cap
19. Connect the hoses of the hydraulic pump (860050) to the hydraulic jack,
the supplying hose set to the side marked ”DOWN”. From the connection ”UP”
the hose is preferred to be connected back to the pump chamber. (See Fig. 10.19.)
10 –14 10–14
46 04 24 Engine block with bearings, cylinder and oil sump 10
101605
Fig. 10.19.
20. Remove the side screws of the flywheel/thrust bearing to be able to lower
the bearing cap. If necessary, use stud remover (803004).
10–17
Fig. 10.20.
21. Remove the nuts of the flywheel / thrust bearing screws.
22. Lower the bearing cap by pumping oil pressure to the hydraulic jack with
the hydraulic pump.
10–15 10 –15
10 Engine block with bearings, cylinder and oil sump 46 04 24
NOTE ! Only the lower part of the hydraulic jack is pulling down.
10–18
Fig. 10.21.
10–19
Fig. 10.22.
25. Turn the crankshaft carefully until the bearing shell and the washers have
turned 180and can be removed. Depending on the position of the crankshaft the
thrust washers can be quite loose.
26. Cover the two bearing journal radial oil holes with tape.
10 –16 10–16
46 04 24 Engine block with bearings, cylinder and oil sump 10
27. Check the bearing in the same way as the main bearings in section 10.2.3.
The thrust washers on the same side have to be changed in pairs.
Fig. 10.23.
10–17 10 –17
10 Engine block with bearings, cylinder and oil sump 46 04 24
PUSH BY HAND
Fig. 10.24.
5. Insert the turning tool (851020) into the bearing journal radial oil hole and
turn the crankshaft carefully until the bearing shell has turned into position.
6. Remove the turning tool.
7. Lubricate the running surfaces of the upper thrust washers and push the
washers into position by hand. To facilitate the mounting of the washer the crank-
shaft can be axially moved to each direction.
CAUTION ! A bearing shell forced into its place can be completely destroyed
due to deformation.
8. Lubricate the running surfaces of the lower thrust washers and push them
into position on the guiding pins (C) in the bearing cap. For mounting the thrust
washer next to the driving end an M8 screw can be fitted to each end of the washer.
(See Fig. 10.25.)
Fig. 10.25.
10 –18 10–18
46 04 24 Engine block with bearings, cylinder and oil sump 10
9. Lubricate the running surface of the lower bearing shell and place the shell
in the bearing cap. The axial location of the shell is to be secured by keeping the
bearing shell end recesses (A) at the same level with the axial faces (B) of the
bearing cap. (See Fig. 10.26.)
Fig. 10.26.
10–19 10 –19
10 Engine block with bearings, cylinder and oil sump 46 04 24
102203
Fig. 10.27.
11. Lift the bearing cap by pumping oil pressure to the hydraulic jack with the
hydraulic pump. Screw the cap nuts in position and tighten by hand. Ensure that
the bearing caps and shells are correctly in joining places.
10 –20 10–20
46 04 24 Engine block with bearings, cylinder and oil sump 10
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
103201
Fig. 10.28.
16. Keep on turning the hydraulic tool until the piston and cylinder end faces
are at the same level.
17. Pump to the pretightening pressure of 200 bar.
18. Tighten the nuts with the pin (861010).
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
Fig. 10.29.
10–21 10 –21
10 Engine block with bearings, cylinder and oil sump 46 04 24
101501
Fig. 10.30.
22. Pump to the stated pressure, (see section 7.3.2.) and tighten the nuts with
the pin (861010).
23. Release the pressure slowly, disconnect the hoses and unscrew the hydraulic
tools.
24. Re–install the temperature sensor.
10 –22 10–22
46 04 24 Engine block with bearings, cylinder and oil sump 10
Fig. 10.31.
10–23 10 –23
10 Engine block with bearings, cylinder and oil sump 46 04 24
4. Tighten the hydraulic tool (2)(834050) by tensioning the pull screw (1)
slightly.
5. Connect the hoses of the hydraulic pump (860100) to the hydraulic tool ac-
cording to Fig. 10.32.
6. Pump pressure to the hydraulic tool to withdraw the bearing bushing. The
pressure must not exceed the ”Max. pressure” –value stated in the diagram
in section 7.4. If the bearing bush does not move when this pressure is achieved
a light knock on the end flange (5) may be necessary.
7. Open the pump valve, disconnect the hoses of the hydraulic tool and disman-
tle the removing device.
Fig. 10.32.
Fig. 10.33.
10 –24 10–24
46 04 24 Engine block with bearings, cylinder and oil sump 10
Fig. 10.34.
3. Tighten the hydraulic tool (2) by tensioning the pull screw (1) slightly.
4. Connect the hoses of the hydraulic pump (860100) to the hydraulic tool ac-
cording to Fig. 10.32.
5. Pump pressure to the hydraulic tool to mount the bearing bushing. The
pressure must not exceed the ”Max. pressure” –value stated in the diagram
in section 7.4..
6. Open the pump valve, disconnect the hoses of the hydraulic tool and disman-
tle the mounting device.
7. Lubricate the bearing bushing running surface with clean engine oil and
insert the camshaft bearing journal. See chapter 14.
8. Mount the camshaft pieces, valve tappets, injection pumps and camshaft
covers, see chapters 14. and 16.
10–25 10 –25
10 Engine block with bearings, cylinder and oil sump 46 04 24
Fig. 10.35.
3. Fit the cylinder liner lifting device (836009) in position according to Fig.
10.36. In V–engines use lifting eyes indicated by the arrows.
10 –26 10–26
46 04 24 Engine block with bearings, cylinder and oil sump 10
View A:
Fig. 10.36.
4. Remove the cylinder liner WENCOM–temperature sensors.
5. Turn the crankshaft so that the counterweights are pointing at the manoeu-
vring side and fit the support (836033) to the counterweight fastening bolts. (Fig.
10.37.) Use the transport device (836041) and tackle (836001) when lifting the
support into position inside the crankcase. Fasten the screws (5).
10–27 10 –27
10 Engine block with bearings, cylinder and oil sump 46 04 24
Fig. 10.37.
6. Turn the crankshaft to BDC and fit the hydraulic jack (834050) and yoke
(836039) on the support. (Fig. 10.38.)
10 –28 10–28
46 04 24 Engine block with bearings, cylinder and oil sump 10
View B:
Fig. 10.38.
7. Connect the hoses of the hydraulic pump (860100) to the hydraulic jack
(834050) according to Fig. 10.39.
Fig. 10.39.
8. Pump oil to the hydraulic tool to push the cylinder liner up. When the liner
starts to move freely, use crane to lift the liner out. (Fig. 10.38.) Be careful not
to damage the cylinder head screws. When pushing the liner out, the pressure
10–29 10 –29
10 Engine block with bearings, cylinder and oil sump 46 04 24
must not exceed the ”Max. pressure” –value stated in the diagram in section
7.4.
9. Open the pump valve, disconnect the hoses of the hydraulic jacks and remove
the tools 836039, 834050 and 836033.
Driving end
Distinct mark
Fig. 10.40.
6. Mount the holder (2) (Fig. 10.35.) and tighten the cylinder liner fastening
screw (M24x100) to stated torque. (See section ”General torques” in chapter 7.)
7. Check the cylinder liner inner diameter and complete the form 4610V001
(see chapter ”ATTACHMENTS”). (Fig.10.41.)
10 –30 10–30
46 04 24 Engine block with bearings, cylinder and oil sump 10
103703
Fig. 10.41.
8. Re–install the WENCOM–temperature sensors.
9. Mount the piston with connecting rod and cylinder head, then refill cooling
water. (See sections 11.2.3. and 12.2.3.)
10. Check the o–ring seals from the crankcase side while circulating cooling
water. If there is an engine driven cooling water pump, apply 3 bar static pressure.
NOTE ! Because the top of the liner is very heavy the loosened liner must be prop-
erly supported e.g. to engine room wall.
Avoid unnecessary turning of the liner. Extreme care must be taken if turning is
compulsory. Note the location of the centre of gravity. (See Fig. 10.42.)
Centre of gravity
Fig. 10.42.
10–31 10 –31
10 Engine block with bearings, cylinder and oil sump 46 04 24
10 –32 10–32
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
11.1. Crankshaft
Description of the crankshaft:
The crankshaft is forged in one piece and provided with counter–weights, fas-
tened with hydraulically tensioned screws. At the driving end of the engine the
crankshaft is equipped with: a V–ring for sealing of the crankcase, a combined
flywheel/ thrust bearing and a split gear wheel for camshaft driving. The crank-
shaft can be turned by an electrical turning device operating the flywheel.
Fig. 11.1.
The inner part (1) of the damper is bolted onto the free end of the crankshaft and
follows its torsional vibrations. The outer part consists of spring packs (2),
spacers (3), a clamping ring (4) and side plates (5). The springs are clamped at
their outer end by the spacers and their inner ends mesh with grooves of the inner
part. The cavities between spring packs and spacers are filled with oil which
05–1 11 –1
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
NOTE ! For more information, see separate damper manual in “Technical docu-
ments”.
110101
Fig. 11.2.
11 –2 05–2
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
REAR SIDE
OPERATING
SIDE
Fig. 11.3.
5 Repeat this procedure with other cylinders.
6 The following limits of misalignment are given for an engine at its normal
running temperature:
a) On the same crank, the difference between two diametrically opposed
readings must not exceed 0.32 mm. Realignment is necessary if this limit is
exceeded.
b) On two adjacent cranks the difference between two corresponding read-
ings must not exceed 0.15 mm. Realignment is necessary if this limit is exceed-
ed.
To investigate the cause of excessive deflection, the crankshaft has to be either
uncoupled from its driven equipment or in any case the coupling alignment has
to be controlled.
If the engine is rigidly mounted, the engine mounting bolts must be slackened and
coupling alignment checked to determine if a permanent deformation of the en-
gine foundation has occurred.
05–3 11 –3
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
Fig. 11.4.
11 –4 05–4
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
Fig. 11.5.
The piston is of a composite type with a nodular cast iron skirt and a forged steel
crown screwed together. The space between the crown and the skirt is supplied
with lubricating oil for cooling the crown by means of a cocktail shaker effect.
The lubricating oil is led from the main bearing through the drillings in the crank-
shaft to the big end bearing, and further through the drillings in the connecting
rod, gudgeon pin and piston skirt up to the cooling space and from there back to
the oil sump. Part of the lubricating oil is led out from the piston skirt through
special nozzles to lubricate the liner (Fig. 11.6.).
05–5 11 –5
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
The piston ring set consists of two compression rings and one spring–loaded oil
scraper ring.
Fig. 11.6.
11 –6 05–6
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
112901
Fig. 11.7.
View A :
Fig. 11.8.
5 Connect the hoses of the hydraulic pump according to Fig. 11.9. and open
the pump valve.
05–7 11 –7
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
Fig. 11.9.
6 Keep on turning the hydraulic tools until the piston and the cylinder faces
are at the same level.
7 Turn the hydraulic tool back half a turn (180_).
8 Shut the pump valve and pump to stated pressure. (See section 7.3.2.)
9 Loosen the nuts half a turn by the pin.
10 Open the pump valve slowly and disconnect the hoses and unscrew the hy-
draulic tool.
Repeat the same procedure on the other two connecting rod screws. Remove three
(3) nuts at BDC and after that turn the piston to TDC and remove the last nut.
11 Clean the threaded holes in the piston crown and fasten the lifting tool
(835001) using the holes, which are applicable to the piston in question. Use the
correct lifting point for engines of L or V configuration. (See Fig. 11.10.) Two
different kinds of lifting tools are shown in the picture.
110603
Fig. 11.10.
12 Mount the protecting sleeve (835005) to the connecting rod to protect the
cylinder liner when lifting the piston. (Fig. 11.11.)
13 Lift the piston carefully out from the cylinder liner, use lever (837040)
to hold the piston in the correct position when it leaves the cylinder liner.
11 –8 05–8
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
14 Mount the guide tool (836008) according to Fig. 11.11. before the connect-
ing rod comes out from the cylinder.
View A
Fig. 11.11.
05–9 11 –9
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
Fig. 11.12.
NOTE ! Never compress the securing ring more than necessary to remove it from
the groove.
17 Fasten an eyebolt M10 in the middle of the gudgeon pin (see Fig. 11.13.).
Before removing the pin be sure that you have proper markings on the pin and
piston to be able to fit the parts back into the original positions. (See Fig. 11.18.)
18 Draw the pin carefully out. Lift the connecting rod slightly so that the gud-
geon pin comes out easily. In low temperatures the gudgeon pin may stick but will
be easily removed after uniformly heating the piston to about 30_C.
11 –10 05–10
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
Fig. 11.13.
19 Lift the connecting rod out from the piston carefully.
Piston upper part and lower part can be separated by loosening the screws (14).
(See Fig. 11.15.)
05–11 11 –11
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
Always replace the piston rings with new ones when removing from the
grooves.
NOTE ! When assembling a new cylinder liner or a honed one, all the piston
rings have to be changed, too.
11 –12 05–12
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
Mating surfaces
112702
Fig. 11.14.
The studs (14) (Fig. 11.15.) must be renewed when changing the piston top if the
length of the stud measured from the support surface of the piston top exceeds
140.5mm or the overall length of the stud exceeds 174.5mm.
1 Tighten the studs to the piston upper part with a torque of 10Nm.
2 Apply lubricating oil to the threads and landing surfaces of the nuts (14).
(Fig. 11.15.)
112802
Fig. 11.15.
05–13 11 –13
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
Mating surfaces
Fig. 11.16.
1 Apply lubricating oil to the threads and landing faces of the screws (14).
(Fig. 11.17.)
11 –14 05–14
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
Fig. 11.17.
2 Tighten crosswise with a torque of 220 Nm.
3 Loosen the screws.
4 Pretighten crosswise to 40 Nm.
5 Tighten crosswise by the angle of 90_.
NOTE ! When assembling be sure that the various markings on the different parts
are according to Fig. 11.18.
05–15 11 –15
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
View A
All markings on
the same side
(Towards the
driving end in
A–bank, to-
wards the free
end in B–bank)
Fig. 11.18.
1 Lift the piston to a plain surface (a wooden board) (See Fig. 11.19.)
11 –16 05–16
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
Fig. 11.19.
2 Lubricate the gudgeon pin and push it into the gudgeon pin bore as far as
shown in Fig. 11.19. Be sure that all parts are assembled in their original positions
(the factory markings on the piston’s upper part appear on the same side as the
markings of the piston’s lower part, connecting rod and gudgeon pin). (See Fig.
11.18.)
3 Lower the connecting rod carefully into the piston so that a slight contact
is reached on surface (A). Slide the gudgeon pin into position. Mount the securing
ring (9) (Fig. 11.12.) with pliers 800001.
NOTE ! Never compress the securing ring more than necessary to fit into the
groove. If the ring is loose in its groove after mounting, it must be re-
newed.
NOTE ! The number of the cylinder is stamped in the upper part of the piston
and on the connecting rod, see Fig. 11.18.. When the piston has been re-
newed, the same markings must be stamped in the same locations as those
visible on the replaced piston.
4 Turn the piston to an upright position and lift it onto a support for cleaning
and piston ring assembly.
Mounting of the piston
5 Turn the crankshaft to TDC.
05–17 11 –17
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
NOTE ! When turning the crankshaft ensure that the big end bearing is in its nor-
mal running position (connecting rod studs have space to turn).
6 Mount the piston rings by using the pliers 800002. When new rings are
mounted, check the height clearance by using a feeler gauge with the rings fitted
into their grooves.
The rings should be placed with gaps located 180_ in relation to each other. Note
that the mark ”TOP” near the gap is visible on the upper surface.
NOTE ! Always renew the piston rings if they have been removed from the piston
during maintenance.
7 Clean the cylinder liner bore carefully and lubricate with engine oil.
8 Lubricate the piston and place the clamping device for the piston rings
(843001) around the piston, checking that the piston rings slide into their grooves.
9 Check and clean the contact surface of the connecting rod foot. Ensure that
the oil bores are clear. Note that the markings on the foot of the connecting rod
are on the same side as on the big end bearing body. (See Fig. 11.18.)
10 Check and clean the big end bearing contact surface. Ensure that the sur-
face is free from oil. Fit the compression shim (5) into position. (See Fig. 11.20.)
11 Fit the piston assembly ring (845010) to the place of the antipolishing ring.
12 Mount the protecting sleeve (835005) into position. Use guide tool
(836008) and lever (837040) when lowering the piston and remove the guide tool
when the connecting rod lower end has slid into the cylinder. (See Fig. 11.20.)
13 Lower the piston carefully into the cylinder liner.
14 Use the positioning tool (846012) to hold the big end bearing in the correct
position when lowering the piston.
15 Make a final check of the contact surfaces (clean and free from oil) before
the connecting rod slides over the studs. Check that the shim (5) is in place.
16 Lower the piston completely while taking care that the foot of the connect-
ing rod slides over the studs (10) without jamming. (See Fig. 11.5.)
17 Remove the lifting tool (835001), the clamping device (843001), the piston
assembly ring (845010), the protecting sleeve (835005) and the positioning tool
(846012).
18 Fit one (1) of the connecting rod nuts (11) in place by hand and turn the
piston to BDC. Fit all nuts in place by hand until they are seated.
11 –18 05–18
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
Fig. 11.20.
19 Lift the distance sleeves (861027) crosswise on the two diagonally opposite
connecting rod studs and screw on the hydraulic tools (861120). (See Fig. 11.21.)
20 Connect the hoses of the hydraulic pump (860100) according to Fig. 11.22.
and open the pump valve.
05–19 11 –19
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
View A
Fig. 11.21.
Fig. 11.22.
21 Keep on turning the hydraulic tools until the piston and cylinder end faces
are at the same level.
22 Shut the pump valve and pump to the stated pressure of stage 1. (See
section 7.3.2.)
23 Tighten the nuts with the pin (861028).
24 Open the pump valve slowly, move the tools to the two remaining studs
and tighten them in the same way.
25 Release the pressure.
26 Tighten the nuts to the final pressure of stage 2 (see section 7.3.2.) and
tighten with the pin (861028). Observe, that the nuts turn equally.
27 Release the pressure and remove the tools.
28 Mount the hydraulic tools on the two first studs and tighten them to the
final pressure. Observe, that the nuts turn equally.
(The tightening order is also shown in Fig. 11.23.)
11 –20 05–20
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
Fig. 11.23.
29 Release the pressure and remove the tools.
30 Clean the antipolishing ring carefully and check its condition. No cracks
are allowed. It is recommended to renew the antipolishing ring every time the pis-
ton rings are renewed.
31 Clean the top of the cylinder liner and check that no debris or particles re-
main between the liner and the antipolishing ring.
32 Fit the antipolishing ring in place.
05–21 11 –21
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
11–18v
Fig. 11.24.
4 Fit the hydraulic tightening tools (861142) for loosening the big end bearing
nuts. The tool can be lifted in three parts: distance sleeve, cylinder and piston.
11–19
Fig. 11.25.
5 Connect the hoses of the hydraulic pump according to Fig. 11.26.
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
11 –22 05–22
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
112001
Fig. 11.26.
7 Loosen the tools about 3/4 of a turn (270_).
8 Pump the hydraulic pressure to the stated value. (See section 7.3.2.)
9 Loosen the nuts about half a turn (6 keyholes).
10 Release the pressure slowly, disconnect the hoses and loosen the hydraulic
tools.
11 Remove the locking plates.
12 Fit the big end bearing mounting device (836027) to the A–bank side of
the engine when removing the big end bearing of a B–bank connecting rod (see
Fig. 11.27.). Turn the crankshaft to a suitable position to connect the big end bear-
ing to the device with the connecting rod nuts (11).
13 Remove the big end bearing nuts from the other side of the engine and fit
the rod (836007) together with the outside support (836006).
14 Slide the big end bearing lower half out along the rod (836007) until it is
against the support (836006).
15 Fit the inside support (836004) and remove the outside support (836006).
The lower half can be lifted away with M12 eye bolt fitted to the bearing side.
16 Remove the rod (836007).
17 Slide the upper half out with the tool (836027). Fit the eyebolt M12 and
lift the big end bearing upper half away (see Fig. 11.27.).
18 Cover the crank pin oil holes with plugs or tape.
05–23 11 –23
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
View A View B
11–21v
Fig. 11.27.
Fig. 11.28.
Thickness of the shell can be measured according to form 4611V008 (see “AT-
TACHMENTS”) and compared with the values given in the clearance and wear
table (chapter 6.).
11 –24 05–24
46 04 14 Crank mechanism: Crankshaft, connecting rod, piston 11
NOTE ! Note, that LOWER and UPPER big end bearing shell halves are differ-
ent. The shells must never be installed in the incorrect location.
3 Fit the big end bearing upper half to the mounting device and fasten it with
connecting rod nuts. (Fig. 11.29.)
NOTE ! The bearing must be turned so that in the final position, the locating pins
are towards the driving end on A–side bearings and towards the free end
on B–side bearings. The cylinder numbers are facing the manoeuvring
side on the A–bank and the rear side on the B–bank.
4 Slide the bearing carefully to its required position. Note that the crankshaft
is turned to the correct position.
5 Fit the rod (836007) to the other side of the engine together with the inside
support (836004).
6 Fit the bearing shell to the big end bearing lower half.
7 Lift the big end bearing lower half to the mounting device and slide it to-
wards the inside support (836004).
8 Fit the outside support (836006).
9 Remove the inside support (836004) and slide the big end bearing lower half
carefully to its required position.
10 Fasten the big end bearing nuts by hand until the shells are together.
11 Remove the mounting device.
12 Turn the big end bearing upside down and secure it with locking plates
(846008), check the clearance between upper and lower half (same clearance on
both sides).
13 Fit the hydraulic tightening tool (861142).
14 Connect the hoses of the hydraulic pump and open the pump valve.
15 Keep on turning the hydraulic tool as far as it rotates.
05–25 11 –25
11 Crank mechanism: Crankshaft, connecting rod, piston 46 04 14
Fig. 11.29.
16 Shut the pump valve and pump to stated pressure (see section 7.3.2.)
17 Tighten the nuts with the pin (861028).
18 Open the pump valve slowly and remove the hydraulic tools.
19 Turn the big end bearing to normal position. Fit the piston (see section
11.2.3.) and cylinder head (section 12.2.3.).
11 –26 05–26
46 03 18 Cylinder head with valves 12
12.1. General
Every cylinder is equipped with a cylinder head including two inlet and two outlet
valves with rotators, a main injection valve, a starting valve (on B–bank in some
cases a dummy), a safety valve and an indicator valve.
Cylinder heads are cast of special quality grey iron and are water cooled. Water
is lead into the cylinder head from the engine block through the cylinder liner wa-
ter bores. Water leaves the cylinder head through an outlet channel on the top and
flows to a common pipe and is drained away.
Fig. 12.1.
12–1 12 –1
12 Cylinder head with valves 46 03 18
12–1v–1
Fig. 12.2.
2. Turn the engine with the turning gear so that the piston in the reference
cylinder is at TDC, valves are closed and rocker arms are unloaded.
3. Remove the rocker arm casing cover (2), the rocker arm casing, the ”Hot
box” cover (3) and the insulating pane (4) over the exhaust gas connection to the
cylinder head. (See Fig. 12.3.)
4. Remove the clamps (5) of the exhaust and suction air pipes.
5. Loosen the oil pipe (7), fuel valve leaking pipe (8) and pilot starting air pipe
(9).
6. Remove the main injection pipe (10). Protect the connections of the injection
pipes and oil pipe from damage and ingress of dirt.
View A:
Fig. 12.3.
12 –2 12–2
46 03 18 Cylinder head with valves 12
7. Open the quick connections A, (B and C) for exhaust gas temperature moni-
toring sensors (B and C optional for exhaust gases and HT–water) (see Fig. 12.4.)
8. Fasten the lifting cable to the rocker arms.
9. Open the rocker arm fastening bolts (12), remove the rocker arms and push
rods.
View X:
12–3
Fig. 12.4.
10. Remove the protecting caps of the cylinder head screws.
11. Lift the hydraulic tools (861143) in position using the lifting tool (834045).
(See Fig. 12.5.) Connect the hoses according to the drawing.
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
12. Screw on the cylinders. Keep on turning the hydraulic tool as long as it ro-
tates to expel any possible oil. Repeat the tightening procedure to expel all oil.
120402v
Fig. 12.5.
12–3 12 –3
12 Cylinder head with valves 46 03 18
View A
Fig. 12.6.
19. Lift off the cylinder head.
20. Cover the cylinder opening with a piece of plywood or similar and install
the caps to protect the screw threads.
12 –4 12–4
46 03 18 Cylinder head with valves 12
Fig. 12.7.
NOTE ! Before mounting the upper clamps ensure, that the pipes are sitting even-
ly all around against the mating surface in the cylinder head.
9. Lift the hydraulic tool set (834045) into position according to Fig. 12.5. Con-
nect the hoses according to the scheme. Open the release valve of the hydraulic
pump and screw on the cylinders further to expel all possible oil. Repeat the tight-
ening procedure to expel all oil.
NOTE ! Note the general tightening instructions for hydraulically tightened con-
nections in section 7.3. before tightening.
10. Shut the release valve and tension the screws by pumping to the stated pres-
sure. (See section 7.3.2.)
11. Tighten the nuts by means of the pin until firm contact is made. Keep the
pressure constant while tightening.
12. Relieve the pressure and tension the screws again to the stated pressure.
Check the tightness of the nuts.
13. Open the release valve of the pump.
14. Remove the hoses and the cylinders.
15. Apply the protecting caps to the cylinder head screws.
16. The yokes may be adjusted here according to section 12.2.4. before assem-
bling the rocker arms.
17. Reconnect the cooling water discharge pipes (1). Replace the sliding ring
gaskets (42) with new ones. Use a special guiding mandrel (846160) when assem-
12–5 12 –5
12 Cylinder head with valves 46 03 18
bling the flange (43). (See Fig. 12.8. item I.) It is advisable to use some glue to
keep the o–ring (44) in place when connecting the pipe (1) to the connection piece
(41) (Fig. 12.8. item II).
Fig. 12.8.
18. Lift the rocker arms into position and fasten the fastening screws (12) (Fig.
12.4.) to stated torque. (See section 7.1.2.)
19. Fit the rocker arm casing to its place.
20. Adjust the valve clearance. (Section 12.2.4.)
21. Re–install the rocker arm casing cover the exhaust pipe insulating pane (4)
and the Hot Box cover.
22. Before starting, fill the engine cooling water system and turn the crank-
shaft two revolutions with the indicator cocks open.
12 –6 12–6
46 03 18 Cylinder head with valves 12
12–7
Fig. 12.9.
1. Turn the crank of the reference cylinder to TDC at ignition.
2. Loosen the locking screw (17) of the adjusting screws on the rocker arm as
well as on the yoke (18) and turn the adjusting screws in a counter–clockwise di-
rection to provide ample clearance. (See Fig. 12.9.)
3. Press the fixed end of the yoke against the valve stem by pressing down on
the adjustable end. Screw down the adjusting screw (19) until it touches the valve
end and note the position of the spanner (pos. a). Keep on screwing down while
the yoke tilts, until the guide clearance is on the other side and the fixed end of
the yoke starts lifting from the valve stem. Now press down on the fixed end. Note
the position of the spanner (pos. b).
4. Turn the adjusting screw counterclockwise to the middle position between
”a” and ”b”, i.e. ”c”. Lock the nut (18).
5. Valve clearances for inlet and exhaust valves are given in chapter 6.
6. Before adjusting the valve clearance hit the push rod end of the rocker arm
with a soft hammer to ensure that the push rod is correctly seated.
7. Put a feeler gauge corresponding to the valve clearance between the surface
of the yoke and the shoe at the rocker arm. Tighten the adjusting screw (20) until
the feeler gauge can be moved to and fro with only a slight force. Hold the adjust-
ing screw and tighten the locking screw (17) to stated torque. (See section 7.1.2.)
Take care not to over tension the locking screw and plate (21).Check that the
clearance has not changed while tightening.
12–7 12 –7
12 Cylinder head with valves 46 03 18
Fig. 12.10.
3. Open the indicator valve. Read instructions in section 12.6. Note that the
thread of the valve screw is left–handed.
4. Supply pressurized air (5–7 bar) via the checking device.
5. Shut the valve of the checking device and record the pressure drop in a certain
time (e.g. 20 s).
6. Close the indicator valve (see section 12.6.) and remove the tool (848020).
There is no use giving absolute guiding values for the pressure drop, but you can
evaluate the condition of the valves by comparing the pressure drop in different
cylinders.
12 –8 12–8
46 03 18 Cylinder head with valves 12
NOTE ! Exhaust and inlet valves differ in dimensions and also in material and
must not be mixed.
EXHAUST INLET
Fig. 12.11.
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
12–9 12 –9
12 Cylinder head with valves 46 03 18
121003
Fig. 12.12.
4. Knock at the centre of the valve discs with a soft piece of wood, plastic ham-
mer or similar, to loosen the valve cotters for removal.
5. Release the pressure carefully so that the valve springs are slowly unloaded.
NOTE ! Take care that the springs are fully unloaded before removing the nut.
Air in
Exhaust
out
00–3
Fig. 12.13.
12 –10 12–10
46 03 18 Cylinder head with valves 12
I II III
Stellit Nimonic Nimonic
valve disc diam. 160 valve disc diam. 170
Fig. 12.14.
1. Check first which kind of an exhaust valve (I, II or III) is in question.
2. Clean the valves, seats, ducts and guides as well as the underside of the cylin-
der head.
3. Compare the burn–off on the valve disc to Fig. 12.15. Read the limit values
for measures (X), (Y) and (Z) from the following table.
Burn-off area
Y Z
461256-1
Fig. 12.15.
12–11 12 –11
12 Cylinder head with valves 46 03 18
If any of these dimensions exceed the given limits, the valve must be replaced.
4. Reconditioning of valves and valve seats has to be done by grinding or by
machining.
5. Before grinding check the valve stem clearance by measuring the stem and
guide and change the worn part if necessary. Use measuring documents
4612V001 and 4612V002. The valve guide can be pressed out by using the tools
845004 and 845005. (Fig. 12.16.) Check the bore in the cylinder head. When re-
fitting, cooling with liquid nitrogen is recommended, but pressing in with oil lu-
brication is also acceptable. After the new guide is fitted, check the guide bore.
122002
Fig. 12.16.
12 –12 12–12
46 03 18 Cylinder head with valves 12
INLET
EXHAUST EXHAUST
121107
Fig. 12.17.
2. Seat ring for the inlet valve: The seat angle of the inlet valve seat ring is
19.5_, see tolerances in Fig. 12.18. The seat can be ground until the outer seat
diameter reaches 171.5 mm (See Fig. 12.18.). After that the seat ring must be re-
placed with a new one.
121304
Fig. 12.18.
3. Seat ring for the exhaust valve: There are two alternatives used for exhaust
valve seat rings. These can be identified easily by the form and diameter of the
seat face. (See table below.) The seat can be ground until the outer seat diameter
reaches the maximum value given in the table.
Sharp edge (V) should be removed after grinding. (See Fig. 12.19.)
12–13 12 –13
12 Cylinder head with valves 46 03 18
A B
1223p
121205
A: B:
Fig. 12.19.
4. Check with a blueing test that the contact area is big enough and that it is at
the inner edge of the seat. (See Fig. 12.20.) Ensure, that the valve used in the blue-
ing test is the one that will be assembled to the seat concerned.
Spread a thin layer of blue paint on the whole seat face of the valve. Fit the valve
into its place in the valve guide and press the valve gently against the valve seat
using the tool (841010). Repeat 2–3 times turning the valve about 45_ between
the strokes.
Ensure, that the sealing faces are absolutely clean and the blue paint layer is as
thin as possible.
12 –14 12–14
46 03 18 Cylinder head with valves 12
10 – 30% 120806p
INLET:
EXHAUST: I, II III
30 – 95% 30 – 95%
Fig. 12.20.
5. If the contact area is not big enough, the seat ring can be lapped lightly by
hand to ensure good contact between the seat and the valve.
12–15 12 –15
12 Cylinder head with valves 46 03 18
Fig. 12.21.
12 –16 12–16
46 03 18 Cylinder head with valves 12
121402
Fig. 12.22.
12–17 12 –17
12 Cylinder head with valves 46 03 18
EXHAUST INLET
122403
Fig. 12.23.
When the cylinder head has reached the room temperature:
7. Check the eccentricity of the sealing face in relation to the valve guide. En-
sure that the seat ring is in continuous contact against the bottom machined sur-
face. The maximum allowed eccentricity is 0.07mm. If the eccentricity is
0.07–0.25mm, the seat surface can be ground with a seat grinding machine.
Hydraulic test:
A hydraulic test at 10 bar must be carried out as follows every time a new exhaust
valve seat ring has been fitted:
1. Block the cooling water inlet passages (38) (8 pcs) and the deaerating hole
(39) (see Fig. 12.24.) rather with a special tool (848021). (See Fig. 12.25.) Note
the washers (47) and the correct tightening torque (640Nm) of the tightening nuts.
If the tool (848021) is not available:
– Block the 8 cooling water inlet passages (38) with rubber expansion plugs.
– Tap the deaerating hole (39) with M8 thread and block it with a plug.
2. Block the cooling water outlet passage (40) (See Fig. 12.24.) with a pressure
test flange (847012) (See Fig. 12.25.) and fill the cooling water space with water.
12 –18 12–18
46 03 18 Cylinder head with valves 12
3. Connect the checking device (848020) to the test flange and replace the hose
coupling with the transformation piece (46) taken from the test flange.
4. Connect the low pressure pump (860050) to the transformation piece and
apply a pressure of 10 bar.
CAUTION ! Beware of the rubber plugs while there is pressure in the cylinder
cover. The plugs may be dangerous if they become loose.
121607
Fig. 12.24.
122500
Fig. 12.25.
12–19 12 –19
12 Cylinder head with valves 46 03 18
Fig. 12.26.
1. Remove the spring band (6).
2. Remove the cover plate (1).
3. Remove the cap spring (3).
4. Remove the steel balls (4) and turning springs (5).
5. Clean the base plate (2) and all other parts. Check that there is no serious
damage. Change if necessary.
6. Reinstall the parts in the opposite order than previously described.
12 –20 12–20
46 03 18 Cylinder head with valves 12
Fig. 12.27.
12–21 12 –21
12 Cylinder head with valves 46 03 18
1. Spindle
2. Housing
3. Plug
4. Spring
Fig. 12.28.
12 –22 12–22
46 03 18 Camshaft driving gear 13
13.1. General
The camshafts are driven by the crankshaft through gears. The gears are alike for
both camshafts. (Fig. 13.1.) Therefore in this chapter only the gear system for one
camshaft is described.
The gearing consists of a split gear on the crankshaft, two hydraulically fastened
intermediate gears and a camshaft driving gear. Lube oil nozzles provide for lu-
brication and cooling of the gears. The camshafts rotate in the same direction as
the crankshaft at half the speed.
Fig. 13.1.
13–1 13 –1
13 Camshaft driving gear 46 03 18
Fig. 13.2.
13 –2 13–2
46 03 18 Camshaft driving gear 13
NOTE ! Special tools are needed for this work. Please contact the engine manufac-
turer.
View A
13–6
Fig. 13.3.
7. Open the flange connection screws (20) and remove the camshaft extension
(10) by using the lifting tool (836024) together with the connection (836017) and
(836018). (See Fig. 13.4.)
NOTE ! Support the driving wheel when lifting the extension piece out.
NOTE ! Do not turn the crankshaft while one or more of the gear wheels is loose.
If you have to turn the crankshaft, first loosen the push rods or rocker
arms (to avoid contact between pistons and valves).
13–3 13 –3
13 Camshaft driving gear 46 03 18
13–2–3v
Fig. 13.4.
8. Lift the camshaft driving wheel out by using the lifting device (836024) to-
gether with the connection (836020) and (836023) (or 836034 on the other bank).
(See Fig. 13.5.)
13 –4 13–4
46 03 18 Camshaft driving gear 13
13–3v
Fig. 13.5.
9. Lift the camshaft extension out by using the lifting device (836024) together
with connection (836019). (See Fig. 13.6. )
13–15v
Fig. 13.6.
13–5 13 –5
13 Camshaft driving gear 46 03 18
NOTE ! The intermediate wheels (1 and 2) must not be dismantled unless it is ab-
solutely necessary. The relative position between the two wheels has been
adjusted when assembled at the factory and should not be changed. If
you must separate the two gear wheels you must mark them so that they
can be assembled back exactly to the correct positions.
13–4
Fig. 13.7.
10. Open the screws (21) to remove the cover (22) from the intermediate gear
thrust bearing. (Fig. 13.7.)
11. Open the fastening screws (23) and remove the shaft plate (24) together
with the outside thrust bearing (5).
12. Open the fastening screws (25) and remove the housing plate (26) together
with the inside thrust bearing (32).
13 –6 13–6
46 03 18 Camshaft driving gear 13
130502
Fig. 13.8.
13. Lift the hydraulic tool (861143) onto the center stud.
14. Screw on the hydraulic tool (861143), when at the right position.
15. Connect the hoses of the hydraulic pump (860170) according to Fig. 13.8.
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
16. Keep on turning the hydraulic tool as long as it rotates. Repeat the proce-
dure a few times to get all oil out from the tool.
17. Turn the hydraulic tool back about 3/4 of a turn 270.
18. Pump the hydraulic pressure to the stated value. (See section 7.3.2.)
19. Loosen the nut (27) about 3/4 of a turn with the pin (861010).
20. Release the pressure slowly, disconnect the hoses and unscrew the hydraulic
tools.
21. Remove the hydraulic tool.
22. Remove the nut.
13–7 13 –7
13 Camshaft driving gear 46 03 18
13–61v
Fig. 13.9.
26. Slide the smaller intermediate gear (2) out from engine frame and support
it so that you can put the lifting tool (836022) to the shaft of the smaller intermedi-
ate gear and tighten it with a wrench. (See Fig. 13.10. )
130702
Fig. 13.10.
27. Remove the smaller intermediate gear by using the lifting device (836024)
together with connection (836023 or 836034). (See Fig. 13.11.)
13 –8 13–8
46 03 18 Camshaft driving gear 13
13–71v
Fig. 13.11.
28. Remove the center stud (3).
NOTE ! The intermediate wheels (1 and 2) must not be dismantled unless it is ab-
solutely necessary. The relative position between the two wheels has been
adjusted when assembled at the factory and should not be changed.
CAUTION ! Check that cylinder A1 (or B1) is at TDC of ignition cycle before
proceeding.
13–9 13 –9
13 Camshaft driving gear 46 03 18
Mark A Mark B
Fig. 13.12.
1. Mount the shaft (6) and the big intermediate wheel (1) together with screws
M12 (29). (See Fig. 13.7.) Fasten to stated torque. (See ”General torques” in
chapter 7.)
2. Lift the smaller intermediate wheel (2) into position using lifting device
(836024) with connection (836022) and (836023 or 836034), see Fig. 13.13. At
the same time the center stud (3) must be put into position inside the smaller inter-
mediate gear (Fig. 13.10.). When the gear is fitted inside the bearing, slide it
against the engine frame.
13 –10 13–10
46 03 18 Camshaft driving gear 13
13–10v
Fig. 13.13.
3. Lift the distance ring (28) (Fig. 13.14.) to the shaft of the smaller intermedi-
ate gear.
NOTE ! The distance ring must be aligned so that the adjusting slot is against the
smaller intermediate gear. (See Fig. 13.14.)
131701
Fig. 13.14.
13–11 13 –11
13 Camshaft driving gear 46 03 18
4. Lift the bigger intermediate wheel into position by using the lifting device
(836024) together with connection (836021) and (836023 or 836034). (See Fig.
13.15.)
13–11v
Fig. 13.15.
5. Slide the smaller wheel (2)against the bigger intermediate gear (1).
NOTE ! Check that the assembly marks are as shown in Fig. 13.12.
6. Clean the center stud (3) and lubricate the threads. (See Fig. 13.16.)
7. Screw the center stud (3) in position and tighten it to stated torque (see sec-
tion 7.3.2.) by using a tightening tool (803003).
8. Screw the nut (27) by hand against the end surface; check that the nut is in
the guide. (Fig. 13.16.)
Pretightening the central nut of the intermediate gear
9. Lift the hydraulic tool (861143) into position on the center stud (3). (See
Fig. 13.8.)
10. Screw on the hydraulic tool (861143).
11. Connect the hoses of the hydraulic pump (860170) according to Fig. 13.8.
NOTE ! Some hydraulic pumps have a built–on pressure gauge and a return hose
has to be connected back to the pump.
Always follow the instructions delivered with the pump.
13 –12 13–12
46 03 18 Camshaft driving gear 13
13–13 13 –13
13 Camshaft driving gear 46 03 18
13–4
Fig. 13.16.
4. Fit the inner shaft plate (17) with the inner part (33) of the thrust bearing.
Fit the house plate (19) and tighten the screws (16) to stated torque. (See section
”General torques” in chapter 7.)
5. Fit the outer part (12) of the thrust bearing together with shaft plate (15)
and tighten the screws M12 (14) to stated torque. (See section ”General torques”
in chapter 7.)
6. Check the axial bearing clearance and backlash between the gears (2) and
(7). Refer to section 6.2.
7. Lock the screws (14) with locking wire and mount the cover (13).
8. Tighten the rocker arm bracket fastening screws, if loosened and mount
the covers. (See chapter 14.)
9. Check the valve timing and fuel pump timing (see chapter 16.) of one cylin-
der and compare to the tested values of the setting table in the delivery documents.
Readjust if necessary.
10. Tighten the nut (27) of the intermediate gears center stud (3) to stated
torque (see section 7.3.2.) by using tightening tool (861143). Tightening order
is the same as previously described in this section.
11. Disconnect the hoses and remove the hydraulic tool (861143).
12. Assemble the intermediate gear thrust bearing cover (22). (Fig. 13.16.)
13. Mount the covers for the gearing and camshaft.
13 –14 13–14
46 03 18 Camshaft driving gear 13
130100v
Fig. 13.17.
13–15 13 –15
13 Camshaft driving gear 46 03 18
Fig. 13.18.
If only the split gear wheel has to be changed, one half of the wheel can be re-
moved or mounted at a time.
NOTE ! Special tools are needed for this work. Please contact the engine manufac-
turer.
1. Lower the bearing cap of main bearing No.1. (See section 10.2.2.)
2. Loosen the fastening screws (30).
3. Unscrew the axial screws (31).
4. Unscrew the fastening screws (30) and remove the gear wheel halves.
13 –16 13–16
46 03 18 Camshaft driving gear 13
2. Lower the bearing cap for main bearing No.1. (See section 10.2.2.)
3. Apply Loctite 242 to the threads of the screws (31) and (30), and engine
lubricating oil under the screw heads. (Do not use Molykote.)
4. Mount the gear wheel halves on the crankshaft with the parting face at right
angles with the crank of cylinder No.1 and fasten the screws (31) and (30) by
hand.
5. Tighten the axial screws (31) to a torque of 10 Nm and check that contact is
established between the gear wheel and the crankshaft flange.
6. Tighten the fastening screws (30) to stated torque. (See section 7.1.3.) The
screws closest to the crankshaft flange are to be tightened first.
7. Tighten the axial screws (31) to stated torque. (See section 7.1.3.)
8. Check the split gear wheel roundness. Place the cylindrical pin in the tooth-
cap as shown in Fig. 13.19. Turn the engine and use a dial indicator to get indica-
tions. Repeat the procedure and take comparative indications from at least four
different locations. The difference between the four indications must be less than
0.09 mm.
9. Lift the bearing cap for main bearing No.1. (See section 10.2.4.)
Fig. 13.19.
13–17 13 –17
13 Camshaft driving gear 46 03 18
7. Clean the parting surfaces of the wheel half and the contact faces of the gear
wheel and the crankshaft.
8. Apply Loctite 242 on the threads of the screws (31) and engine lubricating
oil under the screw heads. (Do not use Molykote.)
9. Mount the new gear wheel half on the crankshaft against the old upper half
and tighten the screws (30) to a torque of 600Nm. Check with a feeler gage that
the joint surfaces meet properly.
10. Tighten the new half axial screws (31) to stated torque. (See section 7.1.3.)
Check that contact is established between the gear wheel and the crankshaft
flange.
11. Remove the fastening screws (30).
12. Turn the crank of cylinder no. 1 carefully to TDC.
13. Unscrew the axial screws (31) of the other half.
14. Remove the other half of the split gear wheel.
15. Clean the parting surfaces of the wheel half and the contact faces of the
gear wheel and the crankshaft.
16. Apply Loctite 242 on the threads of the screws (30) and engine lubricating
oil under the screw heads. (Do not use Molykote.)
17. Mount the new gear wheel half to the crankshaft against the upper half
and tighten the screws (30) to stated torque. (See section 7.1.3.) Check that the
joint surfaces meet properly.
18. Apply Loctite 242 on the threads of the screws (31) and engine lubricating
oil under the screw heads. (Do not use Molykote.)
19. Tighten the axial screws (31) of the new half to stated torque. (See section
7.1.3.) Check that contact is established between the gear wheel and the crank-
shaft flange.
20. Turn the crankshaft half a turn.
21. Check the split gear wheel roundness as mentioned in section 13.3.3.
22. Lift the bearing cap of main bearing No.1 back to its place. (See section
10.2.4.)
23. Check that the fuel pump timing of the reference cylinder has not
changed. (See item No. 1 of this section.)
13 –18 13–18
46 01 01 Valve mechanism and camshaft 14
)) 1. Screws
3. Rocker arms
4. Push rod
5. Protecting sleeves
8. Cover
11. Valve tappet
12. Shaft
13. Bracket
14. Yoke
14–1 14 –1
14 Valve mechanism and camshaft 46 01 01
1. Screws
2. Locking screw
3. Rocker arm
7. Shaft
13. Rocker arm bracket
20. Bushing
14–7
4. Open the screws (1) and lift the rocker arm bearing bracket (13) from the
cylinder head.
5. Remove the yoke (14). (See Fig. 14.1.)
14 –2 14–2
46 01 01 Valve mechanism and camshaft 14
14–71
Rocker arms:
6. Support the bracket by crane and open the locking screws (2). Slide the
brackets (13) out from the shaft (7) on both sides. Remove the rocker arms (3)
and the shaft.
7. Remove the push rods (4) and the protecting sleeves (5) by lifting up
through the guide holes in cylinder head.
Valve tappets:
8. Open the screws (9) and remove the cover (8).
9. Lift the valve tappet (11) out.
14–3 14 –3
14 Valve mechanism and camshaft 46 01 01
4. Push rod
5. Protect sleeve
6. Locking pin
8. Cover
9. Screw Section A:
10. Guiding pin
11. Valve tappet
12. Shaft
17. O–ring
18. O–ring
19. Ball head pin
26. Compression spring
27. Bearing bush
28. Roller
140207
14 –4 14–4
46 01 01 Valve mechanism and camshaft 14
14.4.) and assemble. Keep the roller (28) at the correct level and slide the journal
(12) into position observing that the locking pin (6) secures to the corresponding
drilling in tappet body.
2. Insert the valve tappet (11) into the guide hole in the engine block.
3. Mount the cover (8).
Push rods:
4. Grease the O–rings (17) and (18) properly. Insert the protecting sleeves
(5) and push rods (4) into position through the cylinder head guide bores.
5. Mount the yoke. (For adjusting the yokes see chapter 12.)
Rocker arms: (see Fig. 14.2.)
6. Lubricate the rocker arm parts properly with clean engine oil. Assemble
the bushing (20) to the journal (7).
7. Fit the rocker arms to the journal.
8. Slide the brackets and journal together and secure the journal with the
locking screws (2).
14–5 14 –5
14 Valve mechanism and camshaft 46 01 01
Fuel
inject.
14 –6 14–6
46 01 01 Valve mechanism and camshaft 14
14–7 14 –7
14 Valve mechanism and camshaft 46 01 01
Section A–A:
8. Move the free end of the camshaft towards the free end of the engine
a maximum of 35 mm by using a suitable lever.
9. Disengage the camshaft piece from the centering and fixing pins (4)
(Fig. 14.5.) and lower it sideways using the screw (25).
14 –8 14–8
46 01 01 Valve mechanism and camshaft 14
$
4. Mount the camshaft piece (1) on the fixing pin. (See Fig. 14.5.) After
centering it at either end, press together the camshaft using three assembly screws
at both ends of the camshaft piece.
5. Fasten the studs (7) by hand and tighten the nuts (3) by using the torque
wrench (820009). (For tightening torques see chapter 7.)
6. Check the tappet rollers carefully. Even slightly damaged rollers have to
be changed.
7. Turn the camshaft and remove the locking bars one by one when there
is a contact between the roller and the cam.
8. Mount the cover (8) of the starting air distributor.
9. Tighten all the loosened rocker arm bracket fastening nuts.
10. Check the valve clearances on the cylinder concerned and on all cylin-
ders towards the free end on that bank. (See chapter 12.)
11. Check the fuel pump timing on the cylinder concerned (see chapter 16.)
and on the next cylinder towards the free end. If any corrections have to be done
on the next cylinder, all the pumps on that side have to be checked.
14–9 14 –9
14 Valve mechanism and camshaft 46 01 01
%
-
( "
,
.
14 –10 14–10
46 04 24 Turbocharging and air cooling 15
15.1. Description
The engine is equipped with two turbochargers and coolers situated either in the
free end or in the driving end of the engine.
The turbochargers are driven by exhaust gases coming from various cylinders
through opened exhaust valves. The compressor (1) rotates with the turbine (2)
and draws air in from the engine room raising the ambient air pressure to a higher
level (charge air pressure). The air is heated up in the process and has to be cooled
down in the air cooler (3) before entering the air receiver (4) and the cylinder
through opened inlet valves.
Fig. 15.1.
15–1 15 –1
15 Turbocharging and air cooling 46 04 24
15.2. Turbocharger
15.2.1. Description (TPL–turbocharger)
The turbocharger is of axial turbine type.
It is mechanically independent of the engine to which it is applied, but the lubri-
cating system forms part of the engine lubricating oil system.
The turbocharger is equipped with cleaning devices to clean the turbine and com-
pressor by water injection.
Speed is measured by a pick up installed on the compressor side.
15 –2 15–2
46 04 24 Turbocharging and air cooling 15
The turbine washing intervals are stated in the maintenance schedule in chapter
4.
Fig. 15.2.
15–3 15 –3
15 Turbocharging and air cooling 46 04 24
15 –4 15–4
46 04 24 Turbocharging and air cooling 15
071208
Fig. 15.3.
15–5 15 –5
15 Turbocharging and air cooling 46 04 24
Air in
Charge air
cooler
Air to re-
ceiver
LT–side HT–side
Fig. 15.4.
NOTE ! If water keeps on dripping or flowing from the draining hole for a longer
period (unless running all the time in conditions with very high humidity)
the cooler insert may be leaking and must be dismantled and pressure
tested.
15 –6 15–6
46 04 24 Turbocharging and air cooling 15
Air coolers
Air flow
View A:
151704
L–engines V–engines
152301
15–7 15 –7
15 Turbocharging and air cooling 46 04 24
150511v
Fig. 15.7.
3. Open all the air cooler fastening screws (27). (See Fig. 15.8.)
4. Fit the tool (846053) and fasten it with connection screws (43). (Note that the
support arrangement of the tool depends upon the installation and may be differ-
ent from the one shown in Fig. 15.8.) Pull out the air cooler horizontally (by using
a block and a tackle). When the cooler is outside of the cooler housing it can be
removed by truck or by crane using the lifting yokes of the cooler.
5. Clean the air side according to the cooler manufacturer’s instructions.
15 –8 15–8
46 04 24 Turbocharging and air cooling 15
Lifting yoke
View B:
15–7v–12
Fig. 15.8.
NOTE ! Use of a high pressure water cleaning device may cause damage to the
fins, which will result in an increased pressure drop over the cooler.
6. Remove the flow return header (30) and the inlet/outlet header (31) to make
the water side accessible. (See Fig. 15.9.)
7. Clean the water side. Regular cleaning is necessary. The cleaning intervals
depend on the cooling water used. Cleaning of the water side is not only required
to maintain the thermal performance of the cooler, but also to prevent scaling and
corrosion. Scaling increases the risk of pitting corrosion and obstacles partly
blocking the tubes lead to erosion.
Mechanical cleaning:
Mechanical cleaning is done by use of nylon brushes fitted to a rod. The length
of the rod corresponds to the tube length of the cooler in question and the type
of the brushes is chosen in accordance to the finned tube type. Mechanical clean-
ing can be done on site or with the cooler removed. Check the gaskets (32) and
(33) and replace if necessary.
Hydraulic cleaning:
Hydraulic cleaning is carried out with the cooler removed using a high pressure
spray gun to remove dirt deposits inside the tubes. It is recommended that the size
of the spray gun nozzle is 3 mm.
Chemical cleaning:
Chemical cleaning is recommended, when the cooler is removed. The tube
bundle is immersed into a chemical cleaning bath. Time of immersion is a func-
15–9 15 –9
15 Turbocharging and air cooling 46 04 24
tion of the degree of fouling. When the cleaning is complete, the cooler is to be
flushed by applying a powerful water jet. If the result is still not satisfactory,
cleaning should be repeated.
Fig. 15.9.
8. Reassemble the cooler insert and lift it on the tool (846053) (spread plenty
of vaseline on the tool, where the cooler will be seated).
9. Pull the cooler into the welded housing (40) (by using a block and a tackle),
be careful not to move the steel sealing bars (44). (See Fig. 15.8.)
10. Fit and tighten the air cooler fastening screws (27).
11. Tighten the supporting screws (28) lightly against the air cooler and lock
with nuts.
12. Tighten the supporting screws (29) to a torque of 20 Nm and lock with
nuts.
13. Remove the tool (846053). Connect the HT and LT cooling water pipes (14)
and (15).
When filling the system with water, check for possible leaks.
15 –10 15–10
46 03 51 Injection system 16
16.1. Description
Basically the entire fuel system mounted on the engine is situated inside the insu-
lated Hot Box. Circulating fuel, together with heat radiation from the engine,
keeps the whole space hot so that no extra heating pipes are needed on the engine.
The liquid fuel injection system consists of injection pump, high pressure pipe
and injection valve. The injector is uncooled and is situated in the middle of the
cylinder head.
The drain fuel from the pumps and fuel valves is led through special leak fuel
channels out from the engine. Flow switches monitor the leak separately from
pumps and injectors, injection pipes and from the Hot Box.
16–1 16 –1
16 Injection system 46 03 51
160104
Fig. 16.1.
1 Main injection 56 Fuel in
4 Leak fuel 57 Fuel out
5 Lubricating oil 58 Leak from injection pipe
6 Air 59 Normal back flow
16 –2 16–2
46 03 51 Injection system 16
2. If possible use air to blow the fuel out from low pressure system.
See chapter 17.
3. Remove the main injection pipe (1) and leak fuel connections. (See Fig.
16.1.)
4. Open the fuel feed connection by removing the screws (3).
5. Open the leak fuel connections (4) from the pump chamber; loosen the lu-
brication pipe (5) and the air connection (6) to the emergency stop cylinder.
NOTE ! Cover immediately all openings with tape or plugs to avoid dirt entering
the system.
Fig. 16.2.
8. Open the nuts (8) and lift off the pump by using the lifting tools (831007 and
831001).
16–3 16 –3
16 Injection system 46 03 51
NOTE ! Be careful not to damage the o–rings (9) on the fuel feed connection while
lifting the pump.
7. Rotate the control shaft and check that all pumps follow the shaft movement
. Check the fuel rack positions of all pumps, see chapter 22.
8. Open the fuel supply to the engine and circulate the fuel for some time to vent
the system; see chapter 17. Turn simultaneously the crankshaft with turning gear.
16 –4 16–4
46 03 51 Injection system 16
Fig. 16.3.
2. Open the bottom cover screws (12) and remove the flange (13). (See Fig
16.5.)
3. Secure the push spindle assembly by using a tool (836040) as shown in Fig.
16.4. and push the assembly slightly to be able to remove the retainer ring (14)
with pliers (800001). (This can be done hydraulically if using assembling trestle
862023.)
Fig. 16.4.
16–5 16 –5
16 Injection system 46 03 51
NOTE ! The tappet is spring loaded; Be careful when loosening the tool.
4. The push spindle assembly (15, 16) and the element plunger (17) can be taken
out now.
NOTE ! Be careful when handling the plunger and taking it out from the push
spindle assembly. Plungers, elements and pump valves are matched and
they must be kept together during overhaul.
5. Remove the springs (18), spring disc (42) and the control sleeve (19).
6. Turn the pump to the vertical position.
7. Open the screws (20) crosswise in steps of 30_ and also screws (21). Remove
the cover (22) carefully with its valves.
8. Remove the main delivery valve (23) and the constant pressure valve (25)
with springs.
16 –6 16–6
46 03 51 Injection system 16
160207
Fig. 16.5.
16–7 16 –7
16 Injection system 46 03 51
9. Take out the element cylinder (26) by tapping the bottom of the element with
a soft tool. If O–rings are seated tightly you can use air for assistance by opening
the plug (27) at the pump chamber and blowing air in. Air will create a lifting
force on the element. The element cylinder can be removed now by using the
screws (21) for lifting.
10. To remove the control rack (28) open the pneumatic cylinder fastening
screws (29) and remove the cylinder (30) with piston (32) and sliding O–ring
(50). (See Fig. 16.6.) Loosen the grub screw (34) and pull out the control rack.
Pull
out
Fig. 16.6.
16 –8 16–8
46 03 51 Injection system 16
Pump cover:
Fig. 16.7.
NOTE ! Be careful with the valves in the pump cover. Some oil may be used in the
valves to keep them in position during assembly.
5. Tighten first screws (21) crosswise in three steps to nominal torque and then
screws (20) in the same way. (See chapter 7.)
6. Mount the control rack (28) and fasten the grub screw (34). (Fig. 16.6.) Fit
the counter sleeve (48) and pressure plate (33) together with screw (31) to posi-
tion. Fit the piston (32) and put on the cover (30) with screws (29).
7. Turn the pump upside down and fit the control sleeve (19). (Fig. 16.5.) Move
the control rack to a position where two marks (A) can be seen. (Fig. 16.8.) One
of the control sleeve teeth is chamfered (B) and this tooth must slide into the tooth
space between the marks on the rack. (See Fig. 16.9.)
Fig. 16.8.
16–9 16 –9
16 Injection system 46 03 51
8. Reinstall the spring disc (42) and springs (18). (See Fig. 16.5.)
9. Assemble the element plunger and push spindle assembly (15,16) and lift
carefully into position.
10. Note the mark on one of the plunger vanes (C). See Fig. 16.8. The marked
plunger vane must slide into the marked groove on the control rack side of the
control sleeve (D). It corresponds to the marks on the control rack (A) and the
chamfered tooth (B) of the control sleeve.
Fig. 16.9.
11. Press the push spindle down carefully by using a tool (836040). (See Fig.
16.4.) To make the plunger vanes slide into the grooves on control sleeve you can
gently move the control rack.
12. When the plunger is deep enough, install the retaining ring (14) with pli-
ers (800001). After removing the tool check that the control rack can be easily
moved.
13. Before installing the flange (13) make sure that the shaft sealing (43) is in
good condition. If necessary replace the sealing by opening the screws (44) and
removing the cover (45). (Fig. 16.10.)
16 –10 16–10
46 03 51 Injection system 16
Fig. 16.10.
NOTE ! If the sealing starts to leak, fuel can enter the lubricating oil system and
possibly spoil it.
16–11 16 –11
16 Injection system 46 03 51
AIR
Fig. 16.11.
5. Turn the crankshaft to a position 22_ before TDC at ignition.
6. Set the fuel rack to 35 mm position.
7. Turn the crankshaft to the normal running direction of the engine and read
and record the full pressure from the pressure gauge (A) (Fig. 16.11.) when the
plunger is closing the spill port (B) completely.
If the gauge doesn’t work properly ensure that the throttle points (C) of the timing
tool (862020) are clear and open.
8. Turn the engine against the normal running direction until the pressure in
instrument (A) falls down to zero.
9. Turn the crankshaft slowly to the normal running direction of the engine.
Preferably by hand from the turning gear. Keep on turning until the pressure in
the instrument starts to rise. Stop turning when the pressure has increased
. Record the pressure and the position of the fly-
wheel.
E.g. if full measured pressure was 4 bar, the timing should be checked at 2 bar.
10. Compare the measured values to the correct values given in the ”set-
tings”–table of the test records. The deviation to those readings should be max
0,5_. The deviation between the different cylinders in one engine should not ex-
ceed 1,0_ crank angle. If larger deviations are noted the injection pump lifter must
be adjusted. (See section 16.2.8.)
11. If no adjustment is needed, mount the erosion plugs (46) (see tightening
torque in chapter 7.) securing with a locking wire and switch on the fuel. Inspect
for possible leaks before starting the engine again.
CAUTION ! Never use copper seal rings on injection pumps. A deformed seal
ring may cause hazardous fuel spray and fire.
16 –12 16–12
46 03 51 Injection system 16
tion from the engine it is important that fuel pump adjustments are done properly
and in accordance with the setting table, (see test records).
1. Remove the pump. (See section 16.2.3.)
2. Fasten the pump base using suitable sleeves under the nuts (8). (See Fig.
16.12.)
3. Measure the distance (X) between the adjusting screw and the pump base up-
per surface when the cylinder is turned to a position where the delivery stroke
should start. (See setting table in delivery documents.)
161202
Fig. 16.12.
4. Use Fig. 16.13. to determine the correction needed for the adjusting screw
to achieve the right timing.
0.8 mm in tappet position corresponds to about 1_ on flywheel scale.
16–13 16 –13
16 Injection system 46 03 51
Adjusting of tappet
position (mm)
(dimension X)
Spring holder
contact against
retaining ring
Change of inj.
timing (deg.
BTDC)
160902
Fig. 16.13.
5. Open the locking screws(49) and adjust the distance X to the correct position;
lock the screws again to stated torque (see chapter 7.) before the final checking
of distance X. Note the correct positioning of the securing plate (distance from
the top of the tappet given in Fig. 16.12.)
6. Open the nuts (8) and remove the sleeves.
7. Fit the fuel pump according to section 16.2.4.
8. Check again the timing.
9. If in tolerance, fit the erosion plugs (46) (see tightening torque in chapter
7.) securing with a locking wire and switch on the fuel. Inspect for possible leaks
before starting the engine again.
16 –14 16–14
46 03 51 Injection system 16
CAUTION ! Never use copper seal rings on injection pumps. A deformed seal
ring may cause hazardous fuel spray and fire.
B–
bank B–bank
A–
bank A–bank
Section A–A
Fig. 16.14.
16–15 16 –15
16 Injection system 46 03 51
161004
Fig. 16.15.
The main injection line consists of a connection piece (1), which is fastened to
the main nozzle holder (2), and a two layer injection pipe (3).
The connection piece seals with plain metallic surfaces and these surfaces are to
be checked before mounting. Always tighten the connection piece to correct
torque before mounting the injection pipe and also when only the injection pipe
has been removed.
The injection pipes are delivered as complete with connection nuts assembled.
Always tighten the connections to correct torque. (See chapter 7.)
When removed, the injection line components have to be protected against dirt
and rust.
16 –16 16–16
46 03 51 Injection system 16
162006
Fig. 16.16.
16.5.1. Description
The engine is equipped with an injection system where the injection valve is cen-
trally located in the cylinder head and includes a nozzle holder and a nozzle. Fuel
enters the nozzle holder through a connection piece fastened to the nozzle holder
from the side. (See Fig. 16.15.)
16–17 16 –17
16 Injection system 46 03 51
4. Remove the fastening nuts (26) of the injection valve. (Fig. 16.17.)
Fig. 16.17.
5. Lift out the injection valve by using the eyebolt M12 (805001). If necessary,
use the extractor (837038). If too much force has to be used, there is a risk of the
stainless sleeve of the cylinder head coming loose which, in such a case, must be
checked.
6. Protect the fuel inlet hole of the injection valve and the bore in the cylinder
head.
NOTE ! The locating pin (11) determines the correct position of the fuel injector
when mounting. (See Fig. 16.20.)
4. Tighten the fastening nuts (26) (Fig. 16.17.) of the injection valve to correct
torque in steps of 10 Nm. (See chapter 7.)
5. Put new o–rings (19) to the sealing flange of the connection piece. (See Fig.
16.16.)
6. Place the flanges and the cutting ring (10) on the connection piece and
screw the connection piece into the nozzle holder by hand.
16 –18 16–18
46 03 51 Injection system 16
163400
Fig. 16.18.
10. Lubricate the threads of the nuts (6) and (7) (Fig. 16.16.) as well as the
conical sealing surfaces of the injection pipe (3) with Molykote G–n Plus.
11. Fit the injection pipe (3) in place, turn the nuts alternately, Move the pipe
at the same time back and forth for better centering of the sealing surfaces.
12. Tighten the cap nuts to stated torque. (See chapter 7.)
13. Mount the Hot–Box covers and rocker arm casing.
16–19 16 –19
16 Injection system 46 03 51
Fig. 16.19.
NOTE ! The nozzle can also be sent to the engine manufacturer for possible re-
conditioning. Note that the nozzle can be reconditioned only once due to
surface hardening on the nozzle body.
16 –20 16–20
46 03 51 Injection system 16
Fig. 16.20.
7. Clean and check the parts carefully.
8. Check the high pressure sealing faces of the nozzle holder, i.e. the contact
face to nozzle and the bottom of the fuel inlet hole.
9. Check max lift of nozzle; i.e. sum of measures A and B in Fig. 16.21. If the
wear B exceeds 0,05 mm the nozzle holder can be sent to the engine manufacturer
for reconditioning. If total lift is out of the limit value given in chapter 06 and the
nozzle is already reconditioned once, the nozzle should be replaced with a new
one.
16–21 16 –21
16 Injection system 46 03 51
Fig. 16.21.
Assembling the injection valve:
10. Reassemble the injection valve.
11. Fit the nozzle to the nozzle holder together with the cap nut (17) carefully,
note the position of locating pins (18).
NOTE ! Use Molykote or similar in the contact surface between the cap nut and
nozzle and in the thread.
16 –22 16–22
46 03 51 Injection system 16
NOTE ! Some spill fuel can come out from the nozzle holder due to the back flow.
16–23 16 –23
16 Injection system 46 03 51
16 –24 16–24
46 04 10 Fuel system 17
17–1 17 –1
17 Fuel system 46 04 10
Instrumentation on engine
170119
Fig. 17.1.
System components
01 Pressure gauge 08 Fuel rack
02 Pressure sensor 09 Pulse damper
03 Injection pump 10 Pressure control valve
04 Temperature sensor 11 Waste pipe
05 Fuel manifold 12 Injection valve
06 Leakage collector 13 Camshaft
07 Mechanical overspeed trip device 14 Flywheel
Pipe connections
101 Fuel oil inlet 104 Dirty fuel oil leakage
102 Fuel oil outlet 104.1 Fuel oil leakage, visual control
103 Clean fuel oil leakage 104.2 Fuel oil leakage, visual control
Electrical instruments
PT101 Fuel oil inlet pressure GS166 Overload
TE101 Fuel oil inlet temperature GS172 Mechanical overspeed
LS103 Clean fuel oil leakage level ST173 Engine speed
LS108 Dirty fuel oil leakage level ST191 Torsional vibration
A161 Speed setting device M755 Electric motor for turning gear
GT165 Fuel rack position GS792 Turning gear position
SE167 Speed pick–up for speed control
Pressure monitoring
The pressure gauge (01) on the instrument panel and a pressure sensor (02) con-
nected to the fuel supply line indicate the fuel pressure before the engine. The
pressure sensor is fitted for remote indication and alarms.
Temperature monitoring
A pt100 sensor (04) fitted on the fuel supply line indicates the fuel temperature
before the engine.
17 –2 17–2
46 04 10 Fuel system 17
Air
7 bar close
Fig. 17.2.
17–3 17 –3
17 Fuel system 46 04 10
The pressure control valve (10) has to be adjusted so that the air pressure will open
it.
Blow the system about 10–15 minutes to be sure that all of the fuel is out.
Fig. 17.3.
Check the adjustment at the intervals recommended in chapter 4. Adjust the valve
at the normal operating temperature with an idling engine.
All pressures mentioned in the instructions refer to the readings at the pressure
gauge (1) (Fig. 17.1.) in the instrument panel of the engine.
Turn the adjusting screws of the pressure control valve clockwise to achieve
higher pressure, counter–clockwise to achieve lower pressure.
1. Preadjustment
Raise the pressure in system by closing the control valve (10) slowly. Adjust the
booster pump pressure to 12 bar.
2. Adjustment of pressure control valve (10)
Open the pressure control valve and adjust the pressure to the level stated on sec-
tion 1.2.
NOTE ! The lock nut (12) for recirculating screw (13) also acts as a seal and there-
fore some leakage can occur while regulating the valve.
17 –4 17–4
46 02 31 Lubricating oil system 18
18.1. Description
The engine is lubricated by a wet sump oil system where oil is mainly treated out-
side the engine by continuous separating.
The main functions for the oil lubrication are preventing metal to metal contact
at the bearing surfaces, heat transfer and cleaning. Various auxiliary devices guar-
antee that oil lubrication is first–rate in all circumstances.
Fig. 18.1. shows an example of an internal lubricating oil system. The location
of the system components depend on the installation.
To find the installation specific lubricating oil system drawing, see ”Techni-
cal documents”.
The system components outside the engine are not handled in this manual.
18–1 18 –1
18 Lubricating oil system 46 02 31
Pipe connections:
201 Lubr.oil inlet PI Manometer
204 Lubr.oil from engine driven pump TI Thermometer
205 Lubr.oil to priming pump LI Dipstick
213 Lubr.oil from separator and filling
214 Lubr.oil to separator and drain
217 Lubr.oil to generator bearing
218 Lubr.oil from generator bearing
223 Flushing oil from external filter
701A Crankcase vent, A–bank
XA Condensate water drain, A–bank
Y Intermediate gear wheels
ZA Lubr.oil to valve gear, cam shaft, injection pumps
− The oil pump takes suction from the wet sump and discharges oil under pres-
sure to the cooler.
− The pressure regulating valve having a control pressure connection controls
the oil pressure going to the engine.
18 –2 18–2
46 02 31 Lubricating oil system 18
To the piston
Up through the
connecting rod
Main bearings
Fig. 18.2.
Lubricating oil is led to the piston through the bored passages in the gudgeon pin
and piston skirt up to the cooling space. Part of the lubricating oil is led out from
the piston skirt through the special nozzles to the cylinder liner forming an oil film
between the piston and the cylinder liner surfaces.
18–3 18 –3
18 Lubricating oil system 46 02 31
Fig. 18.3.
From the cylinder liner oil gets back to the oil sump.
18 –4 18–4
46 02 31 Lubricating oil system 18
Fig. 18.4.
1. Governor drive bearings
2. Governor drive gears
3. Camshaft thrust bearings
4. Intermediate gears
5. Bearings of intermediate gears
18–5 18 –5
18 Lubricating oil system 46 02 31
Fig. 18.5.
NOTE ! The speed governor and the turbocharger (if equipped with ball and roll-
er bearings) have their own oil systems, see separate instruction books.
18 –6 18–6
46 02 31 Lubricating oil system 18
18.2.1. Description
The lubricating oil system is equipped with a pressure regulating valve to keep
the oil pressure constant in the lubricating oil feed pipe under variable conditions
(pressure changes after feed pump; pressure drop changes in coolers and filters
etc.) (See Fig. 18.6.)
18–7 18 –7
18 Lubricating oil system 46 02 31
Pressure
regulating valve
Fig. 18.6.
The feed oil pressure affects through the choke (3) also in the spring chamber (5)
to the back side of the main regulating piston (4) thus demanding less spring pow-
er to keep the valve closed. (See Fig. 18.7.) The feed pressure is also led to the
pilot control piston (2). When the control pressure reaches the preadjusted value,
the pilot control piston opens and releases the pressure in spring chamber (5).
The pressure drop in chamber (5) makes the feed oil pressure open the main regu-
lating piston by the same reducing the feed pressure.
The set point is adjusted by the engine manufacturer but can be readjusted
if necessary by operating the adjusting screw (10); clockwise to increase the pres-
sure and counterclockwise to decrease the pressure. Note section 6.1. for correct
set values.
18 –8 18–8
46 02 31 Lubricating oil system 18
TO THE
CRANKCASE
OIL IN
CONTROL OIL
PRESSURE
Fig. 18.7.
18.2.2. Maintenance
1. Dismantle all moving parts. Check them for wear and replace worn or dam-
aged parts with new ones.
2. Clean the valve carefully.
3. Check that the components do not stick.
4. After re–assembling, check that piston (4) closes properly (especially if
some components have been replaced with new ones).
18–9 18 –9
18 Lubricating oil system 46 02 31
NOTE ! After an engine shutdown due to too low or high lubricating oil level the
engine may not be restarted before the reason for shutdown is clarified
and eliminated and the lubricating oil level is restored to the right level.
Fig. 18.8.
18 –10 18–10
46 02 31 Lubricating oil system 18
Fig. 18.9.
= Range of use
18–11 18 –11
18 Lubricating oil system 46 02 31
NOTE ! The minimum operating time of a running–in filter is 100h and maxi-
mum 500h. Change the insert (16) within this time.
Fig. 18.10.
18 –12 18–12
46 02 31 Lubricating oil system 18
2.
1.
Fig. 18.11.
1. Lubricating oil pump
2. Centrifugal filter (optional)
18–13 18 –13
18 Lubricating oil system 46 02 31
NOTE ! The glide of the rail moves very easily. Make sure that the rail is in a hori-
zontal position and that there is nobody in front of the pump when it gets
loose from the pump cover. The maximum allowable load of the lifting
tool is 650kg.
Fig. 18.12.
18 –14 18–14
46 02 31 Lubricating oil system 18
Fig. 18.13.
3. Tighten the screws (4) evenly in diametrically opposite sequence in two or
three stages to the correct torque (see chapter 7.). If the gear wheel (2) has been
changed, check the backlash after mounting the pump on the engine. (See chapter
6.)
4. Use the lifting tool (836046) as shown in Fig. 18.12. when assembling the
pump back to the engine.
18–15 18 –15
18 Lubricating oil system 46 02 31
18 –16 18–16
46 00 29 Cooling water system 19
19.1. Description
!
To find the installation specific cooling water system drawing see
”Technical documents”.
19–1 19 –1
19 Cooling water system 46 00 29
19.1.1. HT–circuit
Charge air cooler (HT)
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19 –2 19–2
46 00 29 Cooling water system 19
19.1.2. LT–circuit
Charge air cooler (LT)
19–3 19 –3
19 Cooling water system 46 00 29
-
19.1.4. Preheating
"
Before starting, the HT circuit is heated up to about 60_C by a sepa-
rate heater. This is of utmost importance when starting and idling on
heavy fuel.
19.1.5. Maintenance
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19 –4 19–4
46 00 29 Cooling water system 19
19.1.6. Cleaning
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19–5 19 –5
19 Cooling water system 46 00 29
!
3. Remove the pump from the engine frame by opening the fastening screws
(7). Be careful not to damage the pump gear.
4. Open the lock nuts (61) and remove the suction flange (4). Open
the lock nuts (67) and remove the pressure chamber (2).
5. Remove the hexagon screw (24) and the washer (25) and then the
impeller (3) with an extractor (837005).
19 –6 19–6
46 00 29 Cooling water system 19
6. Remove the shaft sealing (40) and the sealing flange (5) together with
the ring (41).
7. Open the screws (43) and remove the pump gear.
8. Remove the locking ring (11). Dismantle the bearing part carefully by
drawing the shaft with bearings outwards from the bearing housing (6).
19–7 19 –7
19 Cooling water system 46 00 29
% =, " =' .,
"
3. The tool (836054) can be used for lifting the pump as follows:
4. Fasten the lifting lug (28) to the pump (see Fig. 19.7.) and the rail (29)
with fastener (31) to the air cooler housing.
5. Adjust the lift height with the adjusting nut of the fastener (31).
6. Open the pump fastening screws (7). (See Fig. 19.6.)
19 –8 19–8
46 00 29 Cooling water system 19
(
Removing the driving gear:
7. Loosen all screws (43) a few turns. (See Fig. 19.6.)
8. Remove the screws adjacent to the threaded holes and screw them
into these holes to press off the outer ring. The connection is then released.
9. Remove the jack screws first after the locking assembly has been taken
off from the hub.
Dismantling the water pump:
10. Open the lock nuts (61) and remove the suction flange (4). Open
the lock nuts (67) and remove the pressure chamber (2).
11. Remove the hexagon screw (24) and the washer (25) and then the
impeller (3) with an extractor (837001).
12. Open the screws (62) and remove the shaft sealing (40) and the
sealing flange (5) together with the ring (41).
13. Remove the screws (66) and the bearing flange (11). Dismantle the
bearing part carefully by drawing the shaft with bearings outwards from the
bearing housing (6).
Mounting the water pump:
1. Assemble the retaining ring (34) and the support ring (36) to the shaft.
2. Warm the bearings (30) and (31) up to +80°C electrically or by clean lu-
bricating oil and push them to the shaft.
3. Push the shaft with bearings to the bearing housing (6) by using
the tool (846030).
4. Assemble the bearing flange (11) and tighten the screws (66) to stated
torque using the locking fluid. See chapter 7.
5. Lubricate the radial shaft sealing (44) with oil and assemble it to the
bearing housing the lip of the sealing towards the bearing housing. Use the tool
(846031).
19–9 19 –9
19 Cooling water system 46 00 29
6. Assemble the sealing flange (5) and fasten with screws (62).
7. Lubricate the o–ring (42) with soapy water and assemble it with the
ring (41) to the sealing flange (5).
8. Lubricate the rubber bellow of the shaft sealing (40) and the shaft
with soapy water and push the shaft sealing to the shaft with the tool (846031).
9. Fasten the impeller (3), washer (25) and hexagon screw (24). Tight-
en the screw to stated torque. (See chapter 7.) Loosen the impeller with the extrac-
tor (837001). Tighten the impeller finally to the stated torque using the locking
fluid.
10. Tighten the studs (60), if loose and the plug (82) to the pressure
chamber (2). Assemble it to the bearing housing (6) and tighten the lock nuts (67).
11. Fit the o–ring (50) to the suction flange (4) and tighten the flange to
the pressure chamber (2) with nuts (61).
19 –10 19–10
46 02 29 Exhaust system 20
20.1. Description
20.1.1. SPEX–piping
The ”SPEX” exhaust system is a combination of a pulse system and a constant
pressure system retaining the kinetic energy of exhaust gases in a simple constant
pressure–type exhaust pipe.
Exhaust gases from each cylinder are led into two common exhaust manifolds
connected to the turbochargers. Pipe sections are provided with bellows in each
end to avoid thermal deformation.
The complete exhaust system is enclosed by an insulation box built up of sand-
wich steel sheets, flexibly mounted to the engine structure.
200102v
Fig. 20.1.
20–1 20 –1
20 Exhaust system 46 02 29
20.2. Maintenance
20.2.1. Change of expansion bellows
1. Remove the necessary parts (2) of the insulation box. (See Fig. 20.1.)
2. Open the flange screws (6) of the expansion bellows (5) in question and re-
move the bellows.
When fitting new bellows:
3. Check that the exhaust pipe flanges are parallel and positioned on the same
center line to avoid lateral forces on the bellows.
4. Check the correct tightening torques for the flange connections (6). (See
chapter 7.)
200201v
Fig. 20.2.
Proceed according to the following instructions:
1. Join the connection piece (7) to the turbocharger (TC) so, that the connec-
tion piece is offset as much as possible from the centerline (CL) of the engine.
2. Fasten the bellows to the exhaust pipe (8) so that the bellows lies as near as
possible to the centerline of the engine.
20 –2 20–2
46 02 29 Exhaust system 20
3. Connect the connection piece (7) and the bellows. Before the final tighten-
ing of the screws use tool (846602) to make the maximum possible pre–offset
(=4mm). The offset can be acchieved by tightening the screw (9) of the tool. (See
Fig. 20.2.)
4. See the correct tightening torques for the flange connections in chapter 7.
20–3 20 –3
20 Exhaust system 46 02 29
20 –4 20–4
46 01 19 Starting air system 21
21.1. Description
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21–1 21 –1
21 Starting air system 46 01 19
21 –2 21–2
46 01 19 Starting air system 21
21.3.1. Description
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21–3 21 –3
21 Starting air system 46 01 19
3. Take care not to damage the sliding surfaces of the pistons and
liners.
4. In case of a stuck piston, use thread M8 at the end of the piston to get
it out, if necessary.
5. It is recommended not to change the place of the pistons, although
they are precision machined to be interchangeable. Utilize cylinder numbers
stamped at the control air connections.
6. Clean the parts and check for wear.
7. If a liner is worn, press it out. It may be necessary to heat the distributor
up to about 200_C as Loctite is used for fixing and sealing.
8. Clean the bore carefully so that the new liner can be inserted by hand. Other-
wise there is a risk of deformation of the liner and sticking of the piston.
9. Apply Loctite 242 on the outside surfaces when mounting the liner. Check
that the openings in the liner correspond to those in the housing.
10. Check that there is no Loctite on the inside sliding surfaces.
11. Apply Molykote Paste G to the piston sliding surfaces before reassem-
bling. Wipe off surplus paste. Check that pistons do not stick.
12. Apply silicon sealant to both sides of the intermediate plate (33). Do not
use too much as surplus sealant will be forced into the system when tightening
the fastening screws.
13. After mounting the distributor to the engine but before connecting the
control air pipes and the end plate (30), check that all pistons work satisfactorily,
e.g. by connecting compressed air (working air of 6 bar) to the distributor air inlet
and by turning the crankshaft. It is then possible to see whether the pistons follow
the cam profile.
CAUTION ! When testing the starting air distributor always vent the control
air pipes to the starting valves to avoid the engine from starting.
21 –4 21–4
46 01 19 Starting air system 21
21.4.1. Description
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21–5 21 –5
21 Starting air system 46 01 19
21 –6 21–6
46 01 19 Starting air system 21
Emergency stop
Stop
Start
Slow turning
210704
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installation specific drawing of the internal starting air system can
be found in ”Technical documents”.
21–7 21 –7
21 Starting air system 46 01 19
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21 –8 21–8
46 01 19 Starting air system 21
21–9 21 –9
21 Starting air system 46 01 19
21.6.2.2. Maintenance
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21 –10 21–10
46 04 24 Control mechanism 22
Flywheel
end
Fig. 22.1.
The regulation movement is transferred to the regulating shaft (10) through the
spring loaded rod (16) and the lever arms (15). This allows stop or limit functions
to be transfered to the regulating shaft, irrespective of the governor position. The
regulating shaft consists of smaller pieces (control shafts) connected with joints
(19) and it is supported to the engine block by bearing supports (12). Axial move-
22–1 22 –1
22 Control mechanism 46 04 24
ment is limited by thrust bearings (17). Regulating shafts on A– and B–bank are
connected together with transversal connection bars (25).
Fig. 22.2.
The movement from the regulating shaft, to the injection pump fuel racks (1) (see
Fig. 22.1.), is transferred through the control shaft lever (4) and then to the fuel
rack lever (2). The torsion springs (3) enable the regulating shaft and, conse-
quently, the other fuel racks to be moved to a stop position, even if one of the racks
has jammed. In the same way the torsion springs (5) enable the regulating shaft
to be moved towards the fuel–on position, even if an injection pump has jammed
in a no–fuel position. This feature can be of importance in an emergency situa-
tion.
There is also a fixed mechanical limiter (20) (see Fig. 22.3.) acting directly on
the regulating shaft by means of the lever (13). That limiter is adjusted, locked
and sealed by the engine manufacturer so that the engine can not be overloaded
and to give the best results for the operating characteristics of the engine.
Fig. 22.3.
22 –2 22–2
46 04 24 Control mechanism 22
NOTE ! If for any reason the limiter’s position or its operating characteristics
need to be changed, contact the engine manufacturer. The changes to be
done always under the manufacturer’s supervision, who also will reseal
the limiter after the change.
Stop mechanism
The engine can be stopped by means of the stop lever (6). (See Fig. 22.4.) When
the stop lever is moved to the stop position, the lever (23) and the link lever (7)
actuate the primary (21) and the secondary gear segment (22) to force the regulat-
ing shaft to a stop position.
The speed governor is also provided with a stop function by which the engine can
be stopped remotely through the actuator. The governor stop is also connected to
the electro–pneumatic overspeed protection system and to the automatic stop sys-
tem. The latter will stop the engine through a pneumatic stop cylinder on each
injection pump at too low lubricating oil pressure, too high circulating water tem-
perature, or at any other desired function.
Overspeed trip devices
The engine is provided with two independent overspeed trip devices, a mechani-
cal device (section 22.3.) and an electro–pneumatic device (section 22.4.)
The electro–pneumatic device (see Fig. 22.17.) moves each fuel rack to a no–fuel
position by means of a pneumatic cylinder on each injection pump. Air pressure
actuates the piston at the free end of the fuel pump rack.
NORMAL
STOP
Fig. 22.4.
22–3 22 –3
22 Control mechanism 46 04 24
The mechanical overspeed trip device actuates the lever (14) (see Fig. 22.1. and
22.8.) moving the regulating shaft to a stop position. Both the electro–pneumatic
and the mechanical device can be tripped manually.
22 –4 22–4
46 04 24 Control mechanism 22
Flywheel
end
Fig. 22.5.
22–5 22 –5
22 Control mechanism 46 04 24
220401
Fig. 22.6.
22 –6 22–6
46 04 24 Control mechanism 22
MAX
STOP
Fig. 22.7.
b) Adjustment
When the stop lever (6) (see Fig. 22.4.) is in the stop position, adjust the con-
nection rod (7) so that the fuel racks go to the no fuel position. Lock the adjust-
ment with locking nuts (29).
22.1.3.2. Actuator stop position
a) Check:
Set the stop lever (6) (see Fig. 22.4.) to the run position.
Set the actuator terminal shaft lever (24) to the stop position.
Check that all fuel racks go to the no fuel position.
b) Adjustment
Adjustment must be done according to section 22.2.4.
22.1.3.3. Mechanical overspeed trip device
a) Check of stop position
Set the stop lever (6) to the run position and the terminal shaft lever (24) to
the max. fuel position.
Release the overspeed trip device manually with lever (47). (See Fig. 22.14.)
Check that all fuel racks go to the no fuel position.
b) Adjustment of stop position
The stop position is adjusted and secured by the engine manufacturer to pro-
vide a stop position equal to that of the stop lever. If deviations occur, check both
the lever mountings and for wear. Replace parts if necessary.
22–7 22 –7
22 Control mechanism 46 04 24
Fig. 22.8.
If the whole spring assembly with the spindle has been dismantled be sure when
reassembling to adjust all the clearances on one side so that releasing of the trip
device will not move the assembly.
c) Check and adjustment of tripping speed
See section 22.3.
22.1.3.4. Electro–pneumatic overspeed trip device
a) Check of stop position
Set the stop lever (6) to the run position and the terminal shaft lever (24) to
the max. fuel position.
Release the electro–pneumatic overspeed trip device manually by pushing the
stop button (A) on the stop solenoid valve. (See Fig. 22.9.)
Check that all fuel racks on all pumps go to the no fuel position.
22 –8 22–8
46 04 24 Control mechanism 22
Fig. 22.9.
22–9 22 –9
22 Control mechanism 46 04 24
move the control shaft so that the load indicator (30) (see Fig. 22.10.) shows
35 mm.
check that the fuel rack position on all fuel pumps is 35 ± 0,5 mm.
b) Adjustment
adjust the control screw (31) to achieve the correct fuel rack position; lock the
adjustment.
Fly-
wheel
end
View A View B
Fig. 22.10.
22 –10 22–10
46 04 24 Control mechanism 22
Fig. 22.11.
The actuator is equipped with a separate booster unit (32). The booster is needed
to increase the oil pressure inside the actuator during the starting process. During
normal operation the oil pump inside the actuator generates the power to operate
the fuel racks. For more information, see separate booster servomotor manual.
22–11 22 –11
22 Control mechanism 46 04 24
Fig. 22.12.
Pressurized oil is led through bores in the bracket to the bearings and to a nozzle
for lubricating the gears. The gear and the serrated coupling sleeve (35) are locked
together with a tapper pin (36) and secured by a nut (41).
NOTE ! If any problems occur with actuator drive gearing, contact the engine
manufacturer.
22 –12 22–12
46 04 24 Control mechanism 22
Fig. 22.13.
NOTE ! The actuator must not fall or rest on its driving shaft.
22–13 22 –13
22 Control mechanism 46 04 24
0 to 10. (Item 73 in Fig. 22.13.) (Some older actuators may have a degree–scale
from 0 to 40. In that case turn the terminal shaft to 8.)
8. Mount the terminal shaft lever (24), to such a position on the serrated termi-
nal shaft that it is suitable for the spring loaded rod (16). (See Fig. 22.7.)
9. Move the fuel racks to the 35 mm position. Check that the actuator terminal
shaft is at position 5 (20). Adjust, if necessary, from the spring loaded rod (16).
22 –14 22–14
46 04 24 Control mechanism 22
View C
Fig. 22.14.
The trip mechanism is fastened to the camshaft end. When the engine speed in-
creases, the centrifugal force on the trip mechanism increases and exceeds the
force of the spring (42) at the set trip speed. The weight (43) is thrown outwards
forcing the latch (44) to turn, thus releasing the spindle (45), which is forced out-
wards by the working springs (46). At the same time when the lever (47) is re-
leased together with the latch (44), the lever (47) activates the pneumatic valve
(71), air pressure goes to the cylinder to help the piston (59) to go out as quickly
as possible. (See Fig. 22.14.)
22–15 22 –15
22 Control mechanism 46 04 24
VIEW A
Fig. 22.15.
2. Turn the lever of the mechanical overspeed trip device (14) to the run posi-
tion by using the tool (837040). (See Fig. 22.16.)
The overspeed trip device is in the run position when the latch (44) is set in the
groove of the piston. (See Fig. 22.14.)
3. Adjust the air pressure to 3.5 bar from the pressure reducing valve (33) after
depressing the spindle.
22 –16 22–16
46 04 24 Control mechanism 22
Fig. 22.16.
The limit switch (70) (Fig. 22.14.) gives an alarm when the overspeed trip device
is released.
NOTE ! Do not increase the engine speed by more than 30 rpm above the trip
speed.
6. Note the speed from the local speed indicator and record the speed when the
mechanical overspeed trip device is activated.
7. Reconnect the plug and set the maximum speed of the electrical governor
back to the original value. (See item 1.)
22–17 22 –17
22 Control mechanism 46 04 24
NOTE ! Unnecessary running at high speed should be avoided and testing should
always be carried out as quickly as possible.
NOTE ! One turn on the spring retainer corresponds to about 5 rpm in engine
speed.
4. Tighten the locking screw (49) to stated torque. (See section 7.1.1.)
5. Mount the plug (48) and check the tripping speed according to section 22.3.3.
6. The spring (42) can be replaced by opening the spring retainer (51), if neces-
sary.
22.3.5. Maintenance
CAUTION ! Always release the tripping device manually by lever (47) before
starting the maintenance work.
22 –18 22–18
46 04 24 Control mechanism 22
10. Tighten the screws (56) to stated torque (see 7.1.1.) when assembling and
lock with steel wire.
11. Tighten the screws (54) to stated torque, (see 7.1.1.)
12. Use tool (837020) when mounting the spring (46).
13. When assembling the spindle and spring assembly, it is correctly done if
the clearance between the lever (14) and spindle (45) is 0.3 – 0.5mm. (See Fig.
22.8.)
If the whole spring assembly with the spindle has been dismantled be sure when
reassembling to adjust all the clearances on one side so that releasing the trip de-
vice will not move the assembly.
14. Check the trip speed according to 22.3.4.
22–19 22 –19
22 Control mechanism 46 04 24
22.4.1. Description
The overspeed trip device is electronically controlled. Air at max. 30 bar is used
as the operating medium. The trip speed is about 10 % above the nominal speed.
The electro–pneumatic device moves each fuel rack to the no fuel position by
means of a pneumatic cylinder (60) on each injection pump. Air pressure actuates
the piston at the free end of the fuel pump rack. (See Fig. 22.17.)
The three–way solenoid valve gets its stop signal from the electronic speed mea-
suring system. This solenoid valve can also be connected to other emergency stop
functions.
When the solenoid valve opens, air is supplied to the three–way valve which di-
rects air pressure to the cylinders (60) on each injection pump. The piston of the
air cylinder actuates the fuel pump rack (1), moving it to the stop position.
The stop signal is normally energized long enough to stop the engine completely.
When de–energized, air is evacuated through the three–way valve. The solenoid
valve can also be operated manually.
The cross section of the electro–pneumatic overspeed trip device can be found
in section 16.2. in this manual.
22 –20 22–20
46 04 24 Control mechanism 22
1. Fuel rack
60. Pneumatic cylinder
66. Air connection
Fig. 22.17.
22.4.5. Maintenance
a) Three–way solenoid valve:
If the solenoid is out of order, replace it with a new one.
If the valve does not move, clean all channels. Also check the valve piston.
If air leaks to the cylinders, change the seals.
b) Air cylinder (60) (Fig. 22.17.) (see cross section in Fig. 16.6.)
Check for wear.
Check tightness of the piston. Replace seals with new ones, if necessary. Take
care not to deform the Teflon ring outside the sliding o–ring more than necessary.
Lubricate the seals and piston with lubricating oil.
Check that the piston does not stick.
22–21 22 –21
22 Control mechanism 46 04 24
22 –22 22–22
46 02 29 Instrumentation and automation 23
23.1.2. Thermometers
Lubricating oil before the engine (3)
HT water before the engine (4)
HT water after cylinders (5) (2 pcs)
fuel oil before the engine (6)
charge air (7)
HT water after charge air cooler (8) (2 pcs)
LT water after charge air cooler (9) (2 pcs)
LT water before charge air cooler (10)
Erroneous and damaged thermometers have to be replaced by new ones at the first
opportunity.
The amount of thermometers may vary depending on the installation.
23–1 23 –1
23 Instrumentation and automation 46 02 29
Thermometers
Fig. 23.1.
23 –2 23–2
46 02 29 Instrumentation and automation 23
2 DRAWING SYMBOLS
2.1 Standards
IEC standards 617–2, –3, –5, –7 and –8 are applied
2.2 Reference conditions
Normal atmosphere pressure
Temperature +20C
Voltage off
Vessels empty
Fig. 23.2.
23–3 23 –3
23 Instrumentation and automation 46 02 29
NOTE ! The frequency is not equal to the numerical value of the speed. The actual
conversion factors are printed on the printed circuit cards.
23 –4 23–4
46 02 29 Instrumentation and automation 23
23–5 23 –5
23 Instrumentation and automation 46 02 29
Power supply
Fig. 23.3.
23 –6 23–6
46 02 29 Instrumentation and automation 23
23–7 23 –7
23 Instrumentation and automation 46 02 29
Relay function:
Switchpoint: ..................... 0...100 % of measuring range
Delay:.......... ..................... 0.1...30 sec, on/off delay
Contacts:..... ..................... one change–over contact/relay
Breaking capacity:........... max. 220 V AC / max. 2 A / max. 100 VA
Ambient temperature:..... –25C...+71C
nDE–measuring converter C2
Freq. in Compa–
Freq. in On–delay
rator
Off–delay
Fuel lim. switch level
Tacho/power Fuel lim. indic.
failure Tacho/power fail indic.
Freq. out 0–speed indic.
> 0 RPM
By linking TP1 and TP2 full RPM
0–10 VDC out value should be achieved
0–10 VDC out TP3 switchpoint reference
Relay contr.
TP4 internal ground
Pulse indic. sensor 2
Pulse indic. sensor 1
Fuel lim.
Output fine adj.
–12 VDC
GND
+12 VDC
Fig. 23.4.
23 –8 23–8
46 02 29 Instrumentation and automation 23
2. Calculate the voltage corresponding to the rotation speed at which the relay
operates.
nx (rpm) x 10V DC
Ux [V DC] +
650 rpm
Relay card I
Switchpoint 2 adj.
Switchpoint 1 adj.
Fig. 23.5.
23–9 23 –9
23 Instrumentation and automation 46 02 29
Fig. 23.6.
23 –10 23–10
46 02 29 Instrumentation and automation 23
2. Adjustment procedures
See adjustment procedures in Relay card I.
3. Technical specification
Inputs:
Control in:... ..................... ..................... 0...10 V DC
Supply voltage:................. ..................... +12 V, 0, –12 V
Current consumption:..... ..................... 60 mA
Outputs:
3 relay functions, each having one change–over contact.
Switchpoint: ..................... ..................... 0...100 % of measuring range
Breaking capacity:........... ..................... 110 V DC/0.3 A, 24 V DC/1.0 A
Ambient temperature:..... ..................... –25...+71C
Relay card II C5
Switchpoint 2 adj.
Switchpoint 1 adj.
Fig. 23.7.
23–11 23 –11
23 Instrumentation and automation 46 02 29
BS4–connector 1. +12V 2.
View from the cable Output 3.
connection side 0V
Fig. 23.8.
b) Mounting the sensors. Turn the engine until the top of a cog is visible in the
sensor mounting hole. Screw the sensor completely in. Unscrew it one and a half
turn and tighten it securely. (See Fig. 23.9.)
NOTE ! The engine must not turn while the sensor is being mounted.
Fig. 23.9.
The output signal should now be 12 V DC. If the sensor is between two cogs, the
output will show appr. 0 V.
Fig. 23.10.
For connection of the sensor, see Terminal box A1 wiring diagram.
23 –12 23–12
46 02 29 Instrumentation and automation 23
in the turbocharger axial bearing (1). Two slots on the outer surface of the auxilia-
ry bearing (6) generate pulses when passing the speed transmitter. The voltage
peaks of the pulses are limited by the cable voltage limiting module (5) to a maxi-
mum value of ±15V.
b) If the speed transmitter has to be changed, it is recommended to contact the
engine manufacturer.
See also the turbocharger manual.
23–19a–1.wmf
Fig. 23.11.
23–13 23 –13
23 Instrumentation and automation 46 02 29
red – red +
black + black –
Fig. 23.12.
23 –14 23–14
46 02 29 Instrumentation and automation 23
Power supply
START
Supply on
Is the green Switch the
terminal
led lighting power on
1(+)
?
2(–)?
Operating voltage:
(+) Terminal 1, Card connector 3.
(–) Terminal 2, Card connector 1.
Output:
+12V Terminal 46, Card connector 17.
COM Terminal 44, Card connector 15.
–12V Terminal 43, Card connector 13.
Fig. 23.13.
23–15 23 –15
23 Instrumentation and automation 46 02 29
START
Testprogram 7.5
Is pulse indic. led
1 or 2 lit when en-
gine is running
Fig. 23.14.
23 –16 23–16
46 02 29 Instrumentation and automation 23
Relay card
START
Replace
the card
Check and
adjust if
necessary.
Fig. 23.15.
23–17 23 –17
23 Instrumentation and automation 46 02 29
START
Check and
adjust if
necessary
Replace
the card
nTC–card ready
for operation
Fig. 23.16.
23 –18 23–18
46 02 29 Instrumentation and automation 23
START
Pulsetrain,
Test pro-
proportional to the Voltage
gram 7.1
engine speed on supply OK ?
signal input ?
12V DC
If indication un- between pins 1 Check the sensor
stable: Adjust (+) and 3 (–) on connection line
for symmetrical the sensor plug
sensor output.
After impact
with cogwheel,
unscrew sensor
1,5 turns. Check Adjust sensing gap
also sensor con- acc. to fig. 4.2
nection line.
Output signal
changing state
when the engine
is turned ?
Fig. 23.17.
23–19 23 –19
23 Instrumentation and automation 46 02 29
Fig. 23.18.
23 –20 23–20
46 02 29 Instrumentation and automation 23
23.3. Tables
°C 0 1 2 3 4 5 6 7 8 9
0 100.00 100.39 100.78 101.17 101.56 101.95 102.34 102.73 103.12 103.51
10 103.90 104.29 104.68 105.07 105.46 105.85 106.24 106.63 107.02 107.40
20 107.79 108.18 108.57 108.96 109.35 109.73 110.12 110.51 110.90 111.28
30 111.67 112.06 112.45 112.83 113.22 113.61 113.99 114.38 114.77 115.15
40 115.54 115.93 116.31 116.70 117.08 117.47 117.85 118.24 118.62 119.01
50 119.40 119.78 120.16 120.55 120.93 121.32 121.70 122.09 122.47 122.86
60 123.24 123.62 124.01 124.39 124.77 125.16 125.54 125.92 126.31 126.69
70 127.07 127.45 127.84 128.22 128.60 128.98 129.37 129.75 130.13 130.51
80 130.89 131.27 131.66 132.04 132.42 132.80 133.18 133.56 133.94 134.32
90 134.70 135.08 135.46 135.84 136.22 136.60 136.98 137.36 137.74 138.12
100 138.50 138.88 139.26 139.64 140.02 140.39 140.77 141.15 141.53 141.91
110 142.29 142.66 143.04 143.42 143.80 144.17 144.55 144.93 145.31 145.68
120 146.06 146.44 146.81 147.19 147.57 147.94 148.32 148.70 149.07 149.45
130 149.82 150.20 150.57 150.95 151.33 151.70 152.08 152.45 152.83 153.20
140 153.58 153.95 154.32 154.70 155.07 155.45 155.82 156.19 156.57 156.94
150 157.31 157.69 158.06 158.43 158.81 159.18 159.55 159.93 160.30 160.67
160 161.04 161.42 161.79 162.16 162.53 162.90 163.27 163.65 164.02 164.39
170 164.76 165.13 165.50 165.87 166.24 166.61 166.98 167.35 167.72 168.09
180 168.46 168.83 169.20 169.57 169.94 170.31 170.68 171.05 171.42 171.79
190 172.16 172.53 172.90 173.26 173.63 174.00 174.37 174.74 175.10 175.47
200 175.84 176.21 176.57 176.94 177.31 177.68 178.04 178.41 178.78 179.14
210 179.51 179.88 180.24 180.61 180.97 181.34 181.71 182.07 182.44 182.80
220 183.17 183.53 183.90 184.26 184.63 184.99 185.36 185.72 186.09 186.45
230 186.82 187.18 187.54 187.91 188.27 188.63 189.00 189.36 189.72 190.09
240 190.45 190.81 191.18 191.54 191.90 192.26 192.63 192.99 193.35 193.71
250 194.07 194.44 194.80 195.16 195.52 195.88 196.24 196.60 196.96 197.33
260 197.69 198.05 198.41 198.77 199.13 199.49 199.85 200.21 200.57 200.93
270 201.29 201.65 202.01 202.36 202.72 203.08 203.44 203.80 204.16 204.52
280 204.88 205.23 205.59 205.95 206.31 206.67 207.02 207.38 207.74 208.10
290 208.45 208.81 209.17 209.52 209.88 210.24 210.59 210.95 211.31 211.66
23–21 23 –21
23 Instrumentation and automation 46 02 29
Temp. 0 1 2 3 4 5 6 7 8 9
°C Mikrovolt (abs)
0 0 39 79 119 158 198 238 277 317 357
10 397 437 477 517 557 597 637 677 718 758
20 798 838 879 919 960 1000 1041 1081 1122 1162
30 1203 1244 1285 1325 1366 1407 1448 1489 1529 1570
40 1611 1652 1693 1734 1776 1817 1858 1899 1940 1931
50 2022 2064 2105 2146 2188 2229 2270 2312 2353 2394
60 2436 2477 2519 2560 2601 2643 2684 2726 2767 2809
70 2850 2892 2933 2975 3016 3058 3100 3141 3183 3224
80 3266 3307 3349 3390 3432 3473 3515 3556 3598 3639
90 3681 3722 3764 3805 3847 3888 3930 3971 4012 4054
100 4095 4137 4178 4219 4261 4302 4343 4384 4426 4467
110 4508 4549 4590 4632 4673 4714 4755 4796 4837 4878
120 4919 4960 5001 5042 5083 5124 5164 5205 5246 5287
130 5327 5368 5409 5450 5490 5531 5571 5612 5652 5693
140 5733 5774 5814 5855 5895 5936 5976 6016 6057 6097
150 6137 6177 6218 6258 6298 6338 6378 6419 6459 6499
160 6539 6579 6619 6659 6699 6739 6779 6819 6859 6899
170 6939 6979 7019 7059 7099 7139 7179 7219 7259 7279
180 7338 7378 7418 7458 7498 7538 7578 7618 7658 7697
190 7737 7777 7817 7857 7897 7937 7977 8017 8057 8097
200 8137 8177 8216 8256 8296 8336 8376 8416 8456 8497
210 8537 8577 8617 8657 8697 8737 8777 8817 8857 8898
220 8938 8978 9018 9058 9099 9139 9179 9220 9260 9300
230 9341 9381 9421 9462 9502 9543 9583 9624 9664 9705
240 9745 9786 9826 9867 9907 9948 9989 10029 10070 10111
250 10151 10192 10233 10274 10315 10355 10396 10437 10478 10519
260 10560 10600 10641 10682 10723 10764 10805 10846 10887 10928
270 10969 11010 11051 11093 11134 11175 11216 11257 11298 11339
280 11381 11422 11463 11504 11546 11587 11628 11669 11711 11752
290 11793 11835 11876 11918 11959 12000 12042 12083 12125 12166
23 –22 23–22
46 02 29 Instrumentation and automation 23
Temp. 0 1 2 3 4 5 6 7 8 9
°C Mikrovolt (abs)
300 12207 12249 12290 12332 12373 12415 12456 12498 12539 12581
310 12623 12664 12706 12747 12789 12831 12872 12914 12955 12997
320 13039 13080 13122 13164 13205 13247 13289 13331 13372 13414
330 13456 13497 13539 13581 13623 13665 13706 13748 13790 13832
340 13874 13915 13957 13999 14041 14083 14125 14167 14208 14250
350 14292 14334 14376 14418 14460 14502 14544 14586 14628 14670
360 14712 14754 14796 14838 14880 14922 14964 15006 15048 15090
370 15132 15174 15216 15258 15300 15342 15384 15426 15468 15510
380 15552 15594 15636 15679 15721 15763 15805 15847 15889 15931
390 15974 16016 16058 16100 16142 16184 16227 16269 16311 16353
400 16395 16438 16480 16522 16564 16607 16649 16691 16733 16776
410 16818 16860 16902 16945 16987 17029 17072 17114 17156 17199
420 17241 17283 17326 17368 17410 17453 17495 17537 17580 17622
430 17664 17707 17749 17792 17834 17876 17919 17961 18004 18046
440 18088 18131 18173 18216 18258 18301 18343 18385 18428 18470
450 18513 18555 18598 18640 18683 18725 18768 18810 18853 18895
460 18938 18980 19023 19065 19108 19150 19193 19235 19278 19320
470 19363 19405 19448 19490 19533 19576 19618 19661 19703 19746
480 19788 19831 19873 19916 19959 20001 20044 20086 20129 20172
490 20214 20257 20299 20342 20385 20427 20470 20512 20555 20598
500 20640 20683 20725 20768 20811 20853 20896 20938 20981 21024
510 21066 21109 21152 21194 21237 21280 21322 21365 21407 21450
520 21493 21535 21578 21621 21663 21706 21749 21791 21834 21876
530 21919 21962 22004 22047 22090 22132 22175 22218 22260 22303
540 22346 22388 22431 22473 22516 22559 22601 22644 22687 22729
550 22772 22815 22857 22900 22942 22985 23028 23070 23113 23156
560 23198 23241 23284 23326 23369 23411 23454 23497 23539 23582
570 23624 23667 23710 23752 23795 23837 23880 23923 23965 24008
580 24050 24093 24136 24178 24221 24263 24306 24348 24391 24434
590 24476 24519 24561 24604 24646 24689 24731 24774 24817 24859
23–23 23 –23
23 Instrumentation and automation 46 02 29
23 –24 23–24
MEASUREMENT
RECORD
Engine section Engine type Ref. Date Issue Document. No. Page
10 Cylinder liner WNSFI-S 21.12.1998 06 4610V001GB 1(1)
ID -->
&</,1'(5/,1(5
Measured: Mounted
Free
Nominal bore diameter: 460.000 - 460.063 mm
Wear limits: 461.10 mm (I), 460.50 mm(II)
460.35 mm (III - IV)
Max. ovality: 0.3 mm (difference between dmax and dmin
measured on any level)
Deviation to be given in 1/100 mm. Heights I, II and IV and directions 1 and 3 to be filled always.
Engine section Engine type Ref. Date Issue Document. No. Page
10 Cylinder liner 46 WNSFI-S 21.12.1999 06 4610V002GB 1(1)
&</,1'(5/,1(5:($5&859(
Cylinder no: Liner no:
1.
0.35
Engine section Engine type Ref. Date Issue Document. No. Page
10 Block W46 / 50DF ArK / S 17.1.2003 04 4610V003 1(1)
Running hours:
CAMSHAFT BEARING
Remarks :
Engine section Engine type Ref. Date Issue Document. No. Page
10 Bearings W46 / 50DF ArK / S 16.1.2003 06 4610V004 1(1)
1 60
200
4
A1
A2
A3
A4
A5
B1
B2
B3
B4
B5
C1
C2
C3
C4
C5
Shell ID:
Rhrs:
Date of measurement: Place: Name:
Engine section Engine type Ref. Date Issue Document. No. Page
11 Piston W46 / 50DF ArK / S 22.1.2003 07 4611V002 1(1)
0,7
Groove I
0
10 20 30 40 50 60 Running hours/ 1000 h
Wear/mm
0,7
Groove II
0
10 20 30 40 50 60 Running hours/ 1000 h
Wear/mm
0,7
Groove III
0
10 20 30 40 50 60 Running hours/ 1000 h
Date of measurement: Place: Name:
Running hours:
ID →
Reference diameter: 470 mm
Deviations to be given in 1/100 mm.
Cylinder No.
BANK:
1 2 3 4 5 6 7 8 9
D1 L
R
D2 L
R
D3 L
R
D4 L
R
D5 L
R
Max.dev:
ID No:
Temp. (°C):
Remarks:
Engine section Engine type Ref. Date Issue Document. No. Page
11 Piston 46 / 50DF ArK / S ####### 06 4611V004 1(1)
10
Conn.rod. no.→
A
Bearing diameter: Nominal diameter 220.150 - 220.226 mm
Wear limit 220.300 mm
B
Gudgeon pin: Nominal diameter 219.980 - 220.000 mm
10
17 141 17
1
Pin
2
no. →
3
C D E pin 4
con rodup
Reference diameter: 220 mm
Deviations to be given in 1/100 mm
Cylinder No.
BANK: 1 2 3 4 5 6 7 8 9
A1
A2
A3
A4
Bearing diam.
B1
B2
B3
B4
Conn.rod. no:
Running hours:
C min
C max
D min
Gudgeon pin
D max
E min
E max
Gudgeon pin no:
Engine section Engine type Ref. Date Issue Document. No. Page
11 Crankshaft 46 / 50DF ArK / S 20.2.2003 05 4611V005 1(1)
CRANKSHAFT ALIGNMENT
ENGINE CONNECTED TO: ENGINE INSTALLED ON: ENGINE CONDITION: Engine cold Engine warm
Alternator Steel chocks Engine running continuously bef. indicating h
Gear Chockfast Time between stop and indicating h min
Other Rubber cushions Ambient temperature °C °C
Lubricating oil temperature before engine °C °C
Free end PTO CLUTCH: HT cooling water temperature after engine °C °C
Engaged
Disengaged
Cylinder No.
1 2 3 4 5 76 8 9
A
B
C
Turn the crankshaft in the D
normal running direction. E
Crankshaft not turned in All readings in 1/100 mm, don´t neglect to fill in all information !
normal running direction
1 2 3 4 5 6 7 8 9
0.35
0.30
0.25
0.20
0.15
0.10
0.05
0
0.05
0.10
0.15
0.20
0.25
0.30
0.35
Following limits of misaligments are stated for an engine at ambient temperature:
a) On the same crank, the difference between two diametrically opposed readings must not exceed 0.30 mm. Realignment is
necessary if this limit is exceeded by more than 0.02 mm.
b) On two adjacent cranks, the difference between two corresponding readings must not exceed 0.15 mm. Realignment is necessary if this limit is exceeded
NOTE: In a hot engine the corresponding values must be based on experiences from the particular installation
Date of measurement: Place: Name:
Diesel section Engine type Ref. Date Issue Document. No. Page
11 Piston WNSFI-S 21.12.1998 04 4611V007GB 1(1)
3,67215,1*6
2 4
1 5
ID
Gap
10 gap.ai
1HZSLVWRQULQJVPXVWEHFKDQJHGLQHYHU\RYHUKDXO
BANK: 1 2 3 4 5 Ring ID:
A
I B
Gap *)
A
II B
Running hours:
Gap *)
Cylinder No.
A
III B
Gap *)
Remarks:
A
III B
Gap *)
Remarks:
*DS PHDVXUHGLQDQHZF\OLQGHUOLQHU
Engine section Engine type Ref. Date Issue Document. No. Page
11 Connecting rod 46 / 50DF ArK / S 13.2.2003 05 4611V008 1(1)
Cylinder No.
BANK:
1 2 3 4 5 6 7 8 9
A1
A2
A3
A4
A5
B1
B2
B3
B4
B5
C1
C2
C3
C4
C5
Shell ID:
Rhrs:
Engine Section Engine type Ref. Date Issue Document. No. Page
11 Piston 46 / 50DF ArK / S 19.2.2003 05 4611V009 1(1)
ID ↓
Grooves Nominal height Wear limit
(mm) (mm)
I and II: 10.110 - 10.130 10.600
III: 8.050 - 8.070 8.300
Deviations in 1/100 mm
DEPTH: a b c a b c a b c
1
2
I
3
4
1
2
II
3
4
1
2
III
3
4
Crown ID:
Rhrs:
Remarks:
Engine Section Engine type Ref. Date Issue Document. No. Page
12 Valves W46 / 50DF WFI-S 30.3.2004 07 4612V001 1(1)
VALVES
110 (I) 290 (II) 400 (III)
ID
Engine Section Engine type Ref. Date Issue Document. No. Page
12 Valves W46 / 50DF ArK / S 22.1.2003 05 4612V002 1(1)
VALVE GUIDES
I II
15 10
d d
guide.ai
Running hours:
Remarks:
I
C
II
EXHAUST
I
D
II
Running hours:
Remarks:
Wärtsilä Finland Oy P.O. Box 252 (Tarhaajantie 2) Telecop. +358 10 709 7355 Tel. +358 10 709 0000 Registered in Finland No. 465.942
Service, Vaasa FIN-65101 Vaasa, Finland Telecop. +358 6 356 7339 Telex 74251 wva fi Registered Office: Vaasa
Wärtsilä Finland Oy P.O. Box 50 (Stålarminkatu 45) Telecop. +358 10 709 3279 Tel. +358 10 709 0000
Service, Turku FIN-20811 Turku, Finland Telecop. +358 10 709 3410 Telex 62640 wdfi fi