En Maintenance Manual 6 8DZC

B24
Edition: 006
release date: 30-September-2020
Maintenance manual
for diesel engines ABC
type 6/8DZC
Anglo Belgian Corporation

Wiedauwkaai 43
9000 Ghent, Belgium
T : +32 (0) 9 267 00 00
F : +32 (0) 9 267 00 67
E : info@abcdiesel.be
File : ABC owns the copyright of this document. It shall not be copied or disclosed without
B24_00_dd2020_09_30_Ed006_EN_FrontPage_Maintenance_manual_6_8DZC prior consent of ABC
B24
Edition: 006
Maintenance manual
type 6/8DZC
Disclaimer
LIABILITY
This document provides general information only and is not binding. ABC (and its related bodies corporate) makes
no representation or warranty, either implied or expressed, with respect to the accuracy, reliability or completeness
of the information. Even though ABC has made every effort to ensure that the document is accurate, it disclaims
liability for any inaccuracies or omissions that may have occurred.
Failure to follow the instructions or to comply with the installation instructions of the present document may result in
malfunctioning of the engine, shorter lifetime of components, personal injury or damage to property or the
environment, for which ABC takes no responsibility.
Engines and their components can cause damage or personal injury when improperly used, opened, taken apart,
fitted, lifted or transported. It is therefore essential that no one attempts to install or use the engine and its
components without the necessary knowledge and experience of the engine, various tools and commonly used
elements, materials and methods in machinery installation.
In no event ABC shall be liable for any direct, indirect, punitive, incidental or consequential damages to property or
life, whatsoever arising out of or connected with the misuse of ABC’s products, failure to follow the instructions of
the present document or from negligence or carelessness in the use of ABC’s products.
ABC will be held harmless, indemnified and defend from any claim (included third party claim) arising out of or
connected with above mentioned misuse, negligence or failure to follow ABC’s instructions.
APPLICABILITY
Take into account that this manual applies to default installations only.
This manual pertains to marine propulsion, marine gensets, industrial gensets as well as compressor and pump
sets.
This manual therefore contains information which is not necessarily applicable to your specific installation. Please
keep this in mind when interpreting the information you read.
B24
Edition: 006
Maintenance manual
type 6/8DZC
UPDATES
The information included in this document may be subject to change or improvements by ABC at any time without
notice. However, ABC makes no commitment to update the information in this manual with minor alterations and
improvements to the engine’s development made between official releases.
TRANSLATIONS
The original version of this document is written in English. Only the English version is valid. ABC is not responsible
for any consequences due to incorrect translations or interpretations of the original text handed over to the
customer/user of the engine.
VERSION MANAGEMENT
This edition supersedes any previous editions of this document.
ALL RIGHTS RESERVED
All rights reserved. No part of this publication may be reproduced or copied in any form, without prior permission
from ABC.
B24
Edition: 006
Maintenance manual
type 6/8DZC
CONTENTS
GENERAL SAFETY GUIDELINES Ed. 7
GENERAL 6-8 DZC Ed. 11
Chapter 1 : CYLINDER HEAD Ed. 9
Chapter 2 : DRIVE UNIT (PISTON/CONNECTING ROD) Ed. 6
Chapter 3 : CYLINDER BLOCK Ed. 7
Chapter 4 : INJECTION SYSTEM Ed. 7
Chapter 5 : GOVERNOR SYSTEM Ed. 7
Chapter 6 : CRANKCASE Ed. 7
Chapter 7 : CRANKSHAFT Ed. 7
Chapter 8 : TIMING GEAR Ed. 7
Chapter 9 : ENGINE DRIVEN PUMPS Ed. 8
Chapter 10 : STARTING SYSTEM Ed. 7
Chapter 11 : TURBOCHARGER Ed. 8
Chapter 12 : COOLERS Ed. 7
Chapter 13 : TECHNICAL SPECIFICATIONS PRODUCTS Ed. 5
SAFETY
Chapter 0 – Page 1
Ed. 7 - 15/07/2015 – EN
General safety guidelines
CHAPTER 0
GENERAL SAFETY GUIDELINES
File: B10_001_dd2015_07_15_Ed007_EN_Safety ABC owns the copyright of this document. It shall not be copied or
disclosed without prior consent of ABC.
SAFETY
Ed. 7 - 15/07/2015 – EN
CONTENTS
1 SAFETY.................................................................................................................................................................. 3
1.1 Preliminary remarks ..........................................................................................................................................3
1.2 Machine Limitations .........................................................................................................................................3
1.3 Residual risks ......................................................................................................................................................4
1.4 Additions to manuals .......................................................................................................................................6
2 IMPORTANT PRESCRIPTIONS FOR SAFETY AND HEALTH............................................................................................. 8
2.1 Guidelines for owner, user or engine room staff ....................................................................................8
2.2 General ..................................................................................................................................................................8
2.3 Spares ....................................................................................................................................................................8
2.4 Tools, equipment, clothing and methods to use them .........................................................................9
2.5 Cleanliness ...........................................................................................................................................................9
2.6 Fire ....................................................................................................................................................................... 10
2.7 Maintenance/overhaul, precautions to be taken ................................................................................. 10
3 WARNINGS .......................................................................................................................................................... 12
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1 SAFETY
1.1 PRELIMINARY REMARKS

The diesel engine is designed and built in conformity with accepted guidelines for marine usage,
for traction of locomotives, generators, pump sets, etc…
The type approval certificates from the different naval Classification Societies (Bureau Veritas,
Lloyd’s Register of Shipping, Germanischer Lloyd...) are proof of conformity to the applicable naval
rules. These rules set high standards for the safety of design and construction of the engine.
To reduce possible confusion, this manual will use the following conventions:
 Units are expressed according to the metric system.
 The decimal marker used in this manual is a comma on the line, not a
decimal point, for example: 3,5 bar or 1 023,25 mm.
 Thousands are separated with a space, not a comma or a period, for example:
1 000, 24 000, 1 000 000.
1.2 MACHINE LIMITATIONS

1.2.1 Intended usage
The diesel engine is intended to be used as a prime motor for:
 Traction
 Propulsion
 Generator sets
 Compressors
 Pumps
 Other similar applications
Other applications should always be discussed with ABC before the installation and will be clearly
outlined.
The specifications of every individual diesel engine are prescribed in the supplied documentation.
1.2.2 Possible improper use
The type of fuel that is to be used is determined in the sales agreement. The construction of the
specific engine will correspond to this choice. Some engine components such as injection pumps
and injection nozzles will be chosen according to the type of fuel. Alterations afterwards can in
some cases be accepted, but only when prior an analysis of the fuel has been conducted and ABC
has given its approval.
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1.2.3 Environment
The diesel engine is designed to be used in an enclosed and ventilated space. This space must
have good noise insulation and can only be accessed during working of the engine by authorized
personnel who have knowledge about the risks of the machine. A pictogram must prohibit the
entry of any unauthorized persons to the engine room.
The environmental factors are taken into account in the sales agreement. Special attention needs
to be given to the minimum and maximum ambient conditions, such as:
 Air intake temperatures

 Cooling water temperatures
 Altitude
The standard engine is not designed to be used in possible explosive environments and is not
checked for additional safety measures according ATEX guidelines for constructors. However, the
safety valves on the engine crankcase are in conformity with the ATEX guidelines.
With every order, the customer and ABC should discuss if any additional requirements are
necessary.
1.2.4 Installation, operation and maintenance
The operation and maintenance must be executed as described in the:
 Operating manual
 Maintenance manual
 Additional prescriptions in this section
The maintenance intervals, unless otherwise agreed with ABC, are to be strictly followed.
The operation of the machine may only be done by operators who have had prior training. This
training can be provided by ABC on request.
Installation, maintenance and repair need to be performed by skilled personnel.
1.3 RESIDUAL RISKS

A great number of efforts have been taken to reduce the risks involving the machine. Nevertheless,
there may be some residual risks for which a contractor/user needs to take necessary measures.
1.3.1 Operating
If the engine can be started from a distance, this must clearly be indicated by a pictogram stating
automatic-starting engine. An additional visual and or acoustic signal has to be given when the
start procedure has been engaged.
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1.3.2 Stopping
Since the engine cannot stop more quickly during emergency stop, only a regular stop is provided
on the engine.
This stop needs to be unlatched to restart the engine, but the unlatching itself does not cause a
new start. The stop has a protective cap so that it can’t be pushed unintentionally.
1.3.3 Thermal risk
To prevent the risk of fire hazard, the hot parts of the engine are insulated and shielded. However,
the complete engine is at a certain temperature level with the exception of the operating points.
Therefore, during operation the engine should be considered a hot surface.
 There must be a pictogram hot surface applied.
 During manipulation of the engine, appropriate personal protective equipment (PPE) needs
to be used (long sleeves, safety gloves…).
The indicator valve on the cylinder heads may not be opened during operation of the engine if no
measuring device is connected.
1.3.4 Noise
At full load, the engine produces a sound level higher than 80 dBA. As a result, ear protection is
required to avoid noise-induced hearing loss. Furthermore, the noise level hinders the audibility of
audible alarm signals.
 Place the engine in an enclosed and sound-insulating space.

 Everyone entering the engine room/space must use ear protection. A pictogram that
indicates this must be applied by every entrance.
 Exposure times in the engine room/space must also be limited to a minimum.
1.3.5 Ergonomic
To ensure safe access to the machine, a gangway with a fixed, non-skid staircase has to be
provided. It must be wide enough that hot surfaces cannot be touched.
1.3.6 Hazardous materials and substances
 Exhaust or oil sump gases: if the exhaust system is carefully constructed and placed as
prescribed, there is no exposure possible.
 Lubrication oil, fuel, cooling water additives and chemical products: during maintenance it
is possible for personnel to come into contact with these products. As such, they should
follow the appropriate precautions and wear their personal protective equipment (PPE).
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1.4 ADDITIONS TO MANUALS

This information does not substitute the mentioned manuals, but gives additional information and
some additional instructions.
 Strictly follow the safety instructions. During the engine’s operation, installation and
maintenance, personnel must always wear adequate work clothes (safety shoes and no
loosely hanging clothes) and necessary PPE’s.
 When using chemical products, the necessary safety prescriptions (MSDS files) need to be
available and applied.
 All residues of fuel, lubrication oil and chemical products, garbage and maintenance
products must be collected and removed in accordance with local laws and regulations.
1.4.1 Installation prescriptions
The hoisting instructions and fixation points are prescribed. Additionally the hoisting material
should be in conformity to local laws and regulations.
No one may be in the vicinity or be under the load. Guiding the load must be done from a distance
by means of ropes.
The electrical installation that is connected to a generator set or other machines, needs to be in
conformity to the regulations regarding electrical installations (EN60204-1) and local laws and
regulations.
1.4.2 Operating manual
1 Before every engine start:

a Check that all safeties, covers and safeguards are correctly placed.
b Make sure that the turning bar is safely put away in its appointed place.
2 During testing of the injection nozzles:
a Wear a full facial cover protection and safety gloves.
b Never put hands under the nozzle spray.
Exposure times in the engine room are to be limited to do only the necessary activities.
Engine crankcase doors or covers may not be opened during operation of the engine and not until
10 minutes after the engine has stopped. Instructions are applied on the engine crankcase doors.
1.4.3 Maintenance manual
During maintenance, the starting of the engine must be made impossible and secured by:
 Closing shut-off valves on compressed air bottles

 Closing and securing the shut-off valve in the starting air line
 Relieving pressure from the starting air line
 Opening indicator valves on the cylinder head
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1.4.4 Putting out off service, dismantling and removal
At the end of the lifecycle of an engine, some safety and environmental prescriptions need to be
taken into account. These tasks need to be performed by skilled personnel.
1 Shut off and relieve pressure from the starting air lines.
2 Shut off the fuel supply.
3 Disengage all energy sources and electrical lines.
4 Empty the cooling water, fuel and lubrication circuits and lube-oil tank in such a way that
leaking is avoided.
5 Collect and remove all liquids in conformity with local laws and prescriptions.
6 After detaching of all mechanical connections, follow the correct hoisting procedures.
7 In case the engine must be dismantled further in conformity to local laws and prescriptions,
adequately remove the engine parts that are contaminated with chemicals from oil, fuel, etc.
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Ed. 7 - 15/07/2015 – EN
2 IMPORTANT PRESCRIPTIONS FOR SAFETY AND HEALTH
2.1 GUIDELINES FOR OWNER, USER OR ENGINE ROOM STAFF

Correct installation, operation and maintenance are crucial in obtaining optimal safety around the
engine. The measures mentioned here should therefore be routine practice for the user or engine
room staff.
2.2 GENERAL
Before the user attempts to use the engine, this manual should be read carefully.
 Keep a log book for each engine and designate a person responsible to keep it updated.
 Be sure, that everyone involved in the operation, maintenance or overhaul of the engine
has this manual available, reads it and understands it.
 At the request of the client/owner, ABC can organize learning sessions in our factory.
 This book has been prepared using the manufacturer’s best knowledge and experience,
taking into account safety and environmental aspects.
 Minor alterations and improvements to the engine’s development can be performed by
ABC, without the obligation to carry out these changes in this manual.
 The manufacturer will not be held responsible for any consequence of incorrect translation
or interpretation of the original text handed over to the owner/user of the engine.
2.3 SPARES
Spare parts for the ABC-engines are available. The parts may be ordered on the basis of the engine
type’s spare parts list.
When ordering, never quote the numbers from the drawings and illustrations given in the manuals.
Those numbers and figures indicate only the principles of the assembly, dismantling and
functioning of the various components. Instead, mention following data for each order of spare
parts:
 The engine number (marked on the constructor’s plate)
 The code number and description of the part, according to the Spare Parts List
Only genuine spare parts should be ordered to ensure reliability, correct lifetime and
best efficiency for the engine and its components.
Failure to comply with this procedure may result in engine malfunction, short
component lifetime, personal injury, property damage or environmental damage for
which the manufacturer cannot be held responsible.
Spare should be protected against corrosion and mechanical damage, and stock
should be replenished regularly.
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2.4 TOOLS, EQUIPMENT, CLOTHING AND METHODS TO USE THEM

Machine components, such as springs, clips, retaining rings, electrical or hydraulic components,
pipes etc. can involve a risk of damage or personal injury if opened, taken apart, fitted, lifted,
transported in an improper way. Therefore, it is essential that no one attempts to do any work on
the engine without the necessary skill and experience of the various tools and used instruments,
materials and methods common in the machinery field.
Make sure that all tools, equipment for maintenance are in good condition and properly used.
Always wear appropriate protective clothing and approved personal protective equipment in
accordance with the work to be done, especially when working with hot liquids or gases, hot
surfaces, lightning flashes, noise, heavy pieces or rotating parts.
Following protective equipment needs to be present and available to execute the prescribed work:
 Gloves
 Protection glasses
 Goggles
 Helmet
 Individual noise protection cask
 Protection shoes
 Heat/acid/caustic-resistant clothing
 Full cover facial protection
Depending on the specific task, additional safety measures can be required to finish the job safely.
The tools necessary for assembling and dismantling, and for the maintenance of the
various components may be ordered by quoting the numbers given in the manuals.
2.5 CLEANLINESS
The engine room should be kept clean, both above as well as below the floor plates.
If there is a risk of grit/sand/dust blowing into the engine room in the port or the yard, ventilation
should be stopped. Ventilation ducts and engine room doors should be closed.
Also when welding or executing other works that can cause grit/sand/dust to spread around, it may
not be performed nearby the engine until the engine is completely closed and the air intake filter
(inside or outside, according the case) is fully covered. All openings where penetration/intrusion is
possible, should be properly closed off, such as ventilation ducts, exhaust pipes, carter ventilation
etc.
Leaks can be more easily detected on a clean engine with good maintained paintwork.
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2.6 FIRE
 Carefully read the warning labels on the engine and crankcase before opening inspection
doors on a hot engine.
 Do not weld or use naked lights in the engine room until:
 You are sure no explosive gases, vapors from liquids with low flash point (solvents,
paints) are present.
 Porous materials (insulation, old-clothes, rags) soaked with oil/fuel/solvent that is
easily inflammable has been removed.
 Never approach empty tanks or other enclosed spaces for oil/fuel/solvents when welding
or with open lights/fire until those spaces have been made free from gas or vapor
(degassing).
2.7 MAINTENANCE/OVERHAUL, PRECAUTIONS TO BE TAKEN

 Prevent the engine from starting or turning over during any maintenance/dismantling for
whatever reason.
 Before undertaking any work, brace the flywheel (and as a result also the crankshaft) to
prevent accidental turning.
 Make absolutely sure the starting air bottles are shut off and the pressure airline to the
engine is pressure released (open decompression valves).
 Brace the driven machinery (alternators, reversing gear etc.) to prevent it from turning the
crankshaft and prevent the possibility of turning the crankshaft(s) or the machinery
themselves.
If you cannot blocking the crankshaft and/or driven machinery in any way, ensure that
the turning of the engine (including driven machines) cannot put in danger any
person present.
 Before dismantling, be sure all systems concerned are drained or pressure released.
 After dismantling, immediately cover holes or openings for oil, fuel, water or air with tape,
plugs, cardboard or clean old-cloths.
 Before putting the engine in operation again after maintenance or overhaul, ensure:
 All screws and nuts are fitted, tightened and locked as required, on the air, water and
oil pipework
 All systems are filled up and vented
 Ensure all moving parts can move freely by rotating the engine with a bar. When this
test is done, remove the turning bar from the flywheel and store it back in its secured
locker, only to be opened by authorized personnel. Secure the locker with a functional
lock.
 All auxiliary systems are in order to operate properly.
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Ed. 7 - 15/07/2015 – EN
Auxiliary systems include:
 Pre-lubrication and preheating.

 Starting air compressors and air bottles (above min. pressure).
 Air intake and exhaust (free to atmosphere).
 Diesel monitoring (DMU) - alarms/safeties.
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3 WARNINGS
Where and when required, for safety of health and life, to avoid personal injury and for protection
of environment, special warning marks will we used all over this manual:
This symbol indicates a note or a remark.
THIS SYMBOL INDICATES A WARNING.
Previous general prescriptions should be referred to, when required further on.
More particular or specific safety recommendations will be included at the concerned chapter.
GENERAL 6/8 DZC
Chapter 0 – Page 1/50
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
CHAPTER 0
GENERAL 6/8 DZC
File: B21_001_dd2020_09_30_Ed011_EN_General_6_8DZC ABC owns the copyright of this document. It shall not be
copied or disclosed without prior consent of ABC.
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
CONTENTS
1 DEFINITIONS AND TERMINOLOGY ...................................................................................................... 3
1.1 Engine type indication ...................................................................................................... 3
1.2 Numbering of the cylinders ............................................................................................... 4
1.3 Table of abbreviations ...................................................................................................... 4
2 TECHNICAL DATA............................................................................................................................. 6
2.1 Technical specifications according to engine type and application .................................. 6
2.2 Derating coefficients for ambient conditions .................................................................... 6
2.3 Consumption according to engine type and application................................................... 7
2.4 Nominal dimensions ......................................................................................................... 8
2.5 Valve timing: theoretical figures ....................................................................................... 9
2.6 Firing order ..................................................................................................................... 10
2.7 Critical speed .................................................................................................................. 11
2.8 Temperatures (in°C) ....................................................................................................... 11
2.9 Pressures ....................................................................................................................... 12
2.10 Lubricating and cooling systems capacities (liters) ........................................................ 14
2.11 Test-bed measurements ................................................................................................ 21
3 GENERAL MAINTENANCE RECOMMENDATIONS................................................................................. 22
3.1 Warnings ........................................................................................................................ 22
3.2 Tooling ............................................................................................................................ 22
3.3 Masses of the major components .................................................................................. 23
3.4 Handling of components ................................................................................................. 26
3.5 Precautions for mounting and dismantling ..................................................................... 26
3.6 Assembly dimensions and wear limits............................................................................ 26
3.7 Standardized dimensions for reconditioning .................................................................. 27
4 MAINTENANCE PROGRAM............................................................................................................... 28
4.1 Maintenance (M) and overhaul (O) ................................................................................ 28
4.2 Maintenance intervals and overhaul order ..................................................................... 43
5 TIGHTENING TORQUES ................................................................................................................... 44
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
1 DEFINITIONS AND TERMINOLOGY
1.1 ENGINE TYPE INDICATION

Engine type: 6/8 DZC 1000 166 A/K C…
Reference Explanation
6/8 Number of cylinders in line configuration
DZC Type of engine, 4 stroke, in line, supercharged engine with intercooler
1000 Engine speed in rpm
166 Code number for the main effective pressure (Pme), i.e. the Pme (bar) is
multiplied by 10.
Code Number Pme (bar)
120 12
135 13,5
150 15
166 16,6
179 17,9
A Direction of rotation counter-clockwise as seen by an observer looking at

the flywheel.
K Direction of rotation clockwise as seen by an observer looking at the

flywheel.
C • C0: Standard
• C1: CCR I / IMO I
• C2: CCR II / IMO II Pme = max. 18,3 bar
• C3: UIC I
• C4: UIC II
• C5: EU IIIA loc
• C6: DF Genset
• C7: DF Marine / IMO II
• C8: Bio fuel
• C9: IMO II Pme up to 18,8 bar
• C10: IMO II Pme ≤ 16,6 bar
• C11: EPA Tier III
GENERAL 6/8 DZC
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General 6/8 DZC
1.2 NUMBERING OF THE CYLINDERS

The numbering of the cylinders begins with the cylinder closest to the flywheel:
Ref. Sense of rotation

A Counter-clockwise
K Clockwise
Fig. 0.1 Numbering of the cylinders
1.3 TABLE OF ABBREVIATIONS

Abbreviation Explanation
°CA Degrees crank angle
BDC Bottom dead center
BI Beginning of injection
CCW Counter-clockwise
Con rod Connecting rod
CW Clockwise
EC Exhaust closes
EO Exhaust opens
FO Fuel oil
FW Fresh water
HT High temperature
IC Inlet closes
IO Inlet opens
LT Low temperature
LW Limit of wear
GENERAL 6/8 DZC
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General 6/8 DZC
Abbreviation Explanation
MM Maintenance manual
OD Original dimension
OM Operating manual
PPE Personal protective equipment
R1 First undersize/oversize
R2 Second undersize/oversize
RL Reworking limit
rpm Revolutions per minute (rev/min)
SW Sea water
TC Turbo compressor
TDC Top dead center
TKP Turbo side pump-side
TKV Turbo side flywheel
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
2 TECHNICAL DATA
2.1 TECHNICAL SPECIFICATIONS ACCORDING TO ENGINE TYPE AND

APPLICATION
Parameter Abbreviation Unit

Continuous rating power Ne kW
ISO3046 - 1
Nominal revolutions/minute N Rpm
Mean effective pressure Pme Bar
Maximum combustion Pmax Bar

pressure
Mean piston speed at Cm m/s

nominal engine speed
2.2 DERATING COEFFICIENTS FOR AMBIENT CONDITIONS

The power under ambient conditions, called the power in situ (Px), can be derived from the
reference power Pr using ambient correction factors (derating coefficients). The power in situ
can be calculated as follows:
Px = [1 - (A + B + C)] x Pr
with:
• A = Ambient air temperature derating coefficient
• B = Charge air coolant temperature derating coefficient
• C = Altitude/ Total barometric pressure derating coefficient
The reference power Pr is defined under standard reference conditions. The reference
conditions used by ABC differ from the standard reference conditions defined in ISO 3046-
1:2002.
The table below gives an overview of the reference conditions:

Reference condition ABC ISO 3046-1
Ambient air temperature 32°C 25°C
Charge air coolant temperature 45°C 25°C
Altitude/ Total barometric pressure 800 m 0m

Relative humidity 30 % 30 %
Fig. 0.2 to Fig. 0.4 show the ambient derating coefficients under ABC reference conditions for
the engine.
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
Derating Ambient Temp Derating Coolant Temp

12,00 10,00
Derating coefficient A [%]
Derating coefficient B [%]

10,00 8,00
8,00
6,00
6,00
4,00
4,00
2,00 2,00
0,00 0,00
25 35 45 55 65 30 40 50 60 70 80
Ambient air tem. [°C] Cooling water temp. at inlet aircooler [°C]
Fig. 0.2 Derating ambient temperature (A) Fig. 0.3 Derating charge air coolant temperature
(B)
Derating Heigth
8,00
7,00
Derating coefficient C [%]
6,00
5,00
4,00
3,00
2,00
1,00
0,00
600 800 1000 1200 1400 1600
Height above sealevel [m]
Fig. 0.4 Altitude (C)
2.3 CONSUMPTION ACCORDING TO ENGINE TYPE AND APPLICATION

• Fuel consumption at nominal power with fuel according to ISO3046/1 and a lower
calorific value of Hu 42,7 MJ/kg is expressed in g/kWh (tol +5 %). Specific for each
engine type on demand.
• Consumption of lube-oil at nominal power: g/kWh
GENERAL 6/8 DZC
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General 6/8 DZC
2.4 NOMINAL DIMENSIONS

Parameter Value
Number of cylinders 6 or 8 in line
Swept volume per cylinder 15,95 dm³
Compression ratio 12,1 : 1
Total swept volume:
• 6 cyl. 95,7 dm³
• 8 cyl. 127,6 dm³
Bore 256 mm
Stroke 310 mm
Diameter:
• Main bearing shell 184 mm
• Connecting rod bearing shell 178 mm
• Piston pin 110 mm
• Camshaft bearing 82 mm
• Injection pump piston 20 mm
Thread cylinder head stud:
• Cylinder block stud M27 x 2
• Cylinder head stud M24 x 2
Length:
• Push rods 738 mm
• Cylinder block studs 376 mm
Height:
• Chrome-plated fire ring 5 mm
• Compression ring 4 mm
• Oil scraper ring 8 mm
Lift:
• Inlet valve 20,40 mm
• Exhaust valve 20,40 mm
• Injector nozzle needle 0,6 mm
GENERAL 6/8 DZC
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General 6/8 DZC
Parameter Value
• Inlet cam 18,3 mm
• Exhaust cam 18,3 mm
• Injection cam 18 mm
Distance between cylinders 380 mm
Spacing of the center cylinder 400 mm
Number per cylinder:
• Inlet valve 2
• Exhaust valve 2
• Top piston ring 1
• Compression ring 2
• Oil scraper ring 1
2.5 VALVE TIMING: THEORETICAL FIGURES

Real opening and closing times in°CA.
6DZC 8DZC
Inlet
Opens before TDC 60° 70°
Closes after BDC 40° 40°
Exhaust
Opens before BDC 62° 62°
Closes after TDC 55° 65°
Valve overlap 115° 135°
For these angles, the valve clearances in cold conditions have been taken into account. These
are:
• Exhaust: 0,20 mm
• Inlet: 0,20 mm
GENERAL 6/8 DZC
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General 6/8 DZC
Exhaus Expansion
t
Compressio Inlet
n
Fig. 0.5
The meaning of the abbreviations used in the above diagram are listed in “1.3
Table of abbreviations” (page 4).
Setting value of BI: According to the required emission demands (see maintenance manual,
chapter “Injection system”).
Adjustment tolerance = ± 0,5° in function of thickness difference of shims (0,1 mm).

As the cam profile of the inlet and outlet cams is provided with a starting inclination
according to a harmonic curve, it is very difficult, in practice, to measure the above-
mentioned opening and closing times.
The control can be limited to the measurement of the crank position in regard to the
TDC, when both valve bridges are at the same height, this is the theoretical crank
angle measured at the crankshaft for:
6DZC: 2°30’ before TDC – lifting ca. 12 mm
8DZC: 2°30’ before TDC – lifting ca. 16 mm
2.6 FIRING ORDER

• 6 cyl.:
− A: 1-2-4-6-5-3-1
− K: 1-3-5-6-4-2-1
GENERAL 6/8 DZC
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General 6/8 DZC
• 8 cyl.:
− A: 1-4-7-3-8-5-2-6-1
− K: 1-6-2-5-8-3-7-4-1
2.7 CRITICAL SPEED

Every installation is checked for critical engine speeds. These calculations indicate if, at
particular speeds, dangerous torsional vibrations occur. This is important as these vibrations
can lead to catastrophic failure of the crankshaft, coupling, propeller shaft or generator shaft,
damage to gears and bearings, overheating of the vibration damper or inadmissible irregularity
of the driven electric machines.
Continuous running at those speeds is very dangerous and those speeds must be marked on
the engine speed indicator as forbidden areas. ABC cannot be responsible for failures arising
from the non-observance of those forbidden areas.
IN CASE OF MODIFICATIONS EFFECTED AFTER THE INSTALLATION (FOR EXAMPLE,

ALTERATION OF THE PROPELLER OF GEARS) THE COMPLETE INSTALLATION HAS TO BE
RECALCULATED FOR CRITICAL SPEEDS. FOR THIS PURPOSE, IT IS NECESSARY TO CONTACT
ABC.
2.8 TEMPERATURES (IN°C)

Parameters Value
Exhaust gases:
• Cylinder heads °C (See test sheet)
• Before turbine °C (See test sheet)
• After turbine °C (See test sheet)
Supercharging air:
• Before air cooler °C (See test sheet)
• After air cooler °C (See test sheet)
Cooling system Double cooling circuit

Split cooling circuit
(engine outlet) (HT +LT)
Normal working 80°C (75-87) – 85°C (80-89) 80°C (75-87) – 85°C (80-89)
Warning signal 90°C 90°C
Stop signal 95°C 95°C
Preheating 40°C – 45°C 40°C – 45°C
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Lubrication circuit Double cooling circuit

Split cooling circuit
(engine inlet) (HT +LT)
Normal working 71 – 79°C 71 – 79°C
Warning signal 80°C 80°C
Stop signal 85°C 85°C
Preheating 35°C – 40°C 35°C – 40°C
2.9 PRESSURES
Opening pressure Working pressure Proof pressure
Description
(gauge pressure) (gauge pressure) (gauge pressure)
Cylinder head:
• Combustion space - Max. 130 150
• Cooling water - Max. 3,5 5

space
Cylinder block:
• Cooling water - Max. 3,5 5

space
Air cooler:
• Water space - Max. 2,5 5
• Air space - Max. 3 5
Oil cooler: Plate Pipe

cooler cooler
• Water side - Max. 2,5 7 8
• Oil side - Max. 5 7 10
Fuel injection pump:
• Plunger and liner - Max. 1200 -
• Body - - 7
Fuel supply - Gasoil max. 2,5 -
HFO max. 3,5
Injection pipes - Max. 1200/1500
Opening injection needle 275 - -
Safety valve (cylinder 150 ± 2 - -

head)
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General 6/8 DZC
Opening pressure Working pressure Proof pressure

Description
(gauge pressure) (gauge pressure) (gauge pressure)
Safety valve (crankcase) 0,1 - -
Lube-oil pressure (entrance 6 cyl. 8 cyl.

engine) at normal engine
working temperatures:
• 330 rev/min - 2-2,5 1,75 -
• 500 rev/min - 2,5-3 2 -
• 720 and - 4,85 4,85 -

750 rev/min
• 900 and - 5 5 -
1 000 rev/min
Starting air - Max. 30 -
Cooling circuit: in order to obtain the minimal hydrostatic pressure for the soft-water pump inlet,
the underside of the expansion tank must be at least 2 m above the engine’s center line but no
more than 10 m (see operating manual, chapter “Description and supervision of the cooling
water circuits”).
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2.10 LUBRICATING AND COOLING SYSTEMS CAPACITIES (LITERS)

2.10.1 Lubrication system
Oil sump 6 cyl. (l) 8 cyl. (l)

Type 1 (standard wet sump)
(h = 264 mm)
Min. 180 230
Max. 450 510
Type 2 (extra deep wet

sump)
(h = 364 mm)
Min. 180 230
Max. 615 675
Type 3 (oil sump in frame

for propulsion)
Min. 275 350
Max. 500 650
Type 4 (Oil sump in frame

for generator sets)
Min. 450 580
Max. 1000 1200
Property 6 cyl. (l) 8 cyl. (l)

Standard oil pipes on According to engine type According to engine type
engine and/or application and/or application
Governor:
UG8 1,4 1,4
UG25+ 2,1 2,1
Heinzmann - -
GENERAL 6/8 DZC
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General 6/8 DZC
2.10.2 Cooling systems
Property 6 cyl. (l) 8 cyl. (l)

Engine capacity (basic 205 275
engine)
Air cooler 11,7 11,7
2.10.3 Information concerning the fabrication of important components
Component Property Information

Crankcase Fabrication Sand-cast
Material GGG 40 – 50
Finishing ABC
Cylinder block Fabrication Sand-cast
Material GGG 40 – 50
Finishing ABC
Cylinder head Fabrication Sand-cast
Material Lamellar cast iron
Finishing ABC
Pump carter Fabrication Sand-cast
Finishing ABC
Connecting rod Fabrication Forged in a matrix
Material Steel 42CrMo4V
Finishing ABC
Crankshaft Fabrication Forged in a matrix
Material 6 cyl.: Steel 42CrMo4

8 cyl.: Steel 42CrMo4V
Finishing By supplier
Cylinder liner Fabrication Centrifugal cast
Material Perlitic cast iron with P and Mo
Finishing Machined & plateau honed at ABC
Cylinder head gasket Material Brass
GENERAL 6/8 DZC
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General 6/8 DZC
Component Property Information

Piston Fabrication Cast
Material Nodular cast iron
Finishing By supplier (+ hardened grooves)
Piston rings Fabrication Cast: top ring with chrome ceramic coating
1st tapered compr. Ring chrome coated
2nd tapered compr. Ring
Oil scraper ring chrome coated with spiral spring
Valves Material Intake X45CrSi9V

Exhaust X45CrSi9V (MDO/Gasoil)
Exhaust X45CrSi9V + Nimonic 80A (HFO)
Inserts Fabrication Centrifugal cast
Material Centrifugal cast iron
Valve guide Fabrication Centrifugal cast
Material Special cast iron (Metal Roger)
Finishing ABC
Gear wheels Fabrication Forged in a matrix
Material Steel 17CrNiMo6MQ, 14NiCr18 & GGG
Finishing ABC and/or supplier hardening & grinding
Camshaft Fabrication Forged in a matrix
Material 15CrNi6
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General 6/8 DZC
2.10.4 3D illustration with identification of important components
A B C D E F G
H I J K L M N O
Fig. 0.6
Ref. Description
A Speed governor
B Crankcase breather
C Turbocharger
D Cylinder head
GENERAL 6/8 DZC
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General 6/8 DZC
Ref. Description
E Water return pipe
F Box engine control unit
G Oil filter
H Flywheel
I Integrated camshaft
J Crankcase
K Injection pump
L Fuel filter
M Pump drive gear case
N Oil pump
O Water pump
GENERAL 6/8 DZC
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General 6/8 DZC
A B C
Fig. 0.7
Ref. Description
A Oil cooler
B Exhaust manifold
C Charge air cooler
GENERAL 6/8 DZC
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General 6/8 DZC
2.10.5 Cross-section ABC 6/8 DZC engine
C
G
D
H
E
Fig. 0.8
GENERAL 6/8 DZC
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General 6/8 DZC
Ref. Description
A Exhaust manifold
B Charge air manifold
C Water inlet manifold
D Oil cooler
E Crankcase
F Oil pan
G Camshaft tunnel
H Con rod bolts tightened by elongated stretch
2.11 TEST-BED MEASUREMENTS

The measurements made on the test-bed are given on the sheet of the engine reception test.
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General 6/8 DZC
3 GENERAL MAINTENANCE RECOMMENDATIONS
3.1 WARNINGS
• Prevent the engine from starting or turning during any maintenance.
• Open the decompression valves before beginning any repairs to moving parts.
• Make certain that the crankshaft can turn without danger to the men working on the
engine or driven machines (alternators, reversing gear, etc.).
REMEMBER THAT THE REMOVAL OF OBJECTS (PISTON/CONNECTING-ROD ASSEMBLIES)

CAN UNBALANCE THE CRANKSHAFT, CAUSING IT TO ROTATE UNEXPECTEDLY.
• Inspect the nuts and bolts and their attachments as well as the air, water and oil
pipework before starting the engine.
• When rotating the engine with a bar, make sure all moving parts can move freely.
• Speed governors: It is forbidden to disassemble or re-adjust speed governors
overspeed devices or any other component which controls or limits the dynamic
conditions of the engine unless this is expressly allowed and approved by ABC and this
may only be done by authorized personnel.
• Injection nozzles: When testing the nozzles outside the engine with the nozzle tester,
observe the following precautionary measures:
• KEEP HANDS AWAY FROM THE NOZZLE SPRAY. THE SPRAY FROM A
NOZZLE CAN PENETRATE DEEP INTO THE FLESH OF THE FINGERS OR HAND AND
DESTROY TISSUE. FUEL OIL ENTERING THE BLOOD STREAM CAN CAUSE BLOOD
POISONING.
• USE ONLY CLEAN GASOIL OR TEST OIL FOR TESTING.

• DO NOT TEST THE NOZZLE NEAR A FLAME OR GLOWING OBJECT.
3.2 TOOLING
The necessary tools include:
• Ordinary tools on the market: flat, tubular, and ring spanners, screwdrivers, etc.
• Special tools delivered with the engine
• Special tools designed by ABC and to be ordered separately
• Lifting equipment: hoisting tackle, slings, etc.
The tools needed for the mounting, dismantling or maintenance of the several engine
components, can be ordered with numbers from the maintenance book.
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3.3 MASSES OF THE MAJOR COMPONENTS

Section Description Mass (kg)
01 Crankcase:
• Main bearing cap
− Normal 14,6
− Wide 18,25
− Guide 16,90
• Main bearing stud 0,52
• Cylinder block stud 1,52
04 Main bearing:
• Upper half bearing shell 0,72
• Lower half bearing shell 0,84
• Axial half thrust bearing ring 0,46
08 Cylinder block:
• Liner 67,50
• Cylinder head stud 1,68
• Cylinder head stud (extended) 1,76
09 Piston:
• Piston in nodular cast iron (GGG) 30 – 32
• Piston pin 12,55
• Set piston rings 0,75
10 Connecting rod:
• Connecting rod with bush, bearings bolts and nuts 40 – 45
• Big end bearing shells (upper and lower together) of the 1,25
connecting rod
• Bush small end 1,60
09/10 Drive work with piston, piston pin, piston rings, piston circlips, con rod 83 – 91
with bush, bearings, cap and bolts
11 Cylinder head:
• Cylinder head with valves, bridges, rockers and support with 134,5
shaft
• Cylinder head with inserts and valve guides 105
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General 6/8 DZC

• Inlet valve 1,10
• Exhaust valve 1,25
• Bridge rocker with pad and adjusting screw 1,3
• Rockers with shaft and support 15,15
• Valve guides 0,27
• Rocker with bush and pad 2,52
12 Governor:
• Woodward (UG8-L/UG8-D/UG25+) 22 – 26
• Assembly gear wheel driving Woodward governor 12
• Heinzmann actuator 15,3
13 Assembly lever adjustment injection pump 0,53
14 Fuel circuit:
• Injection pump 9,08
• Nozzle and nozzle holder 2,3
15 Pump driving:
• Gearwheel case engine driven pumps with intermediate shafts 181

and shaft drive fuel pump
• Intermediate plate 22,5
• Intermediate shaft with gear wheel drive water pump 4,8
• Intermediate shaft with gear wheel drive oil pumps 10,3
16 Distribution:
• Two-parts distribution gear wheel on crankshaft 10,35
• Gear wheel on camshaft 21
• Intermediate support bearing with gears 33,25
• Gear case 47
17 Camshaft:
• Guide bearing 4
• Bearing 3,8
• Camshaft
− Cylinder stud 18,6
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General 6/8 DZC

− Begin stud 8
− End stud 15,3
− Intermediate flange 1,7
18 Tappet mechanism:
• Tappet bracket 11,3
• Tappet with roll (valves) 0,94
• Tappet with roll (injection pump) 1,46
• Assembly valve push-rod 1,4
20 Turbo-compressor KBB type M40 260
21 Exhaust system:
• Expansion compensator 4,19
23 Air cooler 232
27 Standard flywheel with starting gear wheel 935,5
29 Vibration damper type:
• ASK 2204A (H&W) 304
• D50/1/1 + C 41/2/58U 171
• D50/2 + C41/2/58U 171
• D63/62 + C44/2/98U 296
• D72/66/1 + C 44/2/98U 449
30 Oil circuit:
• Lubricating pump and gear wheel 37,20
• Scavenge pump and gear wheel 36,50
• Oil pressure regulating valve 9
31 Oil filter:
• Support oil filter 50
• Duplex oil filter 112
• Centrifugal oil filter 3,87
40/45 Soft-water circuit:
• Water pump and gear wheel 33,60
• Thermostatic regulating valve (nominal temp. 43°C) 19,4
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General 6/8 DZC

• Thermostatic regulating valve (nominal temp. 80 – 85°C) 19,9
41 Seawater circuit (if applicable)

• Self-priming seawater pump and gear wheel 70,40
50/51 Fuel feeding:
• Fuel pump and half coupling 7,15
• Duplex fuel filter (dry weight) 16
66 Control system:
• DMU (diesel monitoring unit), separate from engine 22,3
• Monitoring panel on engine 15,0
133 Service oil tank (440 l) – dry weight 203
Service oil tank (1020 l) – dry weight 512
3.4 HANDLING OF COMPONENTS

Always use a lifting apparatus for handling important pieces, such as cylinder heads, piston and
connecting rods, and cylinders.
For specific guidelines for handling the engine, see the installation prescription manual.
3.5 PRECAUTIONS FOR MOUNTING AND DISMANTLING

During the life of the engine it is possible that it, or some parts of it, must be dismantled.
Dismantling, mounting or replacing should all be performed in a prescribed order. The executers
should be familiar with the topic and with the characteristics of the engine and its components
as described in the relevant documentation. There, you will find the procedures for the
dismantling, replacing and mounting of the important parts of the engine. Keep in mind the
following basics:
• Some parts are marked to show their position or place as mounted. Before dismantling
such a part, make sure that the marks are attached correctly. This makes it possible to
re-assemble the parts in an identical way, preventing a malfunction. Provide the
unmarked parts with a label (piston rings, bearing shells…).
• Empty the oil, water and fuel circuit according to the mounting task.
• Close the pipes and openings of the parts when dismantling them.
• Protect the components which are not immediately re-used with an anti-rust agent and
clean them before mounting.
• Renew all joints if necessary. After starting the engine again, check all joints for
leakages.
3.6 ASSEMBLY DIMENSIONS AND WEAR LIMITS

The original minimum and maximum dimensions of each part subject to wear are indicated. Also
specified are the maximum limits of wear at which the parts must be either exchanged or
GENERAL 6/8 DZC
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General 6/8 DZC
reconditioned. These values are the result of long experience, they represent the point at which
the safety and proper functioning become endangered.
Those values are given in the OD (original dimensions) and LW (limit of wear) columns.
3.7 STANDARDIZED DIMENSIONS FOR RECONDITIONING

Parts which can be reconditioned (e.g. crankshaft, guide bearing cap, etc.) have standardized
dimensions and tolerances. If the parts are reworked to those dimensions, parts to be fit
(bearing shells for reconditioned crankshaft, oversize half thrust rings, etc.) can be supplied
from stock.
The dimensions for the first reworking are marked R1, those for the second R2, and so on.
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General 6/8 DZC
4 MAINTENANCE PROGRAM
The maintenance schedule and periodicity intervals were established by the manufacturer in
order to achieve best efficiency and reliability of the engine and lifetime of components.
Periodicity intervals are based on manufacturer’s experience.
All the maintenance jobs set out in this program are of a periodical nature. They should be
repeated at regular intervals, usually expressed in hours of service of the engine.
In order to facilitate the maintenance and to limit the time when the engine is out of service, the
operations are grouped as a small number of maintenance jobs and overhauls. They have to be
undertaken after periods of service which are multiples of each other.
The maintenance jobs of the same frequency in each group are set out in the following pages.
For each maintenance job, the basic frequency level is mentioned in running hours. Although
this is not explicitly mentioned in the table, these maintenance jobs have to be repeated each
time a multiple of the indicated running hours are passed.
4.1 MAINTENANCE (M) AND OVERHAUL (O)

The different groups of maintenance jobs are classified under one or the other of the two
classes below:
• Normal maintenance jobs
• Partial and complete overhauls
For each maintenance job is indicated if the job is applicable for an engine execution based on
the fuel type. The three main fuel types are:
• All diesel oils – DO
• Heavy fuel oil or biofuel – HFO-BIO
• Dual fuel (gas/ diesel oil) – DF
ABC reserves the right to change these service intervals depending on the
operating condition load profile, quality and/or type of fuel and lubricating oil, and
the cooling water conditions.
The stated frequency is only to be used as a guidance, but should NOT be
exceeded during the guarantee period.
The frequency can strongly be influenced by the service conditions, quality of the
fuel oil, quality of the lubricating oil, treatment of the cooling water etc.
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General 6/8 DZC
4.1.1 Normal maintenance jobs

Normal maintenance jobs involve partial dismantling, which can be carried out by the operation
staff.
We identify eight types of maintenance operations for the 6/8DZC-engines:
Period Mark
Every week or every 100 hours M1
Every half month or every 250 hours M1a
Every month or every 500 hours M2
Every 1000 hours M3
Every 1500 hours M4
Every ±3000 hours M5
Every ±6000 hours M6
Every year M7
4.1.2 Partial and complete overhauls

This involves substantial dismantling and more specialized work, which usually entails taking
the engine temporarily out of service. We identify three overhaul periods:
Period Mark
Condition check and partial overhaul at periods of 12 000 hours O1
The complete overhaul at periods of 24 000 hours O2
The partial overhaul at periods of 48 000 hours O3
Under normal operational conditions, ABC permits a maximum tolerance of approximately 20 %

on the periodicity of maintenance, and a maximum tolerance of 3000 hours on the periodicity of
overhauls.
The hours of running indicated on the counter or stated in the log book may in
some cases be replaced by equivalent units that vary more or less linearly
(kilometers travelled by traction units, energy produced by pumping installations or
by electricity generating sets).
4.1.3 References
For each maintenance job, a reference to the manual that contains the maintenance procedure
is added. The following manuals are referenced:
GENERAL 6/8 DZC
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General 6/8 DZC
Manual
Manual title
code
B33 Operating manual for diesel engines ABC type 6/8/12/16DZC
B24 Maintenance manual for diesel engines ABC type 6/8DZC
B82 Manual for dual fuel engines ABC type 6/8/12/16DZD
B83 Manual for HFO engines type 6/8/12/16DZC
4.1.4 Table of maintenance jobs

C1 – Before every start or every 24 hours
Reference DO HFO- DF
Mark Part to be maintained or checked
BIO
C1 – Check water level in expansion See B33 chapter “General X X X
01 tank and oil level engine. directives” §4.1.2
C1 – Check oil level in hydraulic See B33 chapter “General X X X

02 governor. directives” §4.1.3
C1 – Check starting air pressure. See B33 chapter “General X X X

03 directives” §4.1.4
C1 – Drain off any water from the daily See B33 chapter “General X X X
04 fuel tank and the water separator directives” §4.1.5
(in fuel line).
See B24 chapter “Engine
driven pumps” – “Fuel
filtration”
C1 – Check fuel level in the daily tank. See B33 chapter “General X X X
C1 – Check for cooling water, See B33 chapter “General X X X

06 lubricating oil, fuel oil, exhaust directives” §4.1.7
and air leaks.
C1 – Clean the compressor (air intake See B33 chapter “General X X X

07 (*) side) of the turbocharger by directives” §4.1.8
water injection.
See B24 chapter
“Turbocharger”
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General 6/8 DZC
M1 – Every week or every 100 hours

BIO
M1 – Fill up the automatic lubricator on See B33 chapter “General X X X
01 the starting air pipe. directives” §4.2.2
M1 – Drain off water from: See B33 chapter “General X X X

• Compressed air
receivers
• Water separator (starting
airline)
M1 – Clean water filters, if provided. See B33 chapter “General X X X
M1 – 1 Check position of See B33 chapter “General X X X

04 contamination indicator on directives” §4.2.5
oil filter at operating
temperature and nominal
speed.
2 Replace filter elements, if
necessary.
M1 - Check free passage of blow off See B33 chapter “General X X _
05 hole on air cooler, if provided. directives” §4.2.6
M1 - Clean centrifugal filter. See B33 chapter “General _ X _

M1 - 1 Lubricate the control See B33 chapter “General _ X _

07 levers, injection pump directives” §4.2.8
control rod and link of the
governor and control
spindle bearing bushings.
2 Check if each injection
pump control rod can be
moved freely.
M1 - Check the drain system of the air See B82 chapter _ _ X
08 cooler, if provided. “Maintenance
instructions” §3.1.1.
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General 6/8 DZC
M1a – Every half month or every 250 hours

BIO
M1a – Clean the turbine (exhaust gas See B83 chapter _ X _
01 side) of the turbocharger by “Maintenance
water injection. instructions”.
M2 – Every month or every 500 hours

BIO
M2 – Replace air intake filter element. See B33 chapter “General X X X
01 (*) directives” §4.4.2
M2 – Clean centrifugal filter. See B33 chapter “General X See X

02 (Frequency depends on the level directives” §4.4.3 M1 - 06
of contamination.)
M2 – Check if renewal of the fuel filter See B33 chapter “General X X X

03 elements is necessary. directives” §4.4.4
(Frequency depends on fuel
quality and possible
contamination of the filter
elements.)
M2 – 1 Lubricate the control See B33 chapter “General X See X

04 levers, injection pump directives” §4.4.5 M1 - 07
control rod and link of the
governor and control
spindle bearing bushings.
2 Check if each injection
pump control rod can be
moved freely.
M2 – Clean the magnetic filter of the See B33 chapter “General X X X
05 turbocharger. directives” §4.4.6
M3 – Every 1000 hours

BIO
M3 – Renew fuel filter elements. See B33 chapter “General X X X
M3 – Replace filter element of closed See B24 chapter X X X

02 crankcase ventilation breather. “Crankcase” – “Closed
Crankcase ventilation”
M3 – Check the proper functioning of See B24 chapter “Starting X X X

03 the automatic lubricator for the system” – “Pneumatic
starting air system. starting on cylinders”
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BIO
M3 – Take a sample of the lubrication See B33 chapter “General X X X
04 oil and make an oil analysis. directives” §4.5.5
M3 – Check rotation of exhaust valve See B83 chapter _ X _

05 rotocaps. “Maintenance
instructions”
M4 – Every ±1500 hours

BIO
M4 – Replace oil filter elements. See B33 chapter “General X X X
M4 – 1 Check cooling water See B33 chapter “General X X X

02 quality. directives” §4.6.3
2 Adjust the water treatment
if necessary.
M4 – 1 Check intake and exhaust See B33 chapter “General X X X
03 valve clearances. directives” §4.6.4
2 Adjust if necessary.
M4 – 1 Check nozzles and See B33 chapter “General _ X _
04 opening pressure of directives” §4.6.5
nozzles and their spray
pattern.
2 Replace nozzles if
necessary.
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General 6/8 DZC

BIO
M5 – 1 Change engine oil. See B33 chapter “General X X X
01 2 Replace or clean the directives” §4.7.2
crankcase and crankcase
breather element.
Frequency depends on
application/working
conditions/regular oil analysis
(see M3 – 04).
M5 – Check the alarm and security See B33 chapter “General X X X

02 devices for correct function and directives” §4.7.3
operation:
• Overspeed
• Thermostats
• Pressostats
• Microswitch for
load/overload indication
M5 – Change oil of hydraulic governor. See B33 chapter “General X X _
M5 – 1 Check combustion See B33 chapter “General X X X

04 pressures and full load at directives” §4.7.5
idling speed.
See B24 chapter
2 Adjust if necessary. “Injection system” –
“Injection mechanism
driving the fuel pump”
M5 - 1 Check nozzles and See B33 chapter “General X See X

05 opening pressure of directives” §4.7.6 M4 - 04
nozzles and their spray
pattern.
necessary.
M5 - 1 Check the condition of See B24 chapter _ X _
06 injection pump cavitation “Injection system” –
plugs. “Injection pump”
2 Renew them if necessary.
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BIO
M6 – 1 Thoroughly examine the See B33 chapter “General X X X
01 nozzles and their holders. directives” §4.8.2
necessary.
M6 – 1 Check gear wheel of the See B24 chapter X X _
02 governor, if a mechanically “Governor” – “The
driven governor is governor drive
installed. mechanism”
2 Measure backlash.
M6 – Check tappet mechanisms: See B24 chapter X X X
03 “Cylinder head” – “Tappet
• Tappets mechanism”
• Shafts
• Rolls
M6 – 1 Check the air intake circuit See B24 chapter X X X
04 (*) and compressor wheel. “Turbocharger”
2 Clean if necessary.
M6 – 1 Check the exhaust gas See B24 chapter X X X
05 (*) circuit. “Turbocharger”
2 Clean if necessary.
M6 – Measure complete crankshaft See B24 chapter X X X
06 deflection (all cylinders) and the “Crankshaft.” –
crankshaft axial clearance. “Crankshaft”
M6 – Check the differential pressure of See B24 chapter X X X

07 (*) the air cooler and clean if “Coolers” – “Charge air
necessary. cooler”
M6 – 1 Check the condition of See B24 chapter X See X

08 injection pump cavitation “Injection system” – M5 - 06
plugs. “Injection pump”
2 Renew them if necessary.
M6 - Check the valve wear (measure). See B24 chapter X X X
09 “Cylinder head” – “Inlet
and exhaust valves”
M6 - Check the condition the elastic See B33 chapter “General X X X

10 couplings on the flywheel and (if directives” §4.8.11
present) on the PTO coupling.
M6 - Check the oil mist detection unit. See B33 chapter “General X X X
M6 - Check the preheating module. See B33 chapter “General X X X

GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
BIO
M6 - Check the gas actuator. See B82 chapter _ _ X
13 “Maintenance
instructions”
M6 - Check the status of the fuel See B82 chapter _ _ X

14 cooler. “Maintenance
instructions”
M7 – Every year
BIO
M7 – Check the gas train. • See specific _ _ X
01 manual(s)
• See B82 chapter
“Maintenance
instructions”
M7 - Check the gas detection • See specific _ _ X
02 components. manual(s)
• See B82 chapter
“Maintenance
instructions”
M7 - Check the explosion relieve See B82 chapter _ _ X
03 valves on the air collector and on “Maintenance
the exhaust collectors. instructions”
M7 - Check the knocking sensors and See B82 chapter _ _ X

04 have them calibrated. “Maintenance
instructions”
M7 - If the engine is mounted on See B33 chapter “General X X X

05 flexible supports, check the directives” §4.9.6
condition of the supports.
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
Every 12 000 hours

BIO
O1 – Check the condition of the See B24 chapter X _ X
01 cylinderheads to determine if a “Cylinder head”, sections:
top overhaul is necessary. If
required, see below. • “Cylinder head”
• “Rocker lever
Perform a complete overhaul of mechanism” X
cylinder heads.
• “Inlet and exhaust
1 Remove the valves, if valves”
necessary, grind or renew See B24 chapter “Starting
the valves and/or seats. system”, section “Cylinder
2 Check the valve guides head starting valve”
and renew them if
necessary.
3 Check the valve springs
and collars.
4 Check valve dimensions
and renew if necessary.
5 Perform a complete
overhaul of the valve
mechanism on the cylinder
heads (bridges rockers,
bushes and shaft).
6 Replace all joints (water,
oil, air and exhaust gases).
7 Check the opening
pressure on the relief
valves on the cylinder
heads.
8 Clean the oil ducts.
9 Renew the rocker bushes
and check shaft for
dimensions.
10 Renew the rotocaps.
11 Perform an overhaul of the
cylinder head starting air
valve.
O1 – 1 Check the injection timing See B24 chapter X X X
02 (BI). “Injection system” –
2 Check tightness of “Injection mechanism
injection pump plungers driving the fuel pump”
and of the relief valves.
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
BIO
O1 – 1 Perform an overhaul of the See B24 chapter “Engine X X X
03 seawater pump, soft-water driven pumps” – “Fresh
pump. water pump (HT water
2 Check the anodes in the pump)” and “Sea water
cooling water circuit and pump
renew if necessary.
O1 - 04 For viscous damper, take a See B24 chapter X X X
sample of the damper’s silicon oil “Crankshaft” – “Torsional
for analysis. vibration dampers”
O1 – Visually inspect the distribution: See B24 chapter “Timing X X X

05 gear”, sections:
• Gear wheels
• Cams • Camshaft
• Camshaft bearing taps • Timing gear

wheels
• Bearings
O1 – Visually inspect the pump driving See B24 chapter “Engine X X X
06 gear wheels in the gear case. driven pumps” – “Pump
gear case”
O1 – Visually inspect the pipe oil See B24 chapter X X X

07(*) cooler and clean if necessary. “Coolers” – “Pipe cooler”
O1 – Perform a complete overhaul of See B24 chapter _ X _

08 the turbocharger (including “Turbocharger”
bearings).
O1 – Renew the water separator filter. See B24 chapter “Starting X X X

09 system” – “Water
separator”
O1 – Perform an overhaul of the See B24 chapter “Starting X X X

10 hydraulic stop cylinder. system”– “Automatic stop
device”
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
Every 24 000 hours

BIO
O2 – Perform a complete overhaul of See B24 chapter X See X
01 the cylinder heads. “Cylinder head”, sections: O1 -
01
1 Remove the valves, if • “Cylinder head”
necessary, grind or renew
the valves and/or seats.
• “Rocker lever
mechanism”
2 Check the valve guides
and renew them if • “Inlet and exhaust
necessary. valves”
3 Check the valve springs See B24 chapter “Starting
and collars. system”, section “Cylinder
head starting valve”
4 Check valve dimensions
and renew if necessary.
5 Perform a complete
overhaul of the valve
mechanism on the cylinder
heads (bridges rockers,
bushes and shaft).
6 Replace all joints (water,
oil, air and exhaust gases).
7 Check the opening
pressure on the relief
valves on the cylinder
heads.
8 Clean the oil ducts.
9 Renew the rocker bushes
and check shaft for
dimensions.
10 Perform an overhaul of the
cylinder head starting air
valve.
O2 – 1 Take out the pistons. See B24 chapter “Drive X X X
02 2 Measure the clearance unit (piston and conrod)
and wear of the piston ring
grooves.
3 Renew the piston rings.
O2 – 1 Measure the wear (ovality See B24 chapter X X X
03 and conicity) of the liners. “Cylinder block”
2 Remove and hone the
liners, renew them if
necessary.
3 Replace seal O-rings.
4 Replace anti-polishing
rings.
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
BIO
O2 – 1 Replace the con rod big See B24 chapter “Drive X X X
04 end bearing shells. unit (piston and conrod),
2 Check the condition of the sections:
con rod small end bush, • “Dismounting
replace if necessary. procedures
• ”Maintenance
procedures
conrod”
O2 – 1 Check the condition of the See B24 chapter X X X
05 main bearings, including “Crankcase” – “The main
axial bearings. bearings”
2 Renew if necessary.
O2 – 1 Check the hydraulic or See B24 chapter X X X
06 electronic governor. “Governor system” –
2 Return it to the “Speed governor - UG”
manufacturer, if
necessary.
O2 – Perform a complete overhaul of See B24 chapter X X X
07 the fuel injection pumps. “Injection system” –
“Injection pump”
O2 – 1 Check the gear wheel See B24 chapter “Engine X X X

08 pump casing. driven pumps” – “Pump
2 Renew the bearings. gear case”
3 Visually check the
gearwheels and measure
the gearwheel clearances.
O2 – Perform a complete overhaul of a See B24 chapter X X X
09 viscous vibration damper. “Crankshaft”, sections:
• “Torsional
vibration
dampers”
• “Secondary PTO”
O2 – Perform a complete overhaul of See B24chapter X See X
10 (**) the turbocharger (including “Turbocharger” 01 - 08
bearings).

11 oil and fuel feed pump. Driven pumps”, sections:
2 Replace the fuel feed • “Lubricating oil
pump connection and pump and
sealings. pressure valves”
• “Fuel feed pump”
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
BIO
O2 – Perform a complete overhaul of See B24 chapter X X X
12 the flexible pump drive on a “Crankshaft” – “Flexible
viscous damper. pump drive”
If the flexible pump drive is
connected to a spring type
damper, see O2 – 16.
O2 – Perform an overhaul of the main See B24 chapter “Starting X X X

13 starting air valve. system” – “Main starting
valve”
O2 – 1 Wash out the cylinder See B24 chapter X X X

14 block, remove the “Cylinder block”
deposits.
2 Repaint the interior if
necessary.
15 HT, LT and oil thermostatic driven pumps”, section:
valve.
• Thermostatic
2 Renew the thermostatic valve oil circuit”
elements.
• “Thermostatic
valve water
circuit”
O2 – 1 Check the condition of the See B24 chapter X X X
16 spring blade type flexible “Crankshaft”, sections:
pump drive.
• “Spring coupled
2 Renew if necessary. damper”
• “Flexible pump
drive”
O2 – Perform an overhaul of the See B24 chapter X X X
17 governor gear drive. “Governor” – “The
governor drive
mechanism”
O2 – Completely clean the oil plate See B24 chapter “Coolers” X X X

18(*) cooler. – “Plate cooler”
O2 – Perform an overhaul of the oil by- See B24 chapter “Engine X X X

19 pass valve. driven pumps” –
“Lubricating oil pumps
and pressure valves”
O2 – Renew the camshaft bearings, if See B24 chapter “Timing X X X

20 present. gear” – “Camshaft”
O2 – Perform an overhaul of the See B24 chapter X X X

21 crankcase safety valves. “Crankcase” –
“Crankcase”
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
BIO
O2 – Perform an overhaul of the PTO See B24 chapter X X X
22 bearing, if present “Crankshaft” –
“Secondary PTO”
02 - 23 Completely clean the air cooler. See B24 chapter X X X

“Coolers” – “Charge air
cooler”
02 - 24 Clean the expansion tank. See B33 chapter “General X X X

directives” §4.10
Every 48 000 hours

BIO
O3 – Replace the main bearings and See B24 chapter X X X
01 axial bearing. “Crankcase” – “The main
bearings”
O3 – Replace con rod bolts and nuts. See B24 chapter “Drive X X X
02 (***) unit (piston and conrod)
• “Dismounting
procedures
• ”Maintenance
procedures
conrod”
O3 – Perform a complete overhaul of a See B24 chapter X X X
03 spring blade type torsional “Crankshaft” – “Spring
vibrations damper. coupled damper”
O3 – Renew the cylinder liners. See B24 chapter X X X

04 “Cylinder block”
O3 – Renew the insulation on the See B24 chapter X X X

05 exhaust pipe, if necessary. “Turbocharger”
O3 – Renew all bearings of the fuel See B24 chapter X X X

06 control spindle. “Injection system” – “Fuel
pump control spindle”
O3 – Renew the pressure and thermal / X X X

07 switches (alarm & safety).
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
Ref. Description
* Depends on the environment (air pollution, engine room ventilation, water quality...)
** For applications with frequent load changes, the complete overhaul is

recommended at 12 000 hours.
*** Con rod bolts and nuts must be replaced, after loosening if they already have been
tightened 3 times before, or every 48 000 hours, whichever comes first.
4.2 MAINTENANCE INTERVALS AND OVERHAUL ORDER

Mark
Service hours
(C = Check, M = Maintenance, O = Overhaul)
Every week or every 100 hours M1
Every half month or every 250 M1a

hours
Every month or every 500 hours M1 + M1a + M2
Every 1000 hours M1 + M1a + M2 + M3
Every ±1500 hours M1 + M1a + M2 + M4
Every ±3000 hours M1 + M1a + M2 + M3 + M4 + M5
Every ±6000 hours M1 + M1a + M2 + M3 + M4 + M5 + M6
Every year M7
Every 12 000 hours M1 + M1a + M2 + M3 + M4 + M5 + M6 + O1
Every 24 000 hours M1 + M1a + M2 + M3 + M4 + M5 + M6 + O1 + O2
Every 48 000 hours M1 + M1a + M2 + M3 + M4 + M5 + M6 + O1 + O2 + O3
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
5 TIGHTENING TORQUES
All dynamically strained bolts and nuts as well as functionally important fastening bolts are
tightened by means of a torque wrench on a predetermined tightening torque as described in
the Tightening torque table. The nuts for fastening the cylinder block on the crankcase and for
fastening of cylinder head are tightened according to the angular displacement method. The
nuts of the connecting rod bolts are tightened on elongation. Both specific tightening methods
are described in detail in the maintenance manual.
Table 0.1 Tightening torque table

Component to be tightened or Type of Tightening torque
Bolt material
inserted thread Nm kg
Crankcase (sec. 1)
Bearing studs (implantation) M20 x ~50 ~5 42CrMo4V

1,5
(Loctite no. 245)
Bearing stud nuts M20 x 390-410 40-42 42CrMo4V+K

1,5
(Molykote G-N plus only on
thread of stud)
Crankshaft (sec. 6)
Bolts fixing balance weights on M27 x 2 570 58 34CrMo4V

crankshaft
(Molykote G-N plus) 42CrMo4V
Distribution gear wheel bolts M10 x 40 4 42CrMo4V

1,25
Cylinder block (sec. 8)
Cylinder block studs M27 x 2 ~100 ~10 34CrNiMo6V+K

(implantation)
(Loctite no. 245)
Cylinder block stud nuts (*) M27 x 2 295 30 42CrMo4V+K
+60°+60° +60°+60°
(Molykote G-N plus)

Carefully follow mounting
instructions in maintenance
manual, chapter “Cylinder
block”
Cylinder block bolts M20 365 37 DIN931-8.8
Connecting rod (sec. 10)
Big end stud nuts (type 1 con M20 x 0,6 ± 0,02 0,6 ± 0,02 45CrMo4V+K
rod) (**) 1,5 mm mm
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC

Bolt material
(Molykote G-N plus on thread
of stud)
Big end stud nuts (type 2 con M22 x 0,7 ± 0,02 0,7 ± 0,02 42CrMo4V+K
rod) (**) 1,5 mm mm
(Molykote G-N plus only on

thread of stud)
Cylinder head (sec. 11)
Cylinder head studs M24 x 2 ~100 ~10 X5CrNiCuNb17.4

(implantation)
(Loctite no. 222)
Cylinder head nuts for “X” M24 x 2 245 25 42CrMo4V+K

marked cylinder head studs (*) –
cylinder housing for arrangement +110°+110° +110°+110°
02
Only tighten the nuts
(Consult the maintenance hydraulically!
manual, chapter “Cylinder head” Use Molykote G-N plus
to determine the cylinder Refer to the maintenance
housing arrangement of your manual, chapter “Cylinder
engine.) head”
Cylinder head nuts for “X” M24 x 2 245 25 42CrMo4V+K

marked cylinder head studs (*) –
cylinder housing for arrangement +85°+85° +85°+85°
01
Use Molykote G-N plus
(Consult the maintenance Carefully follow instructions
manual, chapter “Cylinder head” in maintenance manual,
to determine the cylinder chapter “Cylinder head”
housing arrangement of your
engine.)
Cylinder head nuts for M24 x 2 245 25 42CrMo4V+K

unmarked cylinder head studs
(*) +75°+75° +75°+75°
(Molykote G-N plus)

Carefully follow mounting
instructions in maintenance
manual, chapter “Cylinder
head”
Studs for rocker brackets M16 ~50 ~5 42CrMo4V

(implantation)
(Loctite no. 245)
Nuts for fixation rocker bracket M16 155 16 10 DIN982

studs
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC

Bolt material
Central bolt for fixation rocker M16 155 16 42CrMo4V+K
bracket
Rocker shaft locking bolts M12 85 8,6 8.8 DIN912
Nut nozzle holder M56 x 2 195 20 Ck55
(Loctite no. 542)
Safety valve in cylinder head M39 x 137 14 – 15 /

1,5
Governor drive (Woodward) (sec. 12)
Bolts driving gearwheel on M8 25 2,5 8.8 DIN912

camshaft gearwheel 54T
(Loctite no. 243)
Bolts gear 27T M8 25 2,5 8.8 DIN912
(Loctite no. 243)
Self-locking nuts fixing conical M10 30 3 8 DIN985

gears UG8, UG25+
Fuel feeding (sec. 14, 18, 59)
Injection pump bolts M12 50 5 36NiCr6 V+K /

42CrMo4+QT+C
(Section 018)
Cap nut fixing nozzle holder in M76 x 2 540 55 42CrMo4V

cylinder head
(Molykote G-N plus)
Mount following instructions
in maintenance manual,
chapter “Injection system”
Nozzle nut / 217 21,7 /
Screws flange fixation M10 34,5 3,5 8.8 DIN912

extended coupling piece
Coupling nuts injection pipe /

(thread lubricated with oil)
• Type 1: M22 x 60 ± 5 6,1 ± 0,5
620.058.1100.04 1,5
• Type 2: M22 x 60 ± 5 6,1 ± 0,5

620.058.1100.05 1,5
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC

Bolt material
• Type 3: M22 x 105 ± 5 10,5 ± 0,5
620.058.1100.06 1,5
High pressure fixation nut / 868-895 88,5 – 91 /

injection pump
(Molykote G-N plus)
Pump driving gear casing (sec. 15, 29, 30, 40, 41, 93)
Casing bolts M12 85 8,6 8.8 DIN912
Bolts driving gear on damper M10 50 4,8 8.8 DIN933

flange – only for Geislinger
dampers (Loctite no. 542)
Nuts & bolts fixing intermediate M10 50 4,8 8 DIN982

shafts on gear casing
M8 25 2,5 8.8 DIN7984
Lock nuts intermediate shafts M20 150 15 6 DIN985
M30 x 120 12 /
1,5
Coupling bolts intermediate M10 50 4,8 8.8 DIN933

gears
(Loctite no. 542)
Lock nut(s) driving gearwheel M20 150 15 6 DIN985

oil pump
M30 x 250 25 /
1,5
Locking nut fixing driving M20 150 15 6 DIN 985

gearwheel water pump
M12 x 147 15 /
1,5 (Loctite 270) (Molykote)
M24 x 2 147 15 8.8 DIN439-B

(Loctite 270) (Molykote)
Nut fixing impeller of water M20 147 15 DIN934-A2 (left)

pump
(Loctite 270)
Bolts clamping assembly of M6 17 1,7 12.9 DIN912

driving gear on seawater pump
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC

Bolt material
Bolts cover vibration damper: M12 85 8,6 8.8 DIN933
• Hasse & Wrede (Loctite no. 243)
• Geislinger
M16 266 23 8.8 DIN 912
(Loctite no. 242, disc spring

with Molykote 1000)
M10 45 4,5 8.8 DIN912
(Loctite no. 242, disc spring

with Molykote 1000)
M8 20 2 8.8 DIN912
Coupling bolts PTO shaft on M16 343 35 12.9 DIN19

damper
M12 100 10 10.9 DIN933
Bolts fastening soft water pump M10 39 4 8.8 DIN931

on gear casing.
Bolts fastening sea water pump M10 39 4 8.8 DIN933

on gear case.
Camshaft – distribution (sec. 16, 17)
Bots fixing guide-bearing M12 120 12 10.9 DIN933

camshaft to cylinder block
(Loctite no. 270)
Camshaft connecting bolts M12 x 35 120 12 10.9 DIN933
Coupling bolts camshaft M12 x 30 85 8,6 8.8 DIN7984

intermediate flange
Camshaft-bearing bolts M12 120 12 10.9 DIN912
M8 25 2,5 8.8 DIN912
Tappet bracket fixing bolts M12 120 12 10.9 DIN912
Bolts clamping assembly M10 70 7 10.9 DIN912

camshaft gearwheel adapter
M12 170 11,2 12.9 DIN912
Fixing bolts camshaft M12 85 8,6 DIN7984

gearwheel on adapter
Coupling bolts intermediate M12 85 8,6 8.8 DIN933

gear
(Loctite no. 245)
M10 45 4,5 8.8 DIN931
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC

Bolt material
Bolts fixing cap on bearing (Loctite no. 245)
support intermediate gear
Bolts fixing bearing support M16 205 21 8.8 DIN931

intermediate gears on
crankcase
Turbochargers and exhaust manifolds (sec. 20, 21, 22)
Bolts fixing turbo M40 M16 200 21 8.8 DIN931
Nuts fixing turbo support M16 350 35 12.9 DIN934
Bolts fixing turbo support M16 350 35 12.9 DIN933
Bolts expansion bellows M16 140 14 Heat resistant
(Molykote HSC)
Exhaust manifold flanges M16 200 20 34CrNiMo6V+K

Elastic bolts (620.021.9012.09) (Molykote HSC)
Intake air manifold flanges M16 140 14 8.8 DIN933
(Molykote HSC)
Flywheel (sec. 27)
Flywheel bolts M30 x 2 1380 141 10.9 DIN960
(Molykote G-N plus)
Thermostatic valves (sec. 35)
Nuts assembling thermostatic / 54 5,5 /

oil valve
Ref. Description
* Tightening by a specific rotation angle of the nut.
** Tightening up to a specific elongation of the stud
GENERAL 6/8 DZC
Ed. 11 – 30/09/2020 – EN
General 6/8 DZC
This page is left blank intentionally.
MAINTENANCE MANUAL
DIESEL ENGINES 6/8/12/16DZC
Ed. 09- 30/09/2020 – EN
Cylinder head
CHAPTER 1
CYLINDER HEAD
(Assembly 11-18)
File: B24_01_dd2020_09_30_Ed009_EN_Cylinder_Head ABC owns the copyright of this document. It shall not be
MAINTENANCE MANUAL
Ed. 09- 30/09/2020 – EN
Cylinder head
CONTENTS
1 CYLINDER HEAD .............................................................................................................................. 4
1.1 Description ........................................................................................................................ 4
1.2 Mass ................................................................................................................................. 4
1.3 Illustrations ....................................................................................................................... 5
1.4 Recapitulation of maintenance jobs ................................................................................. 8
1.5 Spare parts ....................................................................................................................... 8
1.6 Tools ................................................................................................................................. 9
1.7 Dismounting the cylinder head ....................................................................................... 10
1.8 Maintaining the cylinder head ......................................................................................... 11
2 ROCKER LEVER MECHANISM .......................................................................................................... 19
2.1 Description ...................................................................................................................... 19
2.2 Mass ............................................................................................................................... 19
2.3 Recapitulation of maintenance jobs ............................................................................... 19
2.4 Spare parts ..................................................................................................................... 19
2.5 Tools ............................................................................................................................... 19
2.6 Dismantling and cleaning the rocker lever mechanism .................................................. 19
2.7 Checking and replacing the rocker lever bushes ........................................................... 20
2.8 Re-assembling the rocker lever mechanism .................................................................. 21
3 INLET AND EXHAUST VALVES .......................................................................................................... 24
3.1 Description ...................................................................................................................... 24
3.2 Mass ............................................................................................................................... 24
3.4 Spare parts ..................................................................................................................... 24
3.5 Tools ............................................................................................................................... 25
3.6 Removing the valves from the cylinder head ................................................................. 25
3.7 Maintaining the valves .................................................................................................... 26
3.8 Re-assembling the valves .............................................................................................. 31
3.9 Renewing the rotocaps ................................................................................................... 32
3.10 Remounting the cylinder head ........................................................................................ 32
4 TAPPET MECHANISM ...................................................................................................................... 41
4.1 Description ...................................................................................................................... 41
4.2 Mass ............................................................................................................................... 41
4.3 Illustration ....................................................................................................................... 42
MAINTENANCE MANUAL
Ed. 09- 30/09/2020 – EN
Cylinder head
4.5 Spare parts ..................................................................................................................... 43

4.6 Tools ............................................................................................................................... 43
4.7 Dismounting the tappet mechanism ............................................................................... 43
4.8 Maintaining the tappet mechanism................................................................................. 44
4.9 Remounting the tappet mechanism ................................................................................ 47
MAINTENANCE MANUAL
Ed. 09- 30/09/2020 – EN
Cylinder head
1 CYLINDER HEAD
1.1 DESCRIPTION
The cylinder head (1, Fig. 1.1) is made of lamellar cast iron. It is fitted with:
• Two inlet valves (48, Fig. 1.1) and two exhaust valves (49, Fig. 1.1). The valves slide in
the valve guides (4, Fig. 1.1), which are placed around the central nozzle.
• Two inlet inserts (2, Fig. 1.1) and two exhaust inserts (3, Fig. 1.1). The inserts are made
of special cast iron and are shrink-fitted into the cylinder head with liquid nitrogen.
The cylinder head is mounted on the cylinder block with six dynamic elastic studs. The flat brass
gasket (65, Fig. 1.1) ensures the tightness of the combustion room.
1.2 MASS
Component Mass (kg)
Disassembled, bare cylinder head 98
Complete cylinder head, with rockers 134,5
MAINTENANCE MANUAL
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Cylinder head
1.3 ILLUSTRATIONS
Fig. 1.1 Exploded view cylinder head (MDO)
MAINTENANCE MANUAL
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Cylinder head
Fig. 1.2 Exploded view cylinder head (HFO)
MAINTENANCE MANUAL
Ed. 09- 30/09/2020 – EN
Cylinder head
Fig. 1.3 Exploded view safety valve
Fig. 1.4 Exploded view inlet and exhaust joints
MAINTENANCE MANUAL
Ed. 09- 30/09/2020 – EN
Cylinder head
1.4 RECAPITULATION OF MAINTENANCE JOBS

Code Description
O1-01 • Complete overhaul of the cylinder heads
O2-01 • Removing and, if necessary, grinding or replacing valves and valve
seats
• Checking and, if necessary, replacing valve guides
• Checking valve springs and collars
• Measuring and, if necessary, replacing valves
• Complete overhaul of the valve mechanism (bridges, rockers, bushes,
shaft)
• Replacing all joints (water, oil, exhaust gasses)
• Checking opening pressure of relief valves
• Cleaning oil conducts
• Replacing bushes and measuring shaft
• Renewing the rotocaps
1.5 SPARE PARTS

Fig. Ref. No. Description Number/Cyl.
Fig. 1.1 4 Valve guide 4
Fig. 1.1 2 Inlet valve insert 2
Fig. 1.1 3 Exhaust valve insert 2
Fig. 1.1 65 Cylinder head gasket 1
Fig. 1.1 60 Joint 1
Fig. 1.1 71 Joint 1
Fig. 1.1 72 Joint 1
Fig. 1.1 16 Joint 1
Fig. 1.1 17 Joint 8
Fig. 1.1 18 Joint 1
Fig. 1.1 19 Joint 2
Fig. 1.1 62 Seal O-ring cylinder head cover 1
Fig. 1.1 15 Seal O-ring nozzle holder sleeve 2
Fig. 1.4 80 Joint air intake cylinder head 1
Fig. 1.4 81 Joint exhaust flange cylinder 1
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This table only lists the spare parts of the cylinder head itself. Joints and washers for the pipes
that are connected to the cylinder head are listed in the spare parts list of the 6/8DZC or the
12/16DZC engine.
The 12/16DZC engine is equipped with a special inlet valve rocker (77, Fig. 1.1 –
630.011.8204.01). It has an extra nozzle to enhance the lubrication of the inlet
valves.
1.6 TOOLS
Code Description
620.083.1200.02 Tool for mounting and dismounting valve springs
620.083.1300.01 Tool for extracting nozzle holder
100.933.012.000 Eye bolt for lifting cylinder head
620.083.1600.03 Torque wrenches with sockets and accessories
620.083.9007.01 Magnetic base
620.084.2100.01 Tool for hydraulic test cylinder head
620.084.2200.01 Tool for remilling inlet and exhaust inserts
620.084.2300.02 Tool for mounting, dismounting and lapping the nozzle holder
sleeve in the cylinder head
620.084.2400.01 Tool for mounting and dismounting valve guides
620.084.9010.01 Tool for lapping of cylinder liner collar and cylinder head
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1.7 DISMOUNTING THE CYLINDER HEAD

Required staff
One service man
Procedure
1 Drain the water circuit until all water is removed from the cylinder head.
2 Unscrew the handle (63, Fig. 1.1) and remove the cylinder head cover (61, Fig. 1.1).
3 Disconnect all pipes from the cylinder head. This includes:
• The fuel injection pipes
• The fuel drain pipes
• The lube oil pipe for the valve gear
4 Remove the water outlet elbow and the complete rocker levers (20-24, Fig. 1.1), including
the bracket (27, Fig. 1.1), the bridges (33, Fig. 1.1) and the push rods.
5 Remove the nozzle holder. Proceed as follows:
a Remove the injection pipe coupling and the hexagon cap nut.
b Remove the nozzle holder, using tool 620.083.1300.01.
c Screw the hexagon cap nut back on.
6 Disconnect the cylinder head from the gas outlet manifold and the air intake manifold.
7 Remove the fixing nuts from the cylinder head. You have to do this in two steps:
a Turn each nut 90° to loosen the nuts.
b Further unscrew each nut and remove them from the cylinder head.
8 Mount the eye bolt in the cylinder head.
9 Lift the cylinder head and place it on a wooden surface (e.g. on a wooden pallet). This
avoids damage to the sealing surface at the side of the cylinder head gasket.
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1.8 MAINTAINING THE CYLINDER HEAD

1.8.1 Overview
Maintaining the cylinder head includes:
1 Cleaning the cylinder head (page 11)
2 Testing the cylinder head (hydraulic test) (page 12)
3 Checking the sealing surface (page 13)
4 Checking and replacing the valve guides (page 13)
5 Checking, remilling and replacing the inserts (page 15)
6 Removing and lapping the nozzle holder sleeve (page 15)
1.8.2 Cleaning the cylinder head
YOU USE HAZARDOUS LIQUIDS (PETROL, WHITE SPIRIT…) TO CLEAN THE CYLINDER HEAD.
REFER TO THE SAFETY PRESCRIPTION CARD FOR INSTRUCTIONS ON SAFE AND PROPER
USE OF THESE LIQUIDS.
Required staff
One service man
Procedure
1 Completely disassemble the cylinder head. Only leave the valve guides (4, Fig. 1.1), the
valve inserts (2 and 3, Fig. 1.1) and the nozzle holder sleeve (6, Fig. 1.1) in place.
2 Clean the cylinder head with petrol or white spirit and remove the deposit in the exhaust
ducts with a blunt scraper.
3 Check the deposit on the inner walls of the water jacket. You can do this through the
water inlet ports, the water exhaust ports and the plug holes.
If the deposit is thicker than 0,4 mm you have to remove it with Oltec Clean 9100 (IAS) or
an equivalent. Proceed as follows:
a Close all holes in the water jackets with wooden or plastic plugs. Leave one hole
open.
b Make sure there are no open flames in the vicinity of the cylinder head and pour the
cleaning liquid (water and cleaning agent) in the cylinder head.
Result: The cleaning agent starts working on the deposit and produces gasses.
These gasses are highly flammable.
c Wait until the gasification stops and drain the cleaning liquid from the cylinder head.
d Recheck the inner walls of the water jackets and do one of the following:
If the deposit… Do the following...
Not gone yet Repeat steps a through c.
Is gone Rinse the cylinder head with water and dry it with compressed air.
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1.8.3 Testing the cylinder head (hydraulic test)

Required staff
One service man
Procedure
After you cleaned the water jackets, you have to execute a hydraulic test on the jackets (at
7 bar, for at least 2 hours). Proceed as follows:
1 Fill the cylinder head with water and put it under pressure (7 bar), using tool
620.084.2100.01. The exact arrangement of the tool is shown in Fig. 1.5.
2 While the cylinder head is under pressure, closely check the lower surface of the cylinder
head, the inlet ducts, the outlet ducts and the plugs in the water jackets for leaks. Leaking
water can damage the cylinder (water hammer) and the timing gear (oil contamination).
PAY SPECIAL ATTENTION TO THE PLUGS IN THE UPPER SURFACE OF THE CYLINDER HEAD
AND AROUND THE NOZZLE HOLDER SLEEVE. IF WATER LEAKS IN THOSE PLACES, IT WILL
CONTAMINATE THE OIL. IF YOU DETECT A LEAK AROUND THE NOZZLE HOLDER SLEEVE, YOU
HAVE TO LAP THE NOZZLE HOLDER SLEEVE (SEE “1.8.7 REMOVING AND LAPPING THE
NOZZLE HOLDER SLEEVE” ON PAGE 17).
A Ref. Description
A Venting
B Tool 620.084.2100.01
C Water connection
thread ½”G
B
Fig. 1.5 Arrangement for hydraulic test
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1.8.4 Checking the sealing surface

Required staff
One service man
Procedure
1 Check the flatness of the sealing surface at the gasket side of the cylinder head with
Prussian blue and a surface plate.
If the surface is uneven or damaged, it has to be reworked. Contact the ABC service
department for further information.
2 Check the sealing surface of the cylinder liner with lapping ring (620.084.9010.01).
If the sealing is not good, lap the surface lightly with the lapping ring. This allows you to
obtain a perfect mating between the cylinder head gasket, the cylinder head and the
cylinder liner.
1.8.5 Checking and replacing the valve guides

Required staff
One service man
Procedure
1 Without removing the valve guides from the cylinder head, measure the inner diameter of
the guides. You have to do this at three positions (A, Fig. 1.6).
Original Wear Limit

Dimensions (mm)
(mm)
Min. 18,00 Max. 18,250
Max. 18,038
Fig. 1.6 Measuring positions inner diameter valve guides and wear limits
2 Compare your results with the wear limits of the valve guide (Fig. 1.6). If the wear limit is
exceeded at one or more positions, you have to replace the guide. Proceed as follows:
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a Remove the valve guide from the cylinder head, using tool 620.084.2400.01 (Fig.
1.7).
b Measure the diameter of the bore in the cylinder head (B, Fig. 1.7) and the outer
diameter of the valve guide (C, Fig. 1.7) to make sure the normal measures are met:
Diameter Normal measure
Diameter bore cylinder head +0, 021
25H7 −0, 000
Outer diameter valve guide +0, 035

25p6 + 0, 022
If these measures are not met, replace the part or contact the ABC service
department.
c Mount the new valve guide in the cylinder head and measure the inner diameter of
the valve guide (A, Fig. 1.6). It now has to correspond with the original measures in
Fig. 1.6.
Fig. 1.7 Extracting (left) and inserting (right) valve guides with tool 620.084.2400.01
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1.8.6 Checking, remilling and replacing the inserts

Required staff
One service man
Procedure
1 Check if you have to remill the insert:
You… If…
Have to remill the insert • The insert displays major damages (burnings,
mechanical shocks, gas leaks…)
• You can insert a feeler gauge of 0,02 mm
between the valve and the insert (when the
valve is in good condition and is pressed in by
hand).
Do not have to remill the insert The working surface of the insert has a marble aspect.
This is caused by very small irregularities in the surface
that do not require any reworking of the insert.
Continue with step 2 if you have to remill the insert. If not, you can stop this procedure.
2 Check if the valve guides are in good condition and if their inner diameter does not
exceed the wear limit (Fig. 1.6). See “1.8.5 Checking and replacing the valve guides”
(page 13).
If the valve guides are not in good condition, remilling the insert will have no effect. You
then have to replace the valve guides first.
3 Remill the insert using tool 620.084.2200.01 (Fig. 1.8). Proceed as follows:
a Mount the correct mill cutter on the holder. Use cutter 620.084.8101.01 for inlet valve
inserts and mill cutter 620.084.8201.01 for exhaust valve inserts.
b Slide the holder with the mill cutter in the valve guide.
c Place the thrust bearing and mount the high hexagon nut.
d Place the tap wrench on the holder and gradually tighten the hexagon nut. When you
feel resistance on the cutter, it starts to take away material.
e Further tighten the hexagon nut to take away more and more material.
f Stop after a few turns and recheck the insert (see step 1). Only stop remilling the
insert when its working surface is completely clean and the feeler gauge does not fit
anymore.
4 After remilling the insert, check if the rectification limit (Fig. 1.9 - Fig. 1.12) is not
exceeded. If the limit is exceeded, replace the insert or contact the ABC service
department.
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Fig. 1.8 Mill cutter and thrust bearing
Ref. Description
A Mill cutter. Use cutter 620.084.8101.01 for inlet valve inserts and cutter
620.084.8201.01 for exhaust valve inserts.
B Thrust bearing
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Rectification limits
Fig. 1.9 Inlet insert – Original Fig. 1.10 Inlet insert – Rectification limit
measures
Fig. 1.11 Exhaust insert – Original Fig. 1.12 Exhaust insert – Rectification limit
measures
1.8.7 Removing and lapping the nozzle holder sleeve

Required staff
One service man
Procedure
If you detected leaks around the nozzle holder sleeve during the hydraulic test (see 1.8.3 on
page 12), you have to replace the O-rings and lap the nozzle holder sleeve. Proceed as follows:
1 Remove the special nut from the nozzle holder sleeve, using tool 620.084.2301.02.
2 Remove the nozzle holder sleeve from the cylinder head, using tool 620.084.2300.02.
3 Remove the O-rings from the nozzle holder sleeve and put the nozzle holder sleeve back
in the cylinder head.
4 Lap the nozzle holder sleeve in the cylinder head to obtain a perfect sealing. To do so,
use tool 620.084.2300.02 (without the bridge), lapping paste and a crank handle
(socket S19).
5 Remove the nozzle holder sleeve from the cylinder head and clean it.
6 Put new O-rings on the nozzle holder sleeve and put the sleeve back in the cylinder
head.
7 Fix the sleeve with the special nut and tighten the nut with a torque wrench to 195 Nm.
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A
C
Ref. Description
A Lapping
B Tool 620.084.2301.02
C Tool 620.084.2300.02
Fig. 1.13 Tools for removing and lapping nozzle holder sleeve
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2 ROCKER LEVER MECHANISM
2.1 DESCRIPTION
The simple rocker levers (20-24, Fig. 1.1) are provided with bushes (21, Fig. 1.1) and mounted
on a shaft (26, Fig. 1.1). The shaft is clamped in the support (27, Fig. 1.1) with two screws (31,
Fig. 1.1). The support is aligned by the slotted spring pin (59, Fig. 1.1) and fastened on the
cylinder head with the central screw (56, Fig. 1.1) and two studs with nuts (55 and 57, Fig. 1.1).
The rocker levers are pressure lubricated through the shaft, the oil is drained via the push-rod
sheaths. Via the bridge, the rocker levers act on the inlet and exhaust valves (48 and 49, Fig.
1.1).
2.2 MASS
Component Mass (kg)
Rocker levers and support 15

Code Description
O1-01 • Cleaning oil conducts
O2-01 • Replacing bushes and measuring shaft
2.4 SPARE PARTS

Fig. 1.1 21 Bush 2
2.5 TOOLS
Code Description
620.084.2500.01* Tool for mounting and dismounting valve rocker bush
/ Straight jaw external circlip plier 25-60 mm
*Special tool, does not come with the engine. Only supplied on request.
2.6 DISMANTLING AND CLEANING THE ROCKER LEVER MECHANISM

Required staff
One service man
Procedure
1 Loosen the two nuts (57, Fig. 1.1) and the central screw (56, Fig. 1.1).
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2 Remove the rocker lever assembly.

3 Remove the circlip (30).
4 Remove the rocker levers.
5 Remove the shaft from the support.
6 Clean the oil conducts in the support, the shaft and the rocker levers.
2.7 CHECKING AND REPLACING THE ROCKER LEVER BUSHES

Required staff
One service man
Procedure
1 Measure the outside diameter of the shaft and the inner diameter of the bearing bush (A,
Fig. 1.14). Do not remove the bushes from the rocker levers to do so.
OD WL
Diameter (Original (Wear
Dimension) Limit)
Outside Min. 49,975
Max. 49,90
diameter shaft Max. 49,959
Diameter Min. 50,045

Max. 50,15
bearing bush Max. 50,008
Fig. 1.14 Wear limits rocker lever bushes and shaft
2 Compare your results with the wear limits. (Fig. 1.14). If the wear limits are exceeded, you
have to replace the bush or the shaft. To replace the bush, proceed as follows:
a Remove the bush from the rocker lever, using tool 620.084.2500.01 (Fig. 1.15).
b Insert the new bush in the rocker lever, again using tool 620.084.2500.01 (Fig. 1.15).
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Fig. 1.15 Extracting (left) and inserting (right) rocker lever bush with tool 620.084.2500.01
2.8 RE-ASSEMBLING THE ROCKER LEVER MECHANISM

2.8.1 Overview
Re-assembling the rocker lever mechanism includes:
1 Removing the clearance between the valve bridge and the valve stem (page 21)
2 Installing the rocker levers (page 22)
3 Adjusting the valve clearance (clearance between rocker lever and bridge) (page 22)
4 Checking the lubrication (page 23)
2.8.2 Removing the clearance between the valve bridge and the valve stems
Required staff
One service man
Procedure
1 Place the valve pushrods in the seats.
2 Place the bridges (33, Fig. 1.1) on the valve stems and remove any clearance between
them. Always do this when the engine is cold. Proceed as follows:
a Remove the lock nut (37, Fig. 1.1) and turn the set screw slightly back.
b Take a dial gauge with magnetic foot and place it with the feeler on the top of the
bridge (Fig. 1.16).
c Manually press the bridge on the valve and turn the set screw until the gauge starts
to move (0,01 – 0,02 mm).
d Keep the set screw in this position and tighten the lock nut.
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Fig. 1.16 Position dial gauge
2.8.3 Installing the rocker levers

Required staff
One service man
Procedure
1 Execute the following checks:
a Check if the slotted spring is in place.
b Check if the lock nuts (32, Fig. 1.1) are removed and the set screws are screwed
back.
c Check if the valve pushrods are at their lowest position (piston in TDC – injection).
2 Mount the valve lever assembly and the support. Make sure the pushrods are located in
the middle of the sheaths.
3 Tighten the nuts (57, Fig. 1.1) and the central screw (56, Fig. 1.1) with a torque wrench to
the torque listed in the torque table.
2.8.4 Adjusting the valve clearance (clearance between rocker lever and bridge)
Required staff
One service man
Procedure
Always adjust the valve clearance (i.e. the clearance between the rocker lever and the bridge)
on a cold engine. Proceed as follows:
1 Set the piston of the cylinder in question in TDC compression stroke.
2 Lightly grease the surfaces between the rocker lever and the bridge.
3 Put a 0,20 mm thickness gauge between the set screw (25, Fig. 1.1) and the pad (34,
Fig. 1.1).
4 Turn the set screw until you feel a slight resistance on the thickness gauge. The gauge
should not be jammed.
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5 Keep the screw in this position with a wrench and tighten the lock nut.
6 Recheck the clearance.
2.8.5 Checking the lubrication

Required staff
One service man
Procedure
1 Start the engine.
2 Check if the oil reaches all areas that have to be lubricated.
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3 INLET AND EXHAUST VALVES
3.1 DESCRIPTION
Each cylinder has two inlet valves (48, Fig. 1.1) and two exhaust valves (49, Fig. 1.1). Both
valves are slightly different:
Valve Seat Vertex angle
Inlet valve Hardened by induction 110°
Exhaust valve Treated with stellite 90°
The valve stems are nitrated or hard chrome-plated. Each valve is equipped with two springs
(50 and 51, Fig. 1.1). At the top, the springs are positioned by spring collars (MDO) (52, Fig.
1.1) or rotocaps (HFO) (73, Fig. 1.2). At the bottom, the springs are positioned by spring collars
(52, Fig. 1.1 and Fig. 1.2).The top collars (MDO) (52, Fig. 1.1) or rotocaps (HFO) (73, Fig. 1.2)
are fixed on the stem by two half conical collets (54, Fig. 1.1).
3.2 MASS
Component Mass (kg)
Inlet valve 1,10
Exhaust valve 1,25

Code Description
M4-03 Checking the valve clearance and, if necessary, adjusting the clearance
M6-09 Checking the valve wear (measure).
O1-01 • Checking the valve springs and collars

O2-01 • Measuring the valves
• Renewing the rotocaps
3.4 SPARE PARTS

Fig. 1.1 48 Inlet valve 2
Fig. 1.1 49 Exhaust valve 2
Fig. 1.1 50 Internal valve spring 4
Fig. 1.1 51 External valve spring 4
Fig. 1.2 73 Rotocap 4
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3.5 TOOLS
Code Description
620.083.1200.02 Tool for mounting and dismounting valve springs
100.933.012.000 Eye bolt
3.6 REMOVING THE VALVES FROM THE CYLINDER HEAD

Required staff
One service man
Procedure
1 Put the cylinder head on a wooden table so the valves stay in their seats during the
operation. Be careful not to damage the sealing rim.
2 Carefully tap the upper spring collar (MDO) (52, Fig. 1.1) or rotocap (HFO) (73, Fig. 1.2)
with a copper drift punch and a hammer to separate it from the valve collets (54, Fig. 1.1).
3 Mount eye bolt 100.933.012.000 in the cap nut.
4 Place tool 620.083.1200.02 on the upper spring collar and hook it in the eye bolt (Fig.
1.17).
5 Push the lever of the tool down and remove the valve collets from the valve stem.
6 Slowly release the springs and remove them from the valve stem. The valves are now
completely free.
7 Remove tool 620.083.1200.02 and remove the valves from the cylinder head.
Ref. Description
A Tool 620.083.1200.02
B Eye bolt 100.933.012.000
Fig. 1.17 Tool and eye bolt for removing valves
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3.7 MAINTAINING THE VALVES

3.7.1 Overview
Maintaining the valves includes:
1 Checking the straightness, concentricity and perpendicularity (page 27)
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2 Rectifying the valve seat (page 29)

3 Checking and replacing the valves (page 29)
4 Lapping the valve in the valve insert (page 30)
5 Cleaning, checking and replacing the springs (page 30)
3.7.2 Checking the straightness, concentricity and perpendicularity

Required staff
One service man
Procedure
The procedure is identical for all valves Proceed as follows:
1 Clean the valve and place it in the measuring bench as shown in Fig. 1.18.
Fig. 1.18 Checking valves on measuring bench
2 Check the following aspects of the valve and take the necessary actions if the tolerance
is exceeded:
Check Tolerance Action
Straightness of valve Max. 0,04 mm Replace the valve.
stem
Concentricity of valve seat Max. 0,04 mm Grind the valve seat.
Perpendicularity of valve Max. 0,04 mm Replace the valve.

head to valve centerline
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When measuring the concentricity of the valve seat, make sure the sensor of the
dial gauge is placed perpendicularity in the center of the mating surface.
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3.7.3 Rectifying the valve seat
Required staff
One service man
Procedure
1 Check whether or not you have to rectify the valve seat:
The seat… If...
Needs rectification • It is damaged
• Its disconcentricity exceeds the tolerance of
0,04 mm
Does not need It has a marble aspect. This is normal after a certain
rectification amount of working hours.
2 If necessary, rectify the valve seat with a fine grained grinding stone. Try to remove only
a minimum of material. If the valve head gets to thin, you have to replace it.
3 Check the valve to see if the valve head did not get to thin. See step 4 of “3.7.4 Checking
and replacing the valves” on page 29.
4 Recheck the disconcentricity of the valve seat. It cannot exceed the tolerance of
0,04 mm. See “3.7.2 Checking the straightness, concentricity and perpendicularity”
(page 27).
3.7.4 Checking and replacing the valves

Required staff
One service man
Procedure
1 Check the number of running hours of the engine. You have to replace the valve every
24000 running hours.
2 Check the valve stem, the valve stem end or the valve head for damage. If you detect
severe damage on the valve, you have to replace the valve.
3 Check if the valve stem is straight. See “3.7.2 Checking the straightness, concentricity
and perpendicularity” (page 27). If the stem is not straight, you have to replace the valve.
4 Check the valve wear. Proceed as follows:
a Adjust the valve clearance. See “2.8.4 Adjusting the valve clearance (clearance
between rocker lever and bridge)” (page 22).
b Measure the height between the valve spring collar and the top surface of the
cylinder head (X and Y, Fig. 1.19). You have to do this with the cylinder in TDC.
c Compare your result to the wear limit listed in Fig. 1.19 and do one of the following:
If the wear limit... Do the following...
Is not exceeded You do not have to replace the valve due to wear.
Is exceed • Replace the valve and the valve seat.
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If the wear limit... Do the following...

• Check the valve guide to see if it has to be replaced as
well. See “1.8.5 Checking and replacing the valve guides
(page 13).
Ref. Original Wear

measure limit
X/Y 52,5 mm 55 mm
Fig. 1.19 Measuring position valve wear and wear limit
3.7.5 Lapping the valve in the valve insert

Required staff
One service man
Procedure
1 Check if you have to lap the valve in the valve insert. This is necessary:
• Each time you removed a valve from the cylinder head
• Each time you replaced a valve or a valve insert
• Each time you grinded a valve or remilled a valve insert
2 If necessary, lap the valve in the valve insert. Remarks:
• Use lapping tool 620.083.2100.01 and lapping paste.
• Put the cylinder head on two wooden beams, with the valve head upwards. The valve
can then move freely.
3 Thoroughly clean the components, until all lapping paste is removed.
3.7.6 Cleaning, checking and replacing the springs

Required staff
One service man
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Procedure
1 Clean the valve springs. Proceed as follows:
a Dip the springs in diesel fuel. Do not brush or polish the springs, as this can damage
the protective layer of the springs.
b Let the springs drip and dry them with compressed air.
2 Measure the free length of the springs to see if you have to replace them. The springs
have to be replaced when their free length attains the following values:
Spring Ref. Fig. 1.1 Free length (mm)
Inner valve spring 50 90
Outer valve spring 51 100
3.8 RE-ASSEMBLING THE VALVES

Required staff
One service man
Procedure
1 Check the state of the mating surfaces between the valves and the bridge and between
the bridge and the rocker lever.
If there are any irregularities or scratches on the surfaces, carefully remove them with an
oiled whetstone.
2 Oil the valve stems and the valve guides.
3 Remount the valves and the valve springs in the cylinder head with tool 620.083.1200.02.
This is the same tool you used for dismounting the valves and valve springs.
4 Tap the valve stem with a wooden or a plastic hammer until the half conical valve collets
are positioned correctly. Do not support the valve during this operation.
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3.9 RENEWING THE ROTOCAPS

Required staff
One service man
Procedure
1 Remove the rotocaps (73, Fig. 1.2). The procedure is described in §3.6 Removing the
valves from the cylinder head (page 25)
2 Place new rotocaps on the valve springs (50 and 51, Fig. 1.2).
3 Mount with tool 620.083.1200.02 the half Preconical valve collets (54, Fig. 1.2) on the
rotocaps.
4 Tap the valve stem with a wooden or a plastic hammer until the half conical valve collets
are positioned correctly. Do not support the valve during this operation.
3.10 REMOUNTING THE CYLINDER HEAD

3.10.1 Overview
Once you remounted the valves in the cylinder head, you can remount the cylinder head on the
engine. Remounting the cylinder head includes:
1 Checking and replacing cylinder head studs (page 32)
2 Checking the arrangement of the cylinder housing (page 34)
3 Positioning the cylinder head (page 34)
4 Tightening the cylinder head nuts (page 36)
5 Finishing off the remounting of the cylinder head (page 40)
3.10.2 Checking and replacing cylinder head studs
The cylinder head studs should only be replaced by skilled and authorized ABC
service men.
Engines built before 1993 are equipped with non-marked (no X on top), steel
cylinder head studs. To extend the reliability of the cylinder head studs, we
recommend replacing these studs by marked (X on top), stainless steel studs.
1 Closely check all the cylinder head studs and do one of the following:
If... Do the following...
One or more studs show damage, Replace all cylinder head studs. To do so,
cracks or corrosion continue with step 2
All studs are in good condition Continue with “3.10.3 Checking the
arrangement of the cylinder housing”
(page 34)
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2 Remove the cylinder head studs by turning them counterclockwise. To dos o, use the nut
that is on the stud and an extra counter nut.
3 Remove any remaining Loctite and metal deposit from the threaded holes. Proceed as
follows:
a Take a long threaded tap M24x2 and carefully insert it into the hole, until you reach
the beginning of the thread.
b Start turning the tap clockwise and tap the thread to the end. Be careful not to
damage the thread.
c Remove the tap by carefully turning it counterclockwise.
d Blow the Loctite and metal deposits from the threaded hole with compressed air.
4 One by one mount the new cylinder head studs, with the X facing up (Fig. 1.20). Proceed
as follows:
a Put three straight stripes of Loctite 222 on the thread that will be mounted in the
cylinder block. Put the stripes vertically, with 120° between each stripe (Fig. 1.20).
b Cover a section of 127 mm above the thread with low acidity grease (e.g. Ceran
WR2 by Total).
c Carefully insert the stud into the threaded hole, until you reach the start of the thread.
d Turn the stud clockwise until it is completely screwed in.
e Tighten the stud with a torque wrench to 100 Nm. Use the original nut and counter
nut.
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Cylinder head
Ref. Description
A X mark
B Grease (127 mm)
C Loctite 222
Fig. 1.20 Replacing cylinder head studs
3.10.3 Checking the arrangement of the cylinder housing
THIS PROCEDURE IS ONLY VALID FOR ENGINES EQUIPPED WITH MARKED (X ON TOP)
CYLINDER HEAD STUDS. ALWAYS CONTACT ABC IF YOU ARE NOT SURE ABOUT THE
ARRANGEMENT OF THE CYLINDER HOUSING.
Required staff
One service man
Procedure
Define the cylinder housing arrangement 01 or 02 via the identifier combination of the:
• Cylinder head
• Cylinder liner
• Cylinder head gasket
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Cylinder head
Component Identifier illustration Arrang. 01 Arrang. 02

Cylinder head Code Code
86.F41 86.F43
Cylinder liner Code Code

131.G10 131.E11
Cylinder head A= ±6.5 mm A= ±9 mm

gasket
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Cylinder head
3.10.4 Positioning the cylinder head

Prerequisite
Make sure that you use the correct cylinder head service kit(s) before you mount the cylinder
head. Refer to “§3.10.3 Checking the arrangement of the cylinder housing” on page 34 for the
arrangement of the cylinder housing.
Engine type ABC-code Service kit description Quantity

6/8 DZC – 620.082.1100.01 Cylinder head kit 1
Arrangement 01
620.082.1200.01 Cylinder head + liner kit 1

Arrangement 02

Arrangement 01

Arrangement 02
Procedure
1 Replace the cylinder head gasket on the cylinder liner.
2 Remove and replace all the rubber sleeves 6x (8 and 32, Fig. 1.1) and 4x (66, Fig. 1.1).
3 Check the joints on the air intake manifold and the gas exhaust manifold. Replace them if
they are damaged or show signs of leaks.
4 Mount the lifting eye bolt 100.933.012.00 in the cylinder head, lift the cylinder head and
place it on the engine.
5 Mount the four fixing screws of the intake air manifold so the cylinder head aligns itself to
the flange of the manifold. Do not tighten the screws yet.
6 Tighten the cylinder head nuts. See “3.10.5 Tightening the cylinder head nuts” (page 36).
3.10.5 Tightening the cylinder head nuts

Required staff
One service man
Introduction
The cylinder head nuts are tightened in three steps. In the first step, you use a torque to
determine how far you have tighten the nuts (e.g. 245 Nm). In the second and third step, you
use an angular displacement. The angles are predefined by marks, placed on the circumference
of the nut socket.
To get a better understanding of how it works, take a look at Fig. 1.21. After you tightened the
nut to the correct torque, you place a pin on the reference mark (0°). This allows you to further
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Cylinder head
tighten the nut to the correct angular displacement: first you tighten the nut until the pin hits the
second mark on the socket and finally you tighten the nut until the pin hits the last mark on the
socket.
The cylinder head nuts for engines with cylinder housing arrangement 01 can also
be tightened hydraulically. Refer to “§3.10.3 Checking the arrangement of the
cylinder housing” on page 34 to determine the cylinder housing arrangement.
Contact ABC for more information about hydraulically tightening the cylinder head
nuts.
B C
Ref. Description
A Magnetic base
B Pin
C Torque wrench
D
D Socket
A
Fig. 1.21 Tightening nuts on angular displacement
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Cylinder head
Overview
The exact tightening procedure depends on whether or not you replaced the cylinder head
studs and on the cylinder housing arrangement (01 or 02).
• If you replaced the studs with cylinder housing arrangement 01, see Procedure 1: New
studs with cylinder housing arrangement 01 (page 38)
If you did not replace the studs with cylinder housing arrangement 01, see
• Procedure 2: Used studs with cylinder housing arrangement 01 (page 40)
• If the engine has cylinder housing arrangement 02, see Procedure 3: Studs with
cylinder housing arrangement 02 (page 40)
Procedure 1: New studs with cylinder housing arrangement 01

If you replaced the studs, you have to tighten the nuts, loosen them and retighten them.
Proceed as follows:
1 Put Molykote G-n Plus on:
• The upper thread of the studs and the upper face of the washers (Fig. 1.22)
• The underside of the nuts and the thread of the nuts (Fig. 1.23)
Fig. 1.22 Upper thread of stud and washer Fig. 1.23 Underside and thread of nut
2 Pretighten the nuts in three steps. Proceed as follows:

a One by one tighten the nuts with a torque wrench to 245 Nm, according to the
tightening order indicated in Fig. 1.24.
b One by one tighten the nuts with a torque wrench over 85° according to the
c One by one tighten the nuts with a torque wrench over 85° according to the
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Cylinder head
Fig. 1.24 Tightening order
3 Loosen the nuts in two steps:

a One by one according to the order indicated in Fig. 1.24, turn the nuts 85° back.
b One by one turn the nuts completely back, according to the order indicated in Fig.
1.24.
4 Definitively tighten the nuts in three steps. You do this exactly the same way as you did in
step 2.
5 Mount the sealing ring (B, Fig. 1.25) and the cap nut (B, Fig. 1.25) on the cylinder head
stud on position 1 (Fig. 1.24)
Fig. 1.25 Sealing ring and cap nut
Engines built before 1993 are equipped with non-marked (no X on top), steel
cylinder head studs. The nuts of these studs have to be tightened in the same way,
but to an angle of 75° instead of 85° (245 Nm, 75°, 75°). To extend the reliability of
the cylinder head studs, we recommend replacing these studs by marked (X on
top), stainless steel studs.
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Cylinder head
Procedure 2: Used studs with cylinder housing arrangement 01

1 Put Molykote G-n Plus on:
• The upper thread of the studs and the upper face of the washers (Fig. 1.22)
• The underside of the nuts and the thread of the nuts (Fig. 1.23)
2 Tighten the nuts in three steps. Proceed as follows:
a One by one tighten the nuts with a torque wrench to 245 Nm, according to the
b One by one tighten the nuts with a torque wrench over 85° according to the
c One by one tighten the nuts with a torque wrench over 85° according to the
Procedure 3: Studs with cylinder housing arrangement 02

Tighten the nuts hydraulically. Contact ABC for information about the correct tightening
procedure.
3.10.6 Finishing off the remounting of the cylinder head

1 Put Molykote HSC on the screws M16x40 (DIN 933 – 8.8) of the air intake part and
tighten them with a torque wrench to 140 Nm.
2 Put Molykote HSC on the elastic screws of the gas exhaust manifold (620.021.9012.09)
and tighten them with a torque wrench to 200 Nm.
3 Remount the nozzles, the bridges and the rocker levers.
4 Reconnect all the surrounding circuits.
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Cylinder head
4 TAPPET MECHANISM
4.1 DESCRIPTION
The main components of the tappet mechanism are the valve pushrods, the sheaths and the
tappets with rollers:
Component Ref. Fig. 1.26 Description
Valve pushrods 620.018.1300.01 The pushrods are identical for the inlet and exhaust
valves:
• The right hand pushrods operate the exhaust
valves
• The left hand pushrods operate the inlet
valves
Both ends of the pushrods are equipped with a
hardened pad.
Sheaths 620.018.1400.02 The valve pushrods are located in sheaths. The lube
oil of the cylinder head comes back via these
sheaths.
Tappets with roller 620.018.1200.02 The tappets with roller slide in the tappet bracket (1,
Fig. 1.26), which is mounted at the front of the
engine.
4.2 MASS
Component Mass (kg)
Tappet bracket 11,30
Valve pushrod 1,40
Tappet with roller injection pump 1,46
Tappet with roller valves 0,94
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Cylinder head
4.3 ILLUSTRATION
Fig. 1.26 Exploded view tappet mechanism
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Cylinder head

Code Description
M6-03 Checking tappet mechanism (tappets, shafts and rollers)
4.5 SPARE PARTS

Fig. Ref. Description Number/Cyl.
Fig. 1.26 620.018.1100.02 Tappet with roller valves 2
Fig. 1.26 620.018.1200.01 Tappet with roller injection pump 1
4.6 TOOLS
No special tools required.
4.7 DISMOUNTING THE TAPPET MECHANISM
The tappet with roller, the shaft and the hardened pad are considered a single unit
and should never be disassembled. You cannot order them separately as spare
parts.
Required staff
One service man
Procedure
BE CAREFUL NOT TO MOVE THE STOP OF THE FUEL PUMP (LOCATED ON THE FUEL PUMP
ROD) WHEN YOU DISMOUNT THE TAPPET MECHANISM. IF THE STOP IS MOVED, YOU HAVE
TO RE-ADJUST THE FUEL PUMP WHEN YOU REMOUNT THE TAPPET MECHANISM.
1 Remove the rocker levers, the valve pushrods and the sheaths.
2 Remove the camshaft inspection door from the cylinder housing.
3 Disconnect the fuel injection pipes.
4 Remove the oil supply bolt of the lube oil manifold from the tappet bracket.
5 Disconnect the fuel feed pipe, which runs from the fuel feed manifold to the injection
pump.
6 Remove the banjo bolt from the fuel drain manifold of the fuel pumps.
7 Remove the tappet bracket and the fuel pump. If you have to replace one of the valve
tappets, you do not have to separate the pump from the tappet bracket.
Proceed as follows to remove the bracket and the pump assembly (ca. 20 kg):
a Loosen the six fastening screws (8, Fig. 1.26) from the tappet bracket.
b Take two of the fastening screws and use them to push the tappet bracket from the
guide. There are two threaded holes provided to do so.
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Cylinder head
c Remove the tappet bracket and the fuel pump. While doing so, pull the control rod of
the fuel pump towards you, so the spherical lever pin does not get stuck in the recess
in the cylinder housing wall.
8 Loosen the screws at the back of the tappet bracket and remove the tappets with roller.
4.8 MAINTAINING THE TAPPET MECHANISM

4.8.1 Overview
Maintaining the tappet mechanism includes:
1 Checking the tappets (page 45)
2 Measuring the tappets, bores and clearance (page 45)
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Cylinder head
3 Checking the pushrods (page 47)
4.8.2 Checking the tappets

Required staff
One service man
Procedure
1 Check if the tappets can move freely in the tappet bracket. If not, replace the tappet.
2 Check the working surface of the tappet roller for damage. Replace the tappet if you
detect any damage.
4.8.3 Measuring the tappets, bores and clearance

Required staff
One service man
Procedure
1 Remove the tappet with roller from the tappet bracket. See “4.7 Dismounting the tappet
mechanism” (page 43).
2 Execute the following measurements:
• The outside diameter of the tappet (C1, Fig. 1.27)
• The inside diameter of the bore in the tappet bracket (C2, Fig. 1.27)
• The clearance between the roller and the shaft (S, Fig. 1.27).
3 Compare your results with the wear limits in Fig. 1.27. If a wear limit is exceeded, you
have to replace the tappet and/or the tappet bracket.
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Cylinder head
Tappet pump Tappet valves

Ref. Description
OD (mm) LW (mm) OD (mm) LW (mm)
C1 Tappet 55,970 44,975
55,90 44,90
55,951 44,936
C2 Bore 56,000 45,000

56,10 45,10
56,046 45,039
S Clearance between roller and 0,022 0,018

shaft 0,15 0,15
0,082 0,076
Fig. 1.27 Measuring positions and wear limits
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Cylinder head
4.8.4 Checking the pushrods
Required staff
One service man
Procedure
1 Check the pushrods for damage. Replace them if you detect any damage.
2 Check the straightness of the pushrods. The maximum tolerated deviation is 0,2 mm.
Do the following if you find a warped push rod:
a Replace the pushrod.
b Try to find out what caused the problem (e.g. stiffness in the valve gear, overspeed)
and do the necessary to solve it (e.g. inspect and/or replace involved components).
4.9 REMOUNTING THE TAPPET MECHANISM

4.9.1 Overview
Remounting the tappet mechanism includes:
1 Remounting the tappets in the tappet bracket (page 47)
2 Remounting the tappet bracket (page 47)
4.9.2 Remounting the tappets in the tappet bracket

Required staff
One service man
Procedure
1 Oil the tappets and follow the procedure under “4.7 Dismounting the tappet mechanism”
(page 43) in reverse order. Make sure that:
• The protective sheath (620.018.1400.02) is correctly pressed against its lower stop.
• The tappet slides freely in the tappet bracket.
4.9.3 Remounting the tappet bracket

Required staff
One service man
Procedure
1 Clean the mating surfaces of the tappet bracket and the cylinder housing, until all
residues of the sealing material are gone.
2 Degrease the surfaces with Loctite degreaser or an equivalent.
3 Put Loctite 547 on the surfaces and spread it with a toothed spatula. Make sure the entire
surfaces are covered.
4 Tighten the fixing screws and check if the tappets can still slide freely in the tappet
bracket.
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Cylinder head
5 If the fuel pump was separated from the tappet bracket, do the following to remount it:
a Clean and degrease the mating faces between the tappet bracket and the fuel drip
tray.
b Clean and degrease the mating faces between the fuel drip tray and the injection
pump. Also put Curil-K2 on these faces.
c Remount the fuel pump.
6 Remount all the surrounding pipes and components.
CHAPTER 2
DRIVE UNIT
(PISTON/CONNECTING ROD)
(Assembly 9 – 10)
2.1. PISTON ......................................................................................................................................... 1

2.2. CONNECTING ROD ................................................................................................................ 12
ABC owns the copyright of this document. It shall not be copied or disclosed without the prior consent of ABC.
MAINTENANCE MANUAL DZC ENGINES. Chapter 2
Pag 1
DRIVE UNIT Ed. 6 E
2.1. PISTON
2.1.1. DESCRIPTION - fig. 2.1
The piston is of the "trunk" type and is cast in nodular cast iron (GGG).
The piston head is cooled by oil circulation and by the so called “shaker effect".
The piston pin is made from special chromium-molybdenum steel and is free in the
piston when hot. The pin is retained by 2 circlips.
The oil circulation from the connecting rod to the piston occurs through the central
bore in the piston pin, which is closed by means of plugs and secured by circlips.
The piston ring set, with low height is above the piston pin and is consisting of:
- 1 chromium plated top ring
- 2 taper shape compression rings (Upper and Lower)
- 1 chromium plated oil scraper ring with helical spring
There are 3 types of pistons:
* Type 1 : code 620.009.9001.11
* Type 2 : code 620.009.9001.12
* Type 3 : code 620.009.9001.15
TOP RING
UPPER
COMPRESSION RING
LOWER
COMPRESSION RING
OIL SCRAPER RING
Fig 2.1
Pag 2
DRIVE UNIT Ed. 6 E
Component: Type 1 (620.009.9001.11) - MDO Mass (kg)

Complete piston & light-con rod assembly. 83 - 84,2
Piston type 1(620.009.9001.11) 30
Piston pin 12,55
Corresponding set piston rings 0,75
Component: Type 2 (620.009.9001.12) – HFO Mass (kg)

Complete piston & strengthened-con rod assembly. 87,45 - 88,65
Piston type 2 (620.009.9001.12) 30
Piston pin 12,55
Component: Type 3 (620.009.9001.15) – MDO & HFO Mass (kg)

Complete piston & strengthened-con rod assembly. 89,45 - 90,65
Piston type 3 (620.009.9001.15) 32
Piston pin 12,55
2.1.2. RECAPITULATION OF MAINTENANCE JOBS

Code Jobs
O2-02 Take out the pistons, measure the clearance and wear of the
piston rings, renew the piston rings.
2.1.3. SPARE PARTS

One complete set of piston rings for each piston.
The correct types of rings may be ascertained by reference to the spare parts list.
One anti-polishing ring (620.008.1105.05) for each liner.
Pag 3
DRIVE UNIT Ed. 6 E
2.1.4. TOOLS
Code Description
100.933.012.000 Lifting eye bolt
* Tap M12 for cleaning the hole in the piston head.
* Straight jaws circlip pliers for inner diameters from 100 up to
200 mm.
*620.084.1200.01 Tool for mounting the piston-con rod assembly into the liner
*620.084.1900.02 Tool for dismounting anti-polishing ring.
*620.084.9004.01 Piston ring opener (removing and replacing piston rings)
* Special tools, not standard delivered with the engine (only delivered on request)
2.1.5. DISMOUNTING
Required staff: 1 service man and 1 assistant.
2.1.5.1. Dismounting of drive unit = (assembly piston/connecting rod)

- Remove the cylinder head (chapter 1)
- Rotate the crankshaft so that the piston is about 50 mm below TDC
- Stuff the space between the piston and the liner with grease
- Decarbonizes the upper part of the liner with a scraper.
Do not scratch the liner!
- Lower the piston to BDC sufficient to wipe off grease and carbon
- Raise the piston again to about 50 mm below TDC
- Place an (old) compression ring on top of the piston.
Attention
Make sure that the ring is mounted with the sharp edge facing upward.
- Mount the 2 bushes of special tool 620.084.1900.02 over 2 studs of the
cilinder block to hold the liner in place when the piston is raised.
Tighten the bushes with nuts M24.
- Raise the drive unit futher up and push the anti-polishing ring out of the
cilinder liner. Take apart ring and old compression piston ring.
Pag 4
DRIVE UNIT Ed. 6 E
Moer
Nut
Bus
Bush
Koolring Anti-
polishing ring
Kompressieveer
Compression ring
Voering Zuiger
Liner Piston
- By means of the tap M12 clean out the hole in the piston head.
- Remove the inspection doors adjacent to the drive unit to be lifted out
and dismount the big end cap (see 2.2.5.) by removing the nuts.
NOTE:
To avoid the bolts to fall out they are mounted with a slight fit into the cap.
Still, take care that bolts and cap do not fall into the crankcase.
Pag 5
DRIVE UNIT Ed. 6 E
REMARK:
From engine number 11735 the connecting rod bolts and nuts are numbered and must
remain together.
- Mount the lifting eye 100.933.012.000 into the hole of the piston and
fasten a rope on it.
- Raise the assembly a little and as soon as possible, remove the upper
bearing shell to avoid it falling down into the crankcase. Raise out of the
cylinder liner.
Take attention the piston does not touch the cylinder head studs.
- Lower the assembly on a wooden support and let it hang into the rope,
for:
* dismounting the piston rings.
* dismounting the piston pin and the connecting rod.
2.1.5.2. Dismounting of the piston

- Dismount the piston rings, tool 620.084.9004.01 .
- Remove the circlips with pliers.
- Slide out the piston pin by pushing by hand, the con rod is hanging with a
rope on a tackle during this operation. To facilitate this action the con rod
can be lifted slightly. If this is not successful, strike out the pin with a
wooden beam.
Pag 6
DRIVE UNIT Ed. 6 E
2.1.6. MAINTENANCE
Required staff: 1 service man
2.1.6.1. Cleaning
1. The piston:
- Never use sharp metallic tools (scrapers or others)
- Use for cleaning and decarbonizes suitable products
Attention: Hazardous liquids
For use refer to safety prescription card.
2. The piston pin:

Clean the oil bores in the pin by immersing using an appropriate degreaser
(example: Ultra Clean, Innotec), dry by clean compressed air.
2.1.6.2. General examination of the piston and pin

1. The piston:
This consists in a visual inspection for possible cracks by mean of crack detection
(Red - White).
Attention: Hazardous liquids, for use refer to safety prescription card
Examine in particular:
- the piston head
- the piston ring grooves
- the ribs around the piston pin bosses. If any crack in this area is detected,
the piston must be rejected.
2. The piston pin

Inspect the piston pin by (Red – White) organol red or magnetic flux control. If any
crack is present, the pin must be rejected.
Pag 7
DRIVE UNIT Ed. 6 E
2.1.6.3. Geometrical control (fig. 2.2) - Limits of wear.

1. The piston ring grooves.
Measure the width "G" of each groove at 4 places equally spaced over 90°.
Use thickness gauges and a new piston ring with correct dimensions.
G
Z
SLOTOPENING-COUPE
GAP-ESPACIO
B
A
0
A
A
C
C
0
0
Pistion in use.
New segment
Fig 2.2
PEN-PIN-AXE SLOTOPENING-GAP ZUIGERVEER-RING GROEF-GROOVE

COUPE SEGMENT GORGE
A B C S1 S2,3 S4 Z1 Z2,3 Z4 G1 G2,3 G4
110,000 110,155 110,055 0,60 1,50 0,80 4,940 3,990 7,987 5,17 4,17 8,06
OD 109,990 110,100 110,040 0,90 1,80 1,15 4,925 3,975 7,965 5,15 4,15 8,04
2,0 3,5 3
LW 109,935 110,270 110,075
0,40 0,30 0,25

(a)
(a)= clearance
Pag 8
DRIVE UNIT Ed. 6 E
2. The piston pin and bores.

Measure the outside diameter “A” of the pin on the indicated places. When one of the
measurements exceeds the limit of wear, the piston pin must be replaced.
Measure the bores in piston and the con rod small end bush bore as indicated on fig 2.2.
- If the bores “C” in the piston exceed the limit of wear, it must be replaced.
- If the bore “B” of the bush exceeds the limit of wear, it can be replaced.
3. The piston rings.

The wear of the piston rings is determined indirectly by measuring the gap width. Use
for this purpose a new cylinder liner, no difference whether or not it is mounted.
Attention must be given to the parallelism between the piston ring and the upper face of
the liner (see fig. 2.3). Fit a new piston ring if the limit of wear see fig. 2.2. is
exceeded.
Zuigerveer
Piston ring
Voering
Liner
Fig. 2.3
Pag 9
DRIVE UNIT Ed. 6 E
2.1.7. ASSEMBLING
Required staff: 1 service man.
2.1.7.1. Preparing the piston rings

- General inspection of rings
- Check the gap width (2.1.6.3.-3)
2.1.7.2. Assembling the piston and connecting rod (Fig. 2.4)

Because the piston is symmetrical to the piston pin, the piston cannot be mounted
wrongly. Therefore it is also undependent of the sense of rotation of the engine.
The piston is provided with 2 drain oil bores and 2 stop plugs. (See figure)
Procedure:
* Place 1 retaining circlip (7).
* Oil the piston pin (1) and slide it through the bores.
* Place the second circlip (7).
BOTTOM VIEW
Stop plug Oil drain hole
Oil drain hole

Stop plug
Fig. 2.4
Pag 10
DRIVE UNIT Ed. 6 E
2.1.7.3. Fitting the piston rings

- Use only tool 620.084.9004.01
- Fit in the following order
* the scraper ring (sides are symmetrical)
* the lower compression ring, with the marking "TOP" upside
* the upper compression ring, with the marking "TOP" upside
* the top ring, with the marking "TOP" upside
- Check if the piston rings are free in their grooves. Arrange the gap openings out of
line by appox. 120°.
2.1.7.4. Mounting the piston/connecting rod assembly.

Take care of the right position of the assembly, i.e. the marks on the con rod are at
injection pumps side. Verify that each piston is fitted in his corresponding cylinder.
- Verify the cleanliness of piston and liner
- Lubricate the piston rings and the liner with clean oil
- Put the tool 620.084.1200.01 for mounting the piston-con rod assembly with
piston rings on the piston, as follows (see Fig. 2.5).
* place tool over piston rings and tighten up screw (tool is fixed on
piston head)
* then loose screw somewhat until the tool can be turned by hand
- Insert mounting ring 620.084.9016.02 with the threaded holes upward into the
liner (see Fig. 2.5).
- Mount lifting eye bolt 100.933.012.000 in piston and lift the assembly with a
tackle. (see Fig. 2.5).
- Rotate crankshaft until crankpin is on TDC.
- Place the upper bearing shell in the connecting rod, be sure that it is fixed firmly
in place.
- Attention to the location lugs!
- Keep the back side of shell and con rod bore dry, neither oil nor grease.
- Lower the assembly into the liner until a bit above the crankpin.
- Attention to the position of con rod marks!
- To lower the piston further and to slide the piston rings into the liner it is
necessary to push somewhat by hand on the piston.
- Lubricate the crank pin with clean oil.
- Now, lower completely the piston/con rod assembly. Be sure that the upper
bearing shell is in place.
- Place the con rod cap with shell and bolts.
To obtain this, the cap is introduced through the inspection door upside down
(with 2 bolts downwards) and then turned over 180°.
- Attention to the location lugs!
- Tighten up the nuts following the elongation principle (see 2.2.7.4.)
Pag 11
DRIVE UNIT Ed. 6 E
- Dismount the mounting ring 620.084.9016.02 out of the liner.

- Mount a new anti-polishing ring 620.008.1105.05 into the liner, with the marking
“TOP” upside.
- Mount the inspection doors.
- Fit the cylinder head (chapter 1).
100.933.012.000
620.084.9016.02
Tool Fig, 2.5

620.084.1200.01
Pag 12
DRIVE UNIT Ed. 6 E
2.2. CONNECTING ROD

2.2.1. DESCRIPTION - fig. 2.6
The connecting rod shank (1) and the big end cap (2) are machined as an assembly and
are kept together by means of 4 bolts (3) and nuts (4).
The cap is positioned by a cylindrical pin (5) and by a center ring.
Identification of the connecting rod:
A = identification number of the piece
B = mass
C = value for the bolt elongation (stretch)
D = engine number
E = cylinder number
F = numbering of the bolts, formed by the cylinder number followed by the bolt
number
There are 2 possible con rod types:
* Type 1 : code 620.010.1100.02
* Type 2 : code 620.010.1100.06
A B E D C A
Fig. 2.6
Pag 13
DRIVE UNIT Ed. 6 E
Component : type 1 (620.010.1100.02) Mass (kg)

Connecting rod, complete with bearing shells, bush, bolts 40
and cap.
Big end bearing shells 1,25
Small end bearing bush 1,60
Component : type 2 (620.010.1100.06) Mass (kg)

Connecting rod, complete with bearing shells, bush, bolts 45
and cap.
Big end bearing shells 1,25
Small end bearing bush 1,60
2.2.2. RECAPITULATION OF MAINTENACE JOBS

Code Jobs
O2-04 Replace connecting rod big end bearing shells.
Check the condition of the con rod small end bush, replace if necessary.
Inspect the small end bearing bush.
O3-02 Replace conrod bolts and nuts.
2.2.3. SPARE PARTS

Fig. n° Ref. n° Description Qty/cylinder
2.6 6 Small end bush 1
2.6 7 Upper bearing shell half 1
2.6 8 Lower bearing shell half 1
Pag 14
DRIVE UNIT Ed. 6 E
2.2.4. TOOLS
Code Description
620.083.1800.02 Tool for measuring elongation of con rod bolts.
*620.084.1600.01 Tool for removing and refitting a small end bush
2.2.5. DISMOUNTING
2.2.5.1. Dismounting of the connecting rod

- For removing the drive unit (piston/con rod), see 2.1.5.1. .
- For removing the nuts and the bolts, use tools 620.083.1601.03,
620.083.1602.03, 620.083.1606.03 and 620.083.1608.03 (type 1 con rod)
or 620.083.1609.03 (type 2 con rod).
- Remove the bearing cap from the big end.
2.2.5.2. Dismounting the piston

- For dismounting the piston, see 2.1.5.2
Pag 15
DRIVE UNIT Ed. 6 E
2.2.6. MAINTENANCE
2.2.6.1. Measuring the clearance with the connecting rod in place.

- Bring the crankshaft for the serviced connecting rod in its TDC.
- Install with a magnetic mount a dial gauge under the connecting rod. And bring the
bigg pointer to +20 and the small pointer to 5.
- Once installed, lift the connecting rod up with a lifting bar and measure the clearance
present.
Assembled bearing shells min. (mm) max. (mm)

Type X (MDO) 620.010.9001.01 &
→ 0,140 0,244
620.010.9002.01
Type Y (MDO) 620.010.9001.04 &
620.010.9002.04
Type Y (HFO) 620.010.9001.05 &
620.010.9002.05
0,133 0,216
R1 (MDO & HFO) 620.010.9101.05 &
620.010.9102.05
R2 (MDO & HFO) 620.010.9201.05 &
620.010.9202.05
Pag 16
DRIVE UNIT Ed. 6 E
2.2.6.2. Visual inspection of big end bearing shells

The bearing shells utilized are of tri-metal-type. Inspection can only be done by skilled
personnel by visual inspection.
CAUTION
Opening a bearing cap without a specific reason
is not advisable.
Visual inspection:
- Clean the shells carefully by means of a soft cloth.
- Examine very carefully the anti-friction coatings. Any shell must be exchanged in
the following circumstances:
* If a part of the anti-friction coating is absent or loose. Consequently,
the hard Nickel intermediate layer becomes partly free.
* if there is damage (severe scratching or many grooves due to dirt or
particles)
* minor roughness or slight wear does not necessitate the replacement.
Slight and limited cavitation round the oil bore or round the location
lugs do not necessitate the replacement.
* Nevertheless ABC advises the replacement of the big end bearing
shells after dismantling of a bearing cap of the connecting rod.
- Attention:
After a service time of 24.000 hrs (overhaul O2-04) due to normal wear, the big
end bearing shells have to be replaced.
- When the bearing shells need to be replaced eighter by inspection or normal wear
it is necessary replacing them in pair.
Always replace both the upper and the lower bearing shell.
Undersize bearings:
When the crankweb dimensions of the crankshaft (B see Fig 7.3 – Chapter 7:
Crankshaft) reach beyond the wear limit (LW), the crankshaft can be reworked for
which undersize bearings can be fitted. See the spare parts list (Sect. DZ.010) for the
ordering codes.
Pag 17
DRIVE UNIT Ed. 6 E
2.2.6.3. Cleaning and visual inspection of the connecting rod

- Clean completely the con rod:
* the bores for the bolts.
* bolts and nuts, special attention to the center holes ( utilized for
elongation measurements).
* small end bush.
* blow out the oil bores with compressed air without dismantling the
small end bush.
- In case of damage, test the connecting rod and the bolts by means of crack
detection (Red – White) or by magnetic flux control.
- Renew any part showing cracks or damage.
2.2.6.4. Geometrical control - Fig. 2.7

1. Control of the connecting rod:
Carefully clean all the parts of the connecting rod
a) Control of assembled connecting rod (Fig 2.7)
- Insert the bearing shells in the big end and tighten the bolts and
nuts (following the elongation principle see 2.2.7.4) and in the
proper order.
- Measure diameter “A” on 6 places.
- Check also conicity and ovality of “A”
- If the measured diameters, conicity and /or ovality are beond the
allowed clearance. Replacement is to be considered.
b) Control of the big end bore (Fig 2.7)

This is not a routine check. It only needs to be carried out in case of accident. Measure
diameter “C" in the same way as "A", but without the shells. Give attention to the
ovality. (Rondness of the bore max. 0.015mm and cylindricity max. 0.015mm)
c) Control of the small end bush (Fig 2.7)

Measure the diameter “B" in the vertical sense. Fit a new bush if the LW figure is
exceeded (see 2.2.7.2.)
Pag 18
DRIVE UNIT Ed. 6 E
A A
B A
B A
For reworked crank-pins

1 undersize 2 undersize
OD LW R1 LW R2 LW Conicity Ovality
type X type Y
178,140 178,133 177,633 177,133

A 177,191 0,04 max 0,08 max
178,199 178,191 177,691
110,100
B 110,155
110,270 0,03 max 0,05 max
186,000
C 186,029
type X: R2 (1 nd undersize) :
-Upper half bearing shell : 620.010.9001.01 MDO -Upper half bearing shell : 620.010.9101.05
-Lower half bearing shell : 620.010.9002.01 -Lower half bearing shell : 620.010.9102.05 MDO & HFO
type X: R2 (2 nd undersize) :
-Upper half bearing shell : 620.010.9001.04 -Upper half bearing shell : 620.010.9201.05
MDO -Lower half bearing shell : 620.010.9202.05
MDO & HFO
-Lower half bearing shell : 620.010.9002.04
-Upper half bearing shell : 620.010.9001.05
-Lower half bearing shell : 620.010.9002.05 HFO
Fig. 2.7
Pag 19
DRIVE UNIT Ed. 6 E
2.2.7. ASSEMBLING
2.2.7.1. Assembling the connecting rod and the piston

See 2.1.7.2.
2.2.7.2. Replacement of the small end bush. (fig. 2.8)
The small end bush is fitted in the con rod small end by contraction of the bush in
liquid nitrogen. Replacement is only necessary by damage or exceeded LW, fig. 2.7 .
Removing and refitting a new bush can be done by means of a press and with special
tooling, code 620.084.1600.01 not delivered with the engine.
REMARK:
By fitting a new bush, special attention must be given to the relative position in regard
to the small end.
ASSEMBLY REMOVING
5500-7000daN
Tool:
620.084.1600.01
Possible seam in bush

Fig. 2.8
Pag 20
DRIVE UNIT Ed. 6 E
2.2.7.3. Replacing the big end bearings shells

- At 24000 hours (overhaul O2-04) due to normal wear, the big end bearing shells
have to be replaced.
- ABC advises replacement of the big end bearing shells after dismantling of a bearing
cap of the connecting rod.
CAUTION
is not advisable.
- When the bearing shells need to be replaced eighter by inspection (see 2.2.6.2) or
normal wear it is necessary replacing them in pair. Always replace both the upper
and the lower bearing shell.
1. On renewal:
- Clean out the bore of the connecting rod.
- Carefully note the dimensions of the shells:
- Ø178 -OD = original dimension
- Ø177,5 -R1 = 1st undersize
- Ø177 -R2 = 2nd undersize
- Remove any roughness in the bore of the connecting rod by means of a
stone with fine grain.
- Keep care for general cleanliness of all components.
2. On assembly
- Mount the half shell (foreseen with oil holes) in the con rod cap.
- Mount the half shell (plain) in the con rod shank.
- Place shells into the con rod with their backside dry. Neither oil nor
grease.
- Ensure that the locating lugs on the shells are free in the notches in the
connecting rod shank and in the big end cap.
3. After assembly
After renewal of bearing shells it is necessary to check the diametral clearance.
See table in 2.2.6.1 with the allowable diametral clearance, min. and max., values
according the different types of bearing shells.
Pag 21
DRIVE UNIT Ed. 6 E
2.2.7.4. Tightening the bolts

The bolts are tightened on a predetermined elongation (stretch) and checked with a
special measuring/tightening tool 620.083.1800.02 - fig. 2.9
Elongation value depends on the type of con rod used. (see 2.2.)
- Type 1 con rod: code 620.010.1100.02
with corresponding con rod bolts M20x1,5
Tightening elongation : L = 0,60 ± 0,02 mm
For pre-calibration of tightening apparatus, use measuring bar:
- code 620.083.1804.01, with L = 254 mm.
- centering anvil in pos. A (see fig. 2.9)
- Type 2 con rod: code 620.010.1100.06

with corresponding con rod bolts M22x1,5
Tightening elongation : L = 0,70 ± 0,02 mm
For pre-calibration of tightening apparatus, use measuring bar:
- code 620.083.1804.02 , with L = 274 mm.
- centering anvil in pos. B (see fig. 2.9)
Method:
- First if necessary, change the position of the centering anvil in position A or B
according to the type of connecting rod used. (see fig. 2.9)
In either case, make sure that the locking nut is tightened properly.
- Adjust the apparatus with the correct measuring bar (L= 254mm) or (L=274mm),
according to the type of con rod, in such a way that the small pointer of the small
graduated scale points at 5. (see fig. 2.9)
The zero of the large graduated scale must be set in conformity with the big pointer
and this on both sides of the dial gauge.
- Screw on manually the nuts of the connecting rod bolts, but do not tighten them.
Hereby minding the numbering of the connecting rod bolts and nuts.
- With an adjusted apparatus, measure and note the length of the not tightened con rod
bolts. Add to this length the predetermined elongation l = 0,60 mm or 0,70 mm
(according to type of con rod (-bolt)) and also note these values down.
- On page 2-22 an example is given of a measuring sheet for noting the values.
- Tighten crosswise the nuts in a first time on ± 200 Nm (20 kgm) with a torque
wrench according the given sequence on page 2-22.
- Place the box wrench on a nut and put on the measuring apparatus (unchanged after
adjustment) in the center holes of the connecting rod bolt (see fig. 2.9).
- Tighten crosswise the nuts according the given sequence (see page. 2-22) until the
previously determined total elongation: L = 0,60  0,02 mm or 0,70  0,02 mm is
reached.
- After tightening the 4 bolts of a connecting rod, a final check has to be made.
To this end, check again the initial adjustment of the measuring apparatus with the
used measuring bar and check all bolts for correct elongation.
Pag 22
DRIVE UNIT Ed. 6 E
Double-sided dial gauge
Box wrench + torsion bar
Measuring apparatus elongation

connecting rod bolt
Connecting rod
Connecting rod bolt
A : Type 1 (620.010.1100.02)
Centering anvil + locking nut

B : Type 2 (620.010.1100.06)
Fig. 2.9
Pag 23
DRIVE UNIT Ed. 6 E
MEASURING SHEET: CONNECTING ROD BOLTS – ELONGATION
Engine No ………………………… Measuring apparatus

……………………………………… Measuring bar No.
………………………………………
Adjustment dial gauge
Number of cil. 6-8 small scale:
large scale:
Mechanic, name or No.

WEIGHT
CON ROD kg
Camshaft side = 0.60±0,02

BOLT ELONGATION*
= 0.70±0,02
1°mouning 1°mouning
o,60/0,70 ±0,02*
0,60/0,70 ±0,02*
Length of both
Tot.elongation
Tot.elongation
Length of both
Cyl.No.
Cyl. No.
Bolt No.
mounting
Bolt No.
mounting
before
before
*elongation 0,60 or 0,70 depending on type of con rod bolt

CHAPTER 3
CYLINDER BLOCK
(Assembly 8)
3.1. CYLINDER BLOCK ................................................................................................................... 1
MAINTENANCE MANUAL DZC ENGINES Chapter 3
Page 1
CYLINDER BLOCK Ed. 6 E
3.1. CYLINDER BLOCK

3.1.1. DESCRIPTION - Fig. 3.1
The cylinder block (1) is cast in nodular cast iron GGG42/50 and includes the cylinder
liners (2).
At the upper face, the liner is provided with a flange which is introduced in the bore
provided in the upper deck of the block.
In the part above the running surface of the piston rings, an anti-polishing ring (29) is
inserted into the liner. This ring has to be replaced each time the piston is removed or is
worn. (see 2.1.5.1)
Under the flange, a flat steel packing (3) assures the tightness at this position.
At the lower position, the tightness is assured by seal O-rings (4) made in special
rubber.
The cylinder block is fixed to the crankcase by means of studs (9) and nuts (24) with
washers and by the screws (18).
The cylinder head studs location is protected against ingress from the environment by
means of rubber sleeves (32) that are slided over the studs and posed on the upper deck
of the block.
Page 2
Detail A
ENGINE FRONT SIDE
VOORKANT MOTOR
Fig. 3.1
Page 3
Component Mass (kg)

Cylinder block with liners and cylinder head studs-6DZC 1685
Cylinder block with liners and cylinder head studs-8DZC 2238
Cylinder liner 67,5

Anti-polishing ring 2,30

Code Jobs
O2-03 Measure the wear, ovalty and conicity of the liners.
Remove and hone the liners, renew if necessary. Replace seal O-rings
Replace anti-polishing ring, if required
O2-14 Wash out the cylinder block, remove the deposits and repaint the
interior if necessary.
O3-04 Renew of cylinder liners
Page 4
3.1.3. SPARE PARTS

Fig. n° Ref. n° Description Qty/Cyl
6-8DZC
620.082.1200.01 Set of sealing material necessary by 1
dismantling a cylinder head and a liner.
This set consists of:
3.1 3 Steel packing (0,6mm) 1
3.1 3 Steel packing (1,5mm) 1
3.1 4 Seal O-ring 3
1.1b 65 Metal packing 1
1.1a 66 Rubber sleeve (water passage) 4
1.1a 21-16 Joint (exhaust flange cyl. head) 2
1.1a 22-4 Joint (intake flange cyl. head) 2
1.1a 44-6 Joint (elbow water outlet) 1
1.17 18-16 Seal O-ring 2
1.17 18-17 Seal O-ring 2
1.1a 44-16 Joint 1
1.1a 44-16 Seal O-ring 1
3.1 32 Rubber sleeve 6
Page 5
3.1.4. TOOLS
Code Description
*620.084.1100.01 Tool for mounting and dismounting the liner
*620.084.1900.02 Tool for dismounting anti-polishing ring
*620.084.3200.10 Tool for lifting the cylinder block
3.1.5. DISMANTLING
Required staff: 1 service man and 1 assistant
3.1.5.1. Extracting of the cylinder liner - fig. 3.2

To extract a liner, it is not necessary to dismantle the cylinder block:
- Empty completely the water circuit.
- Remove the cylinder head (chapter 1) and the piston/con rod assembly
(chapter 2).
- Protect the crankshaft, for example by inserting strong paper in the
crankcase or by gluing paper over certain items, in order to prevent
damage or corrosion of the working surfaces by impurities, dust or water.
- Extract the liner by using tool 620.084.1100.01 - fig. 3.2
Page 6
620.084.1100.01
Tool
Page 7
3.1.5.2. Dismantling of the cylinder block

IMPORTANT REMARK
Replacement of cylinderblock studs is a major operation and therefore needs to be
serviced in the factory. Otherwise replacement on site by own means may only be
executed in strict contact and supervision by ABC personnel.
The cylinder block needs to be removed only for renewing or repairing the crankcase,
the crankshaft or the cylinder block itself.
- Empty completely the water circuit.
- Disconnect:
* the fuel pipework at fuel feed pump and filters
* feeding pipe to camshaft lub oil manifold (at cyl.2)
* water pipework on delivery side of HT water pump
* lub oil distribution manifold (oil inlet engine)
* duplex oil filters with bracket
* automatic stop device and closing plate
* turbo charger and bracket
* exhaust gas manifolds
* intake air manifold.
* water outlet manifold
* timing gear case with governor case and governor
* camshaft driving gear wheel
* oil pipework supports to inlet oil cooler
- Remove the nuts (24) from the studs and also the screws (18) (fig.3.1).
- Place tool 610.084.3200.10 and lift off the cylinder block fig. 3.3.
- Pose the cylinder block on wooden cross supports.
- Bearing in mind the weight!
Page 8
Fig 3.3
Page 9
3.1.6. MAINTENANCE
3.1.6.1. Inspection of the water passages

The following situations may occur:
1. Severe corrosion:
Resulting from lack of an anti-corrosion water treatment.
2. Scale deposits:
Resulting from excessively hard water
3. Erosion or pitting:
Shows up as small holes in the wall of the liner or block, particularly around the water
inlet and or outlet.
It signifies:
* ingress of air into the pump suction pipe or inadequate degassing of the system.
* lack of pressure (height of the expansion tank too low)
* unsatisfactory treatment of the water
3.1.6.2. Cleaning the water passages

- By using a steel brush, remove the calcareous deposit down to the metal.
- Paint the bare metal with a rust-proofing paint, such as "LEVIS GEOKOTE WF" -
YELLOW-827/1500 or equivalent. At the back of the manual (Chapter 13) the
specifications of the paint are given to select an equivalent paint if necessary.
Page 10
3.1.6.3. Reworking the cylinder liners

When a new piston or piston rings are to be fitted and if the surface of the liner is
completely smooth, it is necessary to hone it.
When the liner has been extracted examine the upper flange for possible cracks. For
that purpose, thoroughly clean the flange and use crack detection “Red – White” to
show up any cracks. In case of cracks in this area, the liner is to be rejected.
There are two possibilities for reworking the liner:
a) extract the liner and hone it on a suitable machine.
b) hone the liner on place in the engine itself.
IMPORTANT REMARK
If the honing operation is carried out in the engine, great care must be taken to ensure
that no abrasives or metal particles fall into the crankcase or sump.
To that purpose a bag should be suspended under the liner.
After reworking:
- Clean the liner with water mixed with a cleaning product like
“Oltec Clean 9100” (IAS) or another equivalent product.
- Lubricate with light oil or protective oil such as “Rust Veto C3”
(Houghton).
- Finally clean the liner with a fluffless cloth.
Page 11
3.1.6.4. Limits of wear (fig. 3.4)

Measuring instrument: dial gauge (Subito or similar). The diameter "B” is to be
measured along the axes XX and YY at following distances from the top:
- 75 mm: corresponding to the top ring at TDC
- 375 mm: corresponding to the oil scraper at BDC
- 540 mm: corresponding to the lowest part of the liner where there is
practically no wear.
(a) (b)
X-X 256,000
256,032
OD
Y-Y 256,000
256,032
X-X 256,350
RL
Y-X 256,350
X-X 256,500 0,05 0,1
LW max.
Y-Y 256,500 max.
(a) = coniciteit (taper)

(b) = ovaliteit
RL = reworking limit
LW = limit wear
Fig. 3.4
Page 12
3.1.6.5. Hydraulic test of the water jacket (fig. 3.5)

- Close the water inlet of each cylinder with a blank flange.
- One of these flanges is provided with an orifice "1" for filling and
emptying water.
- Close the 4 water outlets at each cylinder on the block upper deck by the
sealing plugs, one of these plugs being provided with an orifice and cock
"2"
- Fill the cylinder block with water through orifice "1" until water
overflows out of orifice "2".
- Close orifice "2" if all air is bleeded off.
- Submit the cylinder block to a pressure of 5 bar and maintain that
pressure for 15 minutes.
- Carefully inspect the walls of the water jackets including inside the holes
through the bosses for the holding down studs. Check also for leakage at
the cylinder head studs. Verify the water tightness of the seal O-rings on
the liners. No leakage can be tolerated.
Should a leakage be discovered, ABC or one of its representatives should
be informed with the fullest details of the leak or defect in order to set up
further follow up and/or actions.
DOORSNEDE DOORSNEDE DOORSNEDE

SECTION SECTION SECTION
Fig.3.5
Page 13
3.1.7. ASSEMBLING
3.1.7.1. Reinstalling of the cylinder block (fig. 3.1)
Different components are mounted on the block using LOCTITE 574. Before assembly, all
these surfaces must be disposed of the sealant rests and must be degreased.
Special attention must be given to the Loctite between the crankcase and the cylinder block.
On the whole surface Loctite must be applied which must be spread out with a toothed/flat
spatula (see Chapter 6). Make sure to apply enough to cover the whole surface adequately.
Procedure:
- Carefully inspect all cylinderblock studs (9). If one of the studs shows
damage, cracks, corrosion verified by means of spot check “red & white”
or if one is broken, the stud needs to be replaced. Please follow the
procedure below in n°1 “Replacement of cylinderblock stud”.
- Follow the procedure as under 3.1.5.2. but in reverse order.
- When the cylinderblock is correctly placed, the cylinderblock studs can
be tightened according to the angular displacement method, as described
below. (see n°2, 3 and 4)
1. Replacement of a cylinder block stud.

- Remove the old cylinderblock studs by unscrewing counterclockwise using the
presently used nut and an additional countering nut.
- After removing the studs some Loctite rests and/or metal deposits can still be present
in the internal thread and need to be removed. For this use a long threaded tap
M27x2. Carefully insert the threaded tap into the hole and carefully locate the
beginning of the thread (while turning clockwise) Do this carefully to avoid
damaging the thread.
- Tap the thread completely to the end.
- Remove the tap carefully turning back.
- After the thread has been cleaned by tapping, the loctite rests and metal deposits can
be blown out of the blind hole using clean compressed air.
- Clean the thread of the crankcase with an appropriate degreaser like for example
“Ultra Clean” (Innotec) or equivalent product.
- Dry by compressed air.
Page 14
1 magnetic base
2 reference point
3 ratchet
4 socket
Fig. 3.6
- Mounting of a new cylinder block stud:

* The stud is to be planted into the cranckcase with the
completely threaded rodend facing upward.
* For the thread that has to be inplanted into the cylinder
block, 3 straight stripes of LOCTITE 245 have to be
applied from top to bottom of the thread devided
equally over 360° (3x 120°). See following picture.
!Do this only for the thread to be implanted into the
block!
* Carefully bring the stud inside the block and carefully
locate the beginning of the thread while turning the
bolt clockwise. When the bolt is completely screwed
in, tighten the bolt on a torque of 100Nm (10kgm) by
use of a torque wrench.
For tightening use the original nut with countering nut.
Loctite
Page 15
2. Tightening method based on angular displacement

The method is comparable to the current method with torque wrench, but in several
steps, usually 3 and according a given sequence, (fig. 3.8).
- Step 1: A low pretightening torque in order to limit initial impression and
deformation.
- Step 2: Nuts are turned according to a predetermined angle until a mark placed on
the circumference of the socket. See fig. here after.
- Step 3: Nuts are turned once more according to a predetermined angle until a mark
placed on the circumference of the socket. See fig. here after.
The zero or reference for angular displacement is fixed by means of a pin fastened on a
magnetic base.
3. Tightening the nuts on cylinder block after replacement of studs (new)
Remark:
When a cylinderblock stud has been replaced also the washer and the nut need to be replaced
with new ones.
New studs have to be pretightened a first time in order to avoid wrong extensions and
reducing initial setting.
- Tighten the screws M20 (18 - fig. 3.1) on the indicated torque of 365 Nm
(37 kgm) with a torque wrench according to the given sequence (fig.
3.7).
- Lubricate the studs (9 – fig. 3.1) upper thread, the upper face of the
washer (16 – fig. 3.1), the underside of nut (24 – fig. 3.1) and the thread
of the nut with Molykote G-N plus.
(See following figure)
- Tighten the nuts M27x2 (24 - fig. 3.1) with torque wrench on a torque
value of 295 Nm (30 kgm) according to the given sequence (fig. 3.8).
- Tighten next with a 60° angular displacement according to the given
sequence.
- A second time with a 60° angular displacement according to the given
sequence.
- Next, loosen the nuts in 2 steps according to the given sequence. First,
turn back for about 60° - further, turn back completely.
- Tighten definitively the nuts M27x2 in the same way in three steps:
295 Nm (25 kgm) + 60°+ 60° according to the given sequence.
Page 16
4. Tightening the nuts on cylinder block with the existing studs

To be executed as described in “2”, though without loosening the nuts again.
6 cyl.
8 cyl.
Fig. 3.7
Page 17
6 cyl.
8 cyl.
Fig. 3.8
Page 18
3.1.8. Assembly of the cylinder liner (fig. 3.2)

1. Assembly:
- Assembly is done with tool 620.084.1100.01 (fig. 3.2)
- Replace the metal packing under the liner flange. Be sure that the
packing fits well in the chamber provided at the upper side of the
cylinder block.
- The bores in the cylinder block must be clean and free from scale and
rust.
- The O-ring grooves on the liners must be clean.
- Put the O-rings into the grooves with Ceran WR2 (Total) grease or
equivalent and check if the O-ring is free in the grooves, in no case they
may be twisted.
- Before assembling, grease also the lower bore in the cylinder block with
Ceran WR2 (Total) grease.
- Keep the liner as much as possible in the centerline of the bores during
assembly the liner in the block.
- Always use original spare parts.
2. Controls:
- After fitting the liner, it is necessary to measure the bore diameter on two
levels (at upper level and at lower level corresponding to the O-ring
position) and in longitudinal and transversal direction by means of an
adequate dial-gauge. This gauge must permit measurement of 0,005 mm
and the calibration must be done with a calibration ring or calibration
gauge at diameter 256 mm.
- Fig 3.4. gives the measurement procedure. Diameters B1 and B3 have to
be measured at least in the directions XX and YY.
- In any case a negative value is unacceptable and it is necessary to
disassemble the liner (check the seal o-rings for deformation). The
procedure must be started again from the beginning i.e. assembling and
measuring the liner.
CHAPTER 4
INJECTION SYSTEM
(Assembly 14-18-58-59)
10.1. NOZZLE HOLDER AND NOZZLE OR “INJECTOR” ..................................................... 1

10.2. INJECTION PUMP. .............................................................................................................. 13
10.3. INJECTION MECHANISM DRIVING THE FUEL-PUMP. ........................................... 23
10.4. FUEL PUMP CONTROL SPINDLE ................................................................................... 35
Page 1
INJECTION SYSTEM Ed. 7 E
4.1. NOZZLE HOLDER AND NOZZLE OR “INJECTOR”

4.1.1. DESCRIPTION - Fig.4.1
Fig. 4.1
The nozzle (1) is retained in the nozzle holder (2) by the retaining nut (3) which is
provided at its lower face with a circular rim for the sealing with the cylinder head. The
complete injector is secured into the cylinder head by means of a thrust cap (5) and a
cup nut (4). Sealing is assured with gasket (11).
The spindle (6) with guide (7), the spring (8) and the adjusting screw (9) press the
nozzle needle against its conical seat. A coupling pipe (10) in the cylinder head brings
the fuel from the fuel injection high pressure pipe to the injector.
Component Mass (kg)

Nozzle holder with nozzle 2,3
Page 2

Code Jobs
M5-05 Check nozzles and opening pressure of nozzles and spray
pattern. Replace nozzles if necessary.
M6-01 Thoroughly examine the nozzles and their holders. Replace
nozzles if necessary.
4.1.3. SPARE PARTS

4.1 1 Nozzle 1
4.1 8 Spring 1
4.1 11 Gasket 1
4.1 12 Seal O-ring 1
Page 3
4.1.4. TOOLS
Code Description
620.083.1100.02 Lever for priming injection piping and pump
620.083.1300.01 Tool for removing nozzle holder from cylinder head
620.083.1609.03 Socket 32 (belongs to toolbox 620.083.1600.03)
620.083.1400.01 Tool for checking the opening pressure of nozzles
620.083.1500.01 Tool for checking the opening pressure of nozzles.
*620.084.6900.01 Nozzle test pump Bosh with pressure gauge.
4.1.5. DISMOUNTING
4.1.5.1. Dismounting of the injector - Fig. 4.1

- Remove the cylinder head cover.
- Disconnect the nut (19) on the duo injection pipe at the lengthened
coupling pipe (10) and loose the nut at the fuel injection pump, in this
way the fuel pipe can be turned apart.
- Remove the two screws with inner hexagon from the pressure flange
(17).
- Remove the flange (17) with coupling pipe (10).
- Remove cup nut (4) and thrust cap (5).
- Remove the injector (holder + nozzle) with provided tool
620.083.1300.01 (fig. 4.2).
Page 4
Note:
Handle the nozzle holders with the greatest caution and cleanliness. Above all, take
care that the nozzle needle is not damaged and that no dirt gets into the holes.
Tool :
620.084.1200.01
Fig 4.2
Page 5
4.1.5.2. Checking the nozzle opening pressure and the pulverization. Fig. 4.3
Connect the nozzle holder, with the special tool 620.083.1400.01 and pipe
620.083.1500.01 to a nozzle test pump equipped with an accurate and sufficiently
damped pressure gauge. Use only filtered gas-oil or special test oil.
Special part:
620.083.1400.01 Special part: 620.083.1500.01
Nozzle with
Nozzle test pump
nozzle holder
Adjusting
screw
Fig. 4.2
ATTENTION
When operating the tool to check the opening pressure and
pulverization, no person may be in the spraying zone of the nozzle.
High pressure spray of fuel from the nozzle may cause severe injuries
to the body. Make use of the necessary PPE’s like chemical resistant
gloves, full protective glasses preventing fuel mist/vapour coming
into the eyes and make use of chemical resistant mask to prevent
inhalation of fuel vapour or mist during operation. Inhalation and
injuries to the body can cause severe injury to bronchial air ways
and can cause blood poisoning.
Page 6
A good nozzle conforms:

1. A good pulverization.
Pump with a rhythm of about 10 strokes per minute. The fuel will spray stroke by
stroke in a fine mist, without any formation of drops at the nozzle tip.
2. Right opening pressure.

The pressure which is adjustable by means of a screw (fig. 4.1/9) attains between 275
and 280 bar at the moment of injection.
3. Tightness between the needle and the seat

The nozzle tip and holes remain dry when the pressure is raised and kept at 200 bar.
4. Tightness between the holder and nozzle

Increase the pressure up to 200 bar. Stop pumping. The tightness is satifactory when
the elapsed time before the pressure is fallen off to 150 bar is no less than 6 seconds or
no more than 14 seconds. (The valves of the test pump are assumed to be completely
tight)
5. Nozzle holes:
All passages must be clear. Blocked holes can be pricked carefully.
If the nozzle does not satisfy the above condition it must be inspected, corrected or
replaced.
Page 7
4.1.6. MAINTENANCE
4.1.6.1. Removing of the nozzle - Fig 4.1
- Remove the retaining nut (3) from the nozzle (1). The holder is hereby
gripped with its flat parallel faces in a vice or similar.
- Remove the nozzle
- Turn back the retaining screw (9) and lock nut (18)
- Clean carefully and degrease a new nozzle with filtered gasoil or test oil
used for the test pump
- Check and clean the contact faces of nozzle and nozzle holder, avoid
remaining fluffs.
- Place the nozzle on the nozzle holder and screw on the retaining nut.
Tighten the retaining nut on the prescribed torque (see chapter general
5.1 tightening torque table). If the seal-O-ring (12) is in good condition
replacement is not necessary.
- Replace the gasket (11)
- Test the nozzle as explained under 4.1.5.2.
4.1.6.2. Repairing a nozzle.

A nozzle can not be repaired.
A nozzle must be replaced (4.1.5.2.) in case:
- the pulverization is bad (blocked or jammed needle)
- the tightness between needle and seat is unsatisfactory.
- the blocked holes can not be pricked.
4.1.6.3. Complete examination of nozzle and holder

This examination consists in a complete dismantling of the injector and detecting any
damage or leakage.
Note:
The oil-tightness test can easily be carried out by inserting a blank nozzle in the holder
or by increasing the opening pressure to about 320 bar. Raise the pressure up to 300 bar
and examine the tightness.
4.1.6.4. Reconditioning the faces between the nozzle and its holder.
This is not a routine job, it should be undertaken only in case of leakage or damages.
The faces may be ground-in with special paste, that can be bought from injection
material specialists or representatives.
4.1.7. ASSEMBLY - Fig. 4.1
Page 8
4.1.7.1. Fitting the nozzle in the nozzle holder.

- Inspect the seal O-ring (12). Replace in case of damage, if it is hard or flattened.
- Check the cleanliness of the contact surfaces of nozzle and nozzle holder, and
assemble them.
- Tighten the nozzle retaining nut (3) following the torque table (see chapter general
5.1 tightening torque table).
Note:
By placing a new nozzle it is recommended to lap the sealing surfaces from nozzle and
holder together slightly (see 4.1.6.4.) .
4.1.7.2. Adjusting the opening pressure.

- Unscrew the nut (18).
- Adjust the adjusting screw (9) to obtain the prescribed nozzle opening
pressure of 275 bar.
- Tighten the nut (18) and hold the set screw (9) firmly.
- Check the opening pressure again.
Page 9
4.1.7.3. Assembling the nozzle holder into the cylinder head. (Fig. 4.1)
- Clean the housing in the cylinder head. Take care that the gasket (11)
does not remain in the bore.
- Fit a new gasket (11) and replace the seal O-rings (13), (14) and (16) in
case of damage, if they are hard or flattened.
- Introduce the injector in the cylinder head bore, it is located in right
position with a slot and a dowel pin. Be sure that the injector is
completely down on its location. The conical connection hole must be
visible through the mounting hole for the coupling pipe (10).
- Place the thrust cap (5) and grease in the top of the cap with
Molykote G-n plus paste for lubricating the top surface.
Before placing the cup nut (4) grease in the thread of the nut with
Molykote G-n-plus paste and tighten on torque following the tightening
torque table (see chapter General DZ).
Molykote G-n plus

paste
- Mount the coupling pipe (10) into the cylinder head on its conical seat on
the injector. Place the pressure flange (17) and screw the 2 screws with
inner hexagon on to the torque given in the tightening torque table
(chapter general DZ).
- Mount the injection pipe to the lengthened coupling pipe (10) and the
injection pump following the mounting procedure from NovaSwiss to be
found at the back of this chapter and using following tightening torques.
* Type 1: 620.058.1100.04 to torque of 60 ± 5 Nm (6,1 ± 0,5 kgm)
Page 10
Note:
All torque values are given in the tightening torque table in chapter "GENERAL"
- Repeat the operation on the other cylinders
- Replace the cylinder head cover after that the contact faces have been
wiped from oil and/or dirt. In case the seal O-ring in the cover is
damaged, hard or flattened it is to be replaced. (see Chapter 1)
Page 11
4.1.7.4. How to fill up the fuel system after maintenance. - Fig. 4.4.
After each inspection of the injector, the fuel pipes must be drained from air and filled
up with fuel.
The operation is as follows:

- Open the fuel supply to the injection
pump. (by-pass to open)
- Open the inspection door on the
camshaft cover
- Place the priming tool
620.083.1100.02 as indicated on fig
4.4 .
- The fuel rack is pulled in maximum Fuel rack
fuel injection by moving the lever (control rod)
“A” in the direction of the arrow to
the front.
- Move the priming lever up and
down to action the pump plunger
until a resistance is felt.
- Let come back the fuel rack to zero
position, remove the priming tool Tool
and close the inspection door. 620.083.1100.02
- Do even so on the other cylinders.

- The inspection doors are provided
with a joint, if necessary, replace it.
Remark:
In case the injection cam is upwards Inspection door to
Camshaft
for the considered cylinder, it is not
possible to fit the priming lever to
action the pump plunger. In this case it Fig. 4.4
is necessary to bar over the engine
until the pump plunger becomes free.
Page 12
4.1.7.5. Putting back in service.

- Now the engine can be started again for checking eventual leakages at the injection
pipes.
- Check if the leak flow from the nozzles is in the same quantity as before. A too big a
flow can indicate a lack of sealing between the injector and the coupling pipe (2) &
(10). In this case, it is recommended to disconnect the leak flow pipe at each cylinder
head to discover the cylinder in cause. It is the lower connection on the cylinder head
left side.
Page 13
4.2. INJECTION PUMP.

4.2.1. DESCRIPTION AND WORKING PRINCIPLE - Fig. 4.5
4.2.1.1. Description
There is an injection pump for each cylinder:
The injection pump delivers the quantity of fuel to be injected at each stroke.
The pump consists of a piston (2) moving in a sleeve. This sleeve is provided with
orifices connecting the fuel inlet passages with the spaces above the piston or plunger.
By the way of the delivery valve holder (12) & (14) mounted into the pump body (1).
The fuel is let to the fuel injection high pressure pipe and to the injector.
The piston has a helicoidal groove communicating with the space above the piston.
The control sleeve (3) has teeth on its upper part engaging with those on the rack or
control rod (4).
By means of a protuberance on the piston foot, it is linked to the control sleeve. Any
translation of the rack causes the piston to rotate.
Page 14
Fig. 4.5
Component Mass (kg)
Fuel injection pump 9,08
Page 15
4.2.1.2. Working principle of the injection pump:

The space above the plunger is always full of fuel (a). At a point in its upward stroke
the plunger closes the orifices (b).
The plunger continues to raise driven by the injection cam and a pressure is build up in
the space above the piston.
The delivery valve (11) opens, pressure build-up further and at a given value causes the
nozzle needle to lift from its seat. Pumping continues until the helicoidal groove
reaches the orifices (c). At this moment pressure-side and suction-side are connected.
The pressure falls off, the nozzle needle and than the delivery valve closes again. The
piston has made a pumping stroke and a quantity of fuel has been injected.
As the groove in the piston has a helicoidal shape, it is possible, by moving the rack
and this by rotating the piston to vary the pumping stroke and consequently the
quantity of fuel injected.
The rack is moved by a lever with fork mounted on the control spindle and controlled
by the governor (chapter 5).
The piston spring (6) assures continuous contact between the pump tappet (5) and the
cam mechanism.

Code Jobs
M5-06 Check condition of injection pump cavitation plug and
M6-08 renew if necessary.
O2-07 Complete overhaul of the fuel injection pumps.
Discarding criteria for injection pump cavitation plug:

Injection pump cavitation plug (20 fig4.5) must be changed when the damage exceeds
a depth of 2 mm.
Page 16
4.2.3. SPARE PARTS

4.5 6 Spring (tappet) 1
4.5 10 Circlip 1
4.5 11 Delivery valve 1
4.5 13 Delivery valve spring 1
4.5 17 Joint 1
4.5 20 Cavitation plug 1
4.6 59-16 Joint 1
4.6 59-23 Joint 1
4.2.4. TOOLS
No special tools are required.
4.2.5. DISMANTLING - Fig. 4.5 and 4.6

Page 17
4.2.5.1. Removing from the engine. – Fig. 4.6

- Close the fuel supply and bleed of the fuel by the vent screw
(59-18) on each pump.
- Disconnect and remove the fuel leak pipe (58-3), if present
- Disconnect and remove the fuel injection high pressure pipe (58-1)
- Disconnect and turn away the fuel supply pipe (59-4)
- Remove the 4 fixation screws (18-6) from the pump feet.
Remark:
Take attention that the injection cam is not upwards and sets pressure under the pump.
In this case bare over the engine until the cam is free.
- Remove the pump, bearing in mind that the spherical lever pin is still in
the fork of the lever. The easy way to remove the pump is by pulling the
lever in front position by hand.
Page 18
4.2.6. MAINTENANCE - Fig. 4.5

The most important factor for a proper functioning of the pump is the cleanliness of the
fuel. Consequently, it is of the most importance to pay great attention to the conditions
of the filters and the fuel system.
The complete overhaul, the verification and the output tests can be undertaken by the
engine manufacturer or by the fuel injection equipment manufacturer or its
representative.
Following checks can be made on the spot, note that cleanliness is most important and
use only pure and filtered gasoil or test oil:
1. Inspection of delivery valve unit (11) (valve and body for one entity) and
spring:
Disconnect the delivery valve holder retaining nut (14). Inspect the spring, if signs of
corrosion replace it.
Check the valve and housing, in particular the tightening surfaces. In case they are
damaged or untight, the entity, valve and housing must be replaced.
By assembling again, the seal O-rings (15) and (16) and the joint (17) must be replaced.
Mount the delivery valve holder unit (12) and the retaining nut (14).
Tighten according to the torque table. See 5.1 “General”
If no torque wrench is available which can give the required high torque.
- Give marks on the retaining nut (14) and the pump body before
dismantling.
- By assembling, it is than sufficient to tighten the retaining nut (14) as far
as the marks are corresponding again.
Page 19
2. Inspection of piston (2) and tappet spring (6)

Push the tappet (5) and spring (6) under tension and remove the circlip (10).
Take care that the circlip doesn't jump apart!
Now release the assembly out of the pump body. Inspect the spring, if signs of
corrosion or damage replace it.
The tappet (5) can show internally a certain impression due to the piston foot or spring
collar. This is normal however.
Push the piston out of the sleeve and check for damage or corrosion.
It is recommended that only skilled persons replace the assembly piston-sleeve
(complete element).
Rinse everything thoroughly and mount in the reverse order.
After assembly, check if the rack (4) moves freely.
It must normally move under its own weight.
Page 20
Fig. 4.6
Page 21
4.2.7. MOUNTING ON THE ENGINE.

4.2.7.1. Mounting on the engine

- Clean and degrease the contact surfaces, on:
* pump mounting flange/drain tray or drip tray
* drain tray/tappet bracket
- Rub these surfaces with Curil K2.
- Put back the injection pump with drain tray. Mind that the spherical lever pin on the
rack fits in the fork of the lever.
- Put back the 4 screws (18-6) and tighten by hand.
- Turn back and connect the fuel supply pipe (59-4).
- Put first, new joints (59-16) on the banjo bolt (59-17) and tighten.
- Check the free movement of the fuel rack, by pulling the lever in front position
- (max. fuel) by hand, when released it must return at once to zero position.
- If not, this can be corrected by moving some what the pump on the bracket.
- If correct, tighten the 4 screws (18-6) according to the torque table. See Chapter
General table 5.1.
- Place back the fuel injection high pressure pipe (58-1), tighten according to the
torque table (See Chapter General table 5.1.).
Take attention : the threads of the nuts must be lubricated with oil. For assembling
please use the mounting instructions from Nova Swiss, to be found at the back of
this chapter.
- Place back the fuel leak pipe (58-3) if present.
Remark:
Take attention that the injection cam is not upwards and sets pressure under the pump.
In this case bare over the engine until the cam is free.
- Remove the pump, bearing in mind that the spherical lever pin is still in
the fork of the lever. The easy way to remove the pump is by pulling the
lever in front position by hand.
Page 22
4.2.7.2. Filling the injection pump and fuel system after maintenance
After maintenance and assembly of the injection pumps, the system must be drained
from air and filled up with fuel. The operation is as follows:
- open the fuel supply to the pump (by-pass to open !)
- drain first the fuel filters.
- open the drain screws (59-18) on each banjo bolt (59-17) at every pump
and let fuel bleeding until all air is vented.
If necessary replace the joint (59-23)
- Close the drain screws.
- fill up the fuel system as described under 4.1.7.4.
REMARKS:
In some installations where the fuel (day) tank is at lower position, the system is
provided with a small hand priming pump, placed in the by-pass over the engine driven
fuel feed pump. In this case, this hand pump is to be used for filling the injection pump
and the fuel system.
Page 23
4.3. INJECTION MECHANISM DRIVING THE FUEL-PUMP.

4.3.1. DESCRIPTION - Fig. 4.7
The injection pump is driven by a tappet assembly from an injection cam mounted on
the camshaft.
The tappet assembly consists of:
- a tappet (1)
- a cam follower (2) or roller with bearing bush
- a shaft (3)
- a hardened intermediate pad or button (4)
The upward-down movement of the tappet, by the way of the intermediate push rod (5)
with a hardened pad (6) results in a thrust on the injection pump. The combined length
of push rod and pad (5) + (6) is adjustable by means of distance washers (7) to set the
beginning of injection (BI).
The tappet with the hardened pad, cam follower and shaft are to be considered as one
assembly. The components should not be taken apart or be replaced separately.
Therefore are the components not available as spare part but solely as assembly.
Component Mass (kg)

Tappet assembly - injection pump 1,46
4.3.2. RECAPITULATIONS OF MAINTENANCE JOBS
Code Jobs
M5-04 Check combustion pressures at full load and at idling speed.
Adjust if necessary.
O1-02 Control the injection timing - Beginning of injection (BI). Check
tightness of injection pump plunjer and of the relieve valve.
Page 24
4.3.3. SPARE PARTS

4.7 1,2,3,4 Tappet assembly 1
4.7 5 Intermediate push rod 1
4.7 6 Hardened pad 1
4.7 7 Available distance washers: as required

0.5; 0.6; 0.7; 0.8; 0.9 and 1.0 mm
4.7 8 Return spring 1
4.7 9 Seal O-ring 1
Page 25
Fig 4.7
Page 26
4.3.4. TOOLS
Code Description
620.083.1900.01 Reference gauge (engine TDC mark)
4.3.5. INSPECTION AND MAINTENANCE - Fig. 4.7

4.3.5.1. Checking the beginning of injection (BI)

1. Values for the beginning of injection.
The value of the BI is expressed in degree crank angle before TDC and depends on:
* engine type
* engine speed (see general information item 2.4.)
The values of the crank angle can, in function of the flywheel diameter, be transformed
in mm curve distance till TDC, with the following formula:
  3,1416  BI
A
360
“A”= curve distance in mm on flywheel exterior diameter.

Ø = exterior diameter of flywheel or diameter on which A is to be set, in mm
BI = beginning of injection or early injection, crank angle in ° (degree)
Page 27
2. Values for Begin Injection (BI) (fig. 4.7)

a) Standard:
- Injection pump: 620.014.1100.02 - FCVAB200B0670
</= 800 900 1000 Dimension X

1,6 – 1,7 mm
With intermediate
6DZC 19,5° 20° 21° rod
620.018.9003.02
61.5mm
8DZC 18,5° 19° 20°
620.014.1200.02 (8-holes)
HL150T44H718P5
620.014.1200.04 (9-holes)
Nozzle: HL150T38K775P4
620.014.1400.04 (10-holes)
HL150T38L748P8
* Tolerance +/- 0.5°
b) IMO I and CCR I

</= 830 >/= 830 Dimension X
1,6 – 1,7 mm
With intermediate rod
6DZC 19,5° 21°
620.018.9003.02
61.5mm
8DZC 18,5° 20°
620.014.1200.02 (8-holes)
620.014.1200.04 (9-holes) HL150T44H718P5
620.014.1400.04 (10-holes)
HL150T38L748P8
* Tolerance +/- 0,5°
Page 28
c) IMO II and CCR II

660 - 830 >/= 830 Dimension X
3,1 – 3,2 mm
With intermediate rod
6DZC 21° 21°
620.018.9003.03
60mm
8DZC 21° 21°
620.014.1200.02 (8-holes)
620.014.1200.04 (9-holes) HL150T44H718P5
620.014.1400.04 (10-holes)
HL150T38L748P8
* Tolerance +/- 0,5°
3. Curve distance “A” on flywheel:
The curved distance “A” is to be measured on the flywheel, from the mark
corresponding to the TDC of the considered cylinder till the reference gauge on the
crankcase. See fig. 4.8 .
Using following rule the curve distance can be calculated by the diameter of the
engines flywheel. In thist example we use a standard flywheel of Ø 950 mm.
Circumference of flywheel (mm) : π D = π x 950 = 2984 mm

Curve distance per degree(mm/°): (π D / 360°) = 2984/360° = 8,29mm/°
Example calculation curve distance BI:

For standard engine 6DZ with 750rpm -> BI = 19,5° before TDC
Curve distance “A” before TDC: 19,5° x 8,29mm/° = 161,65mm
With a tolerance of ± 0,5 ° -> ± 4,15 mm
-> “A” = 161,65 ± 4,15 mm
Page 29
INJECTION PUMP SIDE
SIDE FOR MARKS

620.083.1900.01
Fig. 4.8a
Page 30
6 CYL.ENGINE
View acc.to X
Z = 22°à 23° after TDC (in expansion stroke)
START
CYL. 1(K)
START
CYL. 1(A)
Firing order:
A: 1-2-4-6-5-3-1
K: 1-3-5-6-4-2-1
8 CYL.ENGINE
View acc.to X
Z = 22°à 23° after TDC (in expansion stroke)
START
CYL. 1(K)
START
CYL. 1(A)
Firing order:
A: 1-4-7-3-8-5-2-6-1
K: 1-6-2-5-8-3-7-4-1 Fig. 4.8b
Page 31
4. Check of the BI by means of a depth caliper - Fig. 4.5 and 4.7

- This way is based upon the fact that the supplier of the injection pumps
gives a precise distance between:
* the bottom of the pump socket (mounting surface) and
* the pump spring housing in the position where the injection pump
plunger just closed the orifices in the sleeve and shuts off the fuel
supply. This is the very moment of beginning if injection (BI)
- Remove the fuel injection pump and the drain tray from the engine as
described under 4.2.5.1.
- It is important to mark these trays with the cylinder number to prevent
wrong re-assembly.
- Rotate the engine until the mark BI of the concerning cylinder on the
flywheel corresponds with the reference.
- Mount the drain trays with 4 thick rings and screws. Take care of the
cylinder number!
- Measure the dimension “X” with a caliper gauge (fig. 4.7). This is the
distance between the top intermediate push rod and the mounting surface
of the drain tray.
- This dimension “X” must be tuned between 1,6 and 1,7 mm or
between 3,1 and 3,2 according to the type of engine (see page 4.3.5.1:
values for beginning injection).
Mount herefore more or less distance washers (7) under the hardened pad
(6).
REMARK:
By engines that are running for a longer period, there can be a small impression on the
intermediate push rod and on the spring housing, this is normal. This impression can be
measured using a caliper gauge, but normally it will not exceed 0,1 mm. In this case,
the nominal dimension “X” will be increased to 1,7 mm instead of 1,6 mm or 3,2 mm
instead of 3,1mm, according to the type of engine.
When the dimension “X” exceeds the normal values for the engine necessary action
should be taken by mounting more or less distance washers.
Page 32
5. Adjustment of injection timing or BI - Fig. 4.7

- Remove the injection pump as described under 4.2.5.1. and under item 2 here above
- After removing the pump, the intermediate push rod (5) and the hardened button (6)
with distance washers (7) is now free.
- The beginning of injection is adjusted by modifying the length of the assembly by
means of the washers. Thickness of 0,5; 0,6; 0,7; 0,8; 0,9; 1,0 mm are available as
required.
* Removing washers means delaying the BI (less ° crank before TDC)
* Adding washers means advancing the BI (more ° crank before TDC)
- After adjustment, recheck the timing again as under item 2 here above
- If it is correct, remount the injection pump as described in 4.2.5.2. item 1 and 4.2.6.
Remarks:
* It is advisable to keep the number of washers as limited as possible.
* As a guide, a difference of 0,1 mm on the washer gives a variation of approx.
0,5° cranck angle.
Page 33
4.3.5.2. Dismounting and mounting the injection tappet.
1. Dismounting:
See chapter 1, (1.4.5.)
2. Maintenance:
For size and limits of wear see fig 4.10
3. Mounting: see chapter 1
OD LW
55,970
C1 55,90
55,951
56,000
C2 56,10
56,046
0,022
S 0,15
0,082
C1 = shaft
C2 = bore
S= Clearance between tappetroller and

shaft
Fig. 4.10
Page 34
Assembly- and operating instruction for NOVA SWISS® high pressure fuel injection pipe
0 General
The safety of the users of NOVA SWISS® fuel injection pipes is our prime concern. High pressure fluids can be dangerous when
handled without care. Read these safety instructions carefully before assembling / operating the high pressure fuel injection pipe.
In order to guarantee flawless operation of our products, only carefully selected materials have been used. In addition, each NOVA
SWISS® fuel injection pipe is manufactured according to our stringent production requirements based on the international quality
standards of ISO/TS16949.
1 Function of the pressure fuel injection pipe
Fuel injection pipes transport fuel under high pulsating pressures from the pump to the Injector. The engine manufacturer’s
requirements and specifications regarding fuel quality, fuel temperatures, max. operating pressure etc. must be followed. High over
pressures or excessive vibrations can result in leaking fuel injection pipes. If the fuel injection pipe is not equipped with a NOVA
SWISS® shielding system, a defect fuel pipe could cause personnel injuries or engine room fires.
The high pressure pipes shall not be
o used as a holding device during the mounting procedure.
o stepped on during assembly or service work.
o Used for fixation of other engine parts
2 Putting the fuel injection pipe into operation

NOVA SWISS® fuel injection pipes should be used only by experienced personnel trained in correct use. Users should be aware of the
potential dangers of high pressure fluids.
3 Assembly
To ensure the product’s reliability and performance requirements, NOVA WERKE AG recommends to take the following precautions:
3.1 Remove all plugs by hand. Do not damage the sealing surfaces by using tools (see also pt. 5 trouble shooting).
3.2 Lubricate all threads, sealing cones and, if possible, the 60° cone at the power sleeve end (refer to picture 1), Lubrication makes
assembly easier, helps preventing the sealing cones from getting damaged and ensures that the calculated pre-load force can be
reached with the specified lightening torque.
3.3 Pull back the gland nuts until the sealing cones are visible. Any dirt particles must be removed carefully from the sealing cones.
3.4 Set the fuel injection pipe simultaneously into the appropriate position at both the pump’s and the injector’s/connection pieces joints.
Tighten the fuel injection pipe manually with the pipe’s gland nuts. Fuel injection pipes that are not assembled in stress-free condition
can reduce the product s performance and service life.
3.5 Tighten the fuel injection pipe intermittent up to the torque value according to the engine manufacturer’s torque specifications.
3.6 Mounting of clamps for pipe fixation:
In order to fix fuel injection pipes, specially designed calming components might be required. The assembly of those clamps must be
carried out always after the fuel injection pipe has been properly assembled according to 3.1-3.5. Any clamps are to be mounted so
that the fuel injection pipe’s correct position cannot be altered, thus any assembly stress induced on the fuel injection pipe must be
avoided.
4 Maintenance / Service
NOVA SWISS® fuel injection pipes have virtually an indefinites service life if the product is properly handled and assembled according
to specifications. However, if the fuel injection pipe is equipped with o-rings, they should be replaced after a period of 10 years.
5 Troubleshooting
If limited or small leaks are observed on the sealing cones, proceed as follows:
5.1 Visually inspect the joints for dirt or defects on the sealing cones. If the fuel injection pipe’s seating cones have grooves or marks,
carefully polish them. If there are no improvements, replace the fuel injection pipe or if required the counter pieces (i.e. pump and/or
injector).
5.2 Use a torque wrench and tighten the joints with the max. allowed torque. If the fuel injection pipe is over torqued. the sealing cones can
be deformed resulting leaks.
If extensive leaking is observed caused by a broken injection pipe:
5.3 The fuel injection pipe (shielded or non-shielded) must be replaced immediately.
6 Address Pull back the

union nut / gland nut
NOVA WERKE AG lubricate the cone thread
Vogelsangstrasse 24 lubricated
CH-8307 Effretikon / Schweiz

Tel.: 0041 (0) 52 354 16 16 seating cones
lubricated
Fax: 0041 (0) 52 354 16 90
Internet: www.novaswiss.com
E-Mail: eng.dk@novaswiss.ch
Picture 1
Page 35
4.4. Fuel pump control spindle

4.4.1.1. DESCRIPTION
The fuel control spindle is connected with the speed governor and regulates the amount
of fuel that is injected by the injection pumps. The control rod of each injection pump
is connected with a lever on the control spindle. The turning of the control spindle
changes the position of the control rods
Page 36
4.4.2. ILLUSTRATION
Fig. 10.13
Page 37

Code Jobs
O3-06 Renew all bearings of the fuel control spindle.
4.4.4. SPARE PARTS

Refer to the spare parts list of the 6/8DZC engine.
4.4.5. TOOLS
Special tools:
- Tool for tightening the spring on the control spindle
- Tool for regulating the injection pumps
4.4.6. Renewing all bearings of the fuel pump control spindle
4.4.6.1. Overview
Renewing all bearings includes:
1 Removing the control spindle
2 Removing the components from the control spindle
3 Mounting the levers
4 Mounting the control spindle
5 Mounting the components on the control spindle
6 Connecting the control spindle to the speed governor
7 Mounting the injection pumps
CHAPTER 5
GOVERNOR SYSTEM
(Assembly 12-13)
5.1. GOVERNORS .............................................................................................................................. 1

5.2. UG GOVERNORS ....................................................................................................................... 1
5.3. THE GOVERNOR DRIVE MECHANISM. ........................................................................... 11
5.4. INJECTION PUMP CONTROL MECHANISM. .................................................................. 15
5.5. HEINZMANN ............................................................................................................................ 19
5.6. INJECTION PUMP CONTROL MECHANISM. .................................................................. 25
Page 1
GOVERNOR Ed. 7 E
5.1. GOVERNORS
In regard to the application or to the necessity for a certain engine type, we have the
choise between different governors, namely Woodward UG governors and Heinzman
governors. (We refer to the operation manual or to the description and applications
manual).
5.2. UG GOVERNORS
5.2.1. DESCRIPTION
The UG-governor is a mechanical hydraulic governor manufactured by the Woodward
company. Reference should be made to the description of the governor in the separate
documentation.
5 main types are utilised:

Mainly for engines running at constant speed (gen-sets, propulsion with variable pitch
propeller,…)
- UG-8D or dial control. (Fig. 5.1.)
- UG-8D MAS or dial control with remote signal control (4-20mA). (Fig. 5.2.)
Mainly for engines running at variable speed (propulsion with fixed propeller,…)
- UG-8L or lever control. (Fig. 5.3.)
- UG-8L-P or lever control with pneumatic speed setting device. (Fig. 5.4.)
Mainly for engines for propulsion and gensets (general applied) and synchronization.
Main advantage: can work with 4 – 20 mA speed input signal.
- UG-25+ or microprocessor controlled mechanical hydraulic governor. (Fig. 5.5.)
Working diagram UG-25+. (Fig. 5.6.)
Component Mass (kg)

UG-8D 22
UG-8D MAS 23
UG-8L 20
UG-8L P 23
UG-25+ 26
Page 2
GOVERNOR Ed. 7 E
Fig. 5.1 (UG-8D or Dial control)
190.6
OIL FILLER CAP
MIN
POSITION
TYPE UG 8
42*
SPEED DROOP SPEED SETTING

MAX SPEED DROUP SPEED SETTING
KNOB
POSITION KNOB
318.3 SPEED SETTING

LOAD LIMIT
KNOB
LOAD UNIT
INDICATOR KNOB
(OPTIIONAL CONNECT COMPENSATION DRAIN PLUG OR

TO BOOSTER INLET) NEEDLE VALVE CONNECT TO
ACCESS BOOSTER INLET
(OPTIIONAL CONNECT
TO BOOSTER INLET)
Fig. 5.2 (UG-8D MAS)
190.5
14 PINS
CONNECTOR
TYPE
398.8
139.7 DRAIN PLUG

27.9
OR CONNECT TO
BOOSTER INLET
OIL FROM BOOSTER
22.2 FULL OUTLET
SERRATIONS
PRESSURE
4X Ø 11.2 THRU
TEST POINT
152.4 69.85
146.3
D30-328
D30-332
* Dimension in mm
134.11
Page 3
GOVERNOR Ed. 7 E
Fig 5.3 (UG-8L)
190.6
OIL FILLER CAP
MIN
POSITION
WOODWAR
TYPE UG BL
42*
PART NO. COVERNOR R.P.M.
SERIAL NO. CUSTOMER’s NO.
MAX
POSITION
318.3
(OPTIIONAL CONNECT DRAIN PLUG OR

TO BOOSTER INLET) COMPOSITION
NEEDLE VALVE CONNECT TO
PLUG BOOSTER INLET
(OPTIIONAL CONNECT
TO BOOSTER INLET)
Fig 5.4. (UG-8L-P)
SCREW (1)
DIAPHRAGM(5)
RETAINER PLATE (6) PISTON (7)
SPEEDER SPRING (22) SPEED SETTING SPRING

(9)
HIGH SPEED STOP RING
SPRING SEAT (11) (10)
SPRING SEAT (12)

SPEED SETTING
ROD (13)
SET SCREW (24)
Page 4
GOVERNOR Ed. 7 E
Fig 5.5 (UG-25+)

Electrical Connector
L-Series Governor
Oil Fill
Plug/Breather
User Interface Panel
Oil Level Sight

Glass
Terminal Shaft
Case
Oil Drain Plug
Base
Page 5
GOVERNOR Ed. 7 E
Working diagram UG-25+
USER INTERFACE TO
ACTUATOR CABLE
L-SERIES GOVERNOR
RETURN SPRING
OIL LEVEL CUSTOMER INTERFACE CABLE
GUIDE PLATE
ROTARY TO LINEAR
CONVERSION MECHANISM
TERMINAL LEVER DRAG LINK
FLDATING LEVER
TERMINAL SHAFT
USER INTERFACE PANEL
DRIVESHAFT SPEED DISC
SPEED SENSOR
POWER PISION ROD
POWER PISION
3-WAY PILOT VALVE
RELIEF VALVE
PUMP
PUMP DUTLET PRESSURE
PILOT VALVE CONTROL PRESSURE DRIVESHAFT 263-048

06-6-8
DRAIN/SUMP PRESSURE
Fig. 5.6
Page 6
GOVERNOR Ed. 7 E
5.2.2. RECAPITULATION OF THE MAINTENANCE JOBS

Code Jobs
M5-03 Change oil in the hydraulic governor.
O2-06 Control of the hydraulic governor, return to the
manufacturer if necessary.
5.2.3. SPARE PARTS

Refer to the spare partslist of DZ engine.
5.2.4. TOOLS
No special tools are needed.
5.2.5. REMOVING OF THE GOVERNOR FROM THE GEAR CASE- Fig. 5.7.
Required staff : 1 service man.
- Disconnect the electrical wiring.
- Lower the coupling rod (5) by removing the bolt and nut(18).
- In case the lever (7) must be removed, mark the position in regard to the terminal
shaft.
- Only for UG8-L governor: Remove the connection with lever (8) for remote speed
setting.
- Remove the nuts (20).
- Lift carefully the governor out off the gear case.
Remarks :
1. Do not loosen more connections than indicated in this chapter. Otherwise we run the
risk of loosing the factory setting.
2. Do not invert the governor, otherwise the oil will be spilled.
Page 7
GOVERNOR Ed. 7 E
25
27
OIL INLET
620.012.1200.10
30
OIL OUTLET
Fig. 5.7
Page 8
GOVERNOR Ed. 7 E
5.2.6. INSTALLING THE GOVERNOR ON THE ENGINE - Fig. 5.7.

PREINSTALLATION WARNING
When receiving a new/spare UG-governor from ABC, the Woodward governor is
filled with preserving oil that is only suited for storage. Running the governor with
this oil can results in serieus wear, damage and loss of governor. Herefore the
preserving oil needs to be changed with governor oil. (see. 5.2.7)

- Before installing, make sure the drive shaft of the UG governor rotates freely.
- Dispose the mating surfaces of the governor and the gear case from any remaining
Loctite rests and degrease the surfaces.
- Coat the mounting faces with LOCTITE 574 and spread it with a toothed flat spatula.
- Place the governor squarely on the gear case. Pay much attention to the meshing of
the governor keyed driving shaft. Do not use any force to prevent that you push the
drive shaft into the governor.
- Mount the coupling rod (5) and connect the electric wiring (reverse order as 5.2.5.)
- Only for UG-8L: connect the lever (8).
- Replace cover (8) – (fig 5.8) back with LOCTITE 574 in case it has been removed.
- Check if the governor can slide the racks of the fuel injection pumps to their "Zero-
output" setting. The stop lever, during this check, must be pushed in working
position (upwards).
For UG-8D and UG-8D MAS:

Turn the "load-limit" knob to zero and at the same time help to rotate the control shaft
in the "stop" position.
For UG-8L:
By means of an open-end wrench, set the control shaft in the "stop" position.
For UG-8L-P:
As UG-8L
Page 9
GOVERNOR Ed. 7 E
5.2.7. MAINTENANCE AND ADJUSTMENTS.

1. OIL SUPPLY
All UG governors use governor oil that is a lubricating and a hydraulic oil. Select an oil
according to the operating temperature range and that has the proper additives which
causes it to remain stable and predictable over this range.
Use following chart and table to select a suitable lubricating/hydraulic oil.
RECOMMENDED RECOMMENDED
UPPER LIMIT OFF UPPER LIMIT OF
ANY OIL LISTED IS ONLY A SUGGGESTION. USE PETROLEUM OIL SYNTHETIC OIL IS
THE OIL OF YOUR CHOICE WITH THE CORRECT IS 200 F 250 F
VISCOSITY AS INDICATED IN THE CHART.
GOV OIL -40 °F 00 °F 40 °F 80 °F 120 160 200 240 °F

OPERATING -40 °C -18 °C 40 °C 27 °C °F °F °F 118 °C
TEMPERATURE 49 °C 71 °C 93 °C
SAE 40
POUR POINT SAE 30
SAE 20
50 SUS LIMIT
SAE 10
PETROLEUM (7.5 CST)
OILS
SAE 10W30
SAE 10W40
SAE 20W40
SAE 15W40
AUTO TRANS TYPE A-F

FLUID DEXRON II
ALL PROOF 10W50

(POLYOLESTER)
AMSOIL 10W40
(DIESTER)
DN 600
(HYDROCARBON)
SYNTHETIC
OLS MOBIL 1
(SYNTHESIZED
HYDROCARBONS
)
DELVAC 1
(SYNTHESIZED
HYDROCARBONS)
IDEAL OPERATING LIMITED OPERATION AT

LIMITED OPERATION AT
RANGE HIGH TEMPERATURE
LOW TEMERATURE
POUR POINT
50 SUS
(7.5 CST)
LEGEND
3000 SUS 300 SUS 100 SUS RECOMMENDED

(650 CST) (65 CST) (20 CST) UPPER
TEMPERATURE
ACCEPTABLE OPERATING RANGE LIMITS
VISCOSITY COMPARISONS
CENTISTOCKES SAYBOLT UNIVERSAL SAE MOTOR SAE GEAR

(CST, CS, OR CTS) SECONDS (SUS) NOMINAL (APPROXIMATE) (APPROXIMATE) ISO
AT 100 DEGREES F
15 80 5w 15
22 106 5w 22
32 151 10w 75 32
46 214 10 75 46
68 310 20 80 68
100 463 30 80 100
150 696 40 85 150
220 1020 50 90 220
320 1483 60 115 320
460 2133 70 140 460
Page 10
GOVERNOR Ed. 7 E
2. OIL MAINTENANCE
Following the sequence of the maintenance jobs and overhauls (see chapter General),
the governor oil needs to be changed twice a year.
Also replace the governor oil if it is contaminated or when it is suspected to be
contributing to the instability of the governor.
Take attention to the state of the drained off oil, if there is:
- a change in colour (darker than new oil)
- presence of water or an apparent change in viscosity.
- presence of dirt and/or metallic particles.
- any dought
prior to put fresh oil, the governor must be flushed according following procedure.
When changing oil, always use clean containers to store and transfer oil.
3. OIL CHANGING/FLUSHING PROCEDURE:

* Remove the drain plug and drain out the oil. Drain while the oil is still hot and
agitated.
* Fill the governor with a clean solvent having some lubricating quality (such as
fuel oil or kerosene) and then flush the governor with the engine running at low
speed.
* Open the needle valve two or three turns to let the governor hunt for two minutes,
then stop the engine and drain the governor.
* Flush the governor once again. (If the drain time is insufficient for the solvent to
completely drain or evaporate, flush the governor with new governor oil to
completely remove the solvent)
* Refill the governor with oil to the top mark on the oil sight glass.
* Approx. 1,4 liter for UG-8
* Approx. 2,1 liter for UG-25+
4. ENGINE START UP:

Refer to the operating manual of DZ engine.
Page 11
GOVERNOR Ed. 7 E
5.3. THE GOVERNOR DRIVE MECHANISM.

5.3.1. DESCRIPTION - Fig. 5.7 and 5.8
The shaft, - fig.5.8 (3) is rotating on one tapered roller bearing -fig 5.8 (12) and obtains
the movement by two gears -fig. 5.7 (1) and (2) from the camshaft and timing gears
over the two bevel gears -fig. 5.8 (4) and (5) to the governor.
2 1
18
6 11
9 19
12
7
16
18
5
B 3
10 17
15 12
A
8
13
4
14
Fig. 5.8
Component Mass (kg)

Governor gear case complete. 12
Page 12
GOVERNOR Ed. 7 E
Code Jobs
M6-02 Check gearwheel of governor. Measure backlash.
O2-17 Overhaul of governor gear drive.
5.3.3. SPARE PARTS
Fig. n° Ref. n° Description Qty/engine

5.2. 9 Distance washer (to peeled off) 1
5.2. 12 Tapered roller bearing 2
5.3.4. TOOLS
Code Description
*620.084.9005.01 Tool for dismounting bevel gears.
Page 13
GOVERNOR Ed. 7 E
5.3.5. VERIFICATION OF GEAR BACKLASH ON BEVEL GEARS - fig. 5.8

Equipment: miniature dial gauge "puppitaster"
- Remove the governor case cover (8).
- Pose the dial gauge “puppitaster" with magnetic socle on face A and the pointer at
square angle on a tooth flank (5) Arrow B.
- Block the gear (4) with a screw driver.
- Move the gear (5) from one to the other sence and read the deviation on the dial
gauge scale.
Nominal backlash values:

* Minimum : 0,12 mm
* Maximum : 0,18 mm
- In case the backlash is too significant, one or more layers of the distance washer (9)
can be peeled off to correct the backlash.
Be sure that a too great backlash is not caused by wear on the bevel gears and/or on
the tapered roller bearings.
- To do the adjustement correctly, the governor must be removed from the gear case
(5.2.5).
5.3.6. VERIFICATION OF GEAR BACKLASH OF DRIVING GEARS – fig. 5.7

The backlash between the driving gear (1 fig. 5.7) and driven gear (2 fig. 5.7) is also
important to keep the engines timing and running correct.
Procedure:
- Keep the gears from turning by bracing the crankshaft/flywheel.
- Check with a dial gauge/ puppitaster the backlash on a tooth of gear (2 fig. 5.7) and
should be between following nominal values.
* Minimum : 0,08 mm
* Maximum : 0,16 mm
Page 14
GOVERNOR Ed. 7 E
5.3.7. DISMANTLING - Fig. 5.7 & 8

- Remove the governor as under 5.2.5.
- Remove the nuts (25) and disconnect the oil pipe (fig 5.7.)
- Remove the gear case
- Dismantle the shafts (1) and (3) with bearing housings (6) and (7) with bevel gears
(4) and (5) by removing the screws (18).
- Remove the nuts (15)
- Pull off the bevel gears with tool 620.084.9005.01.
- Dismantle the tapered roller bearings and shafts.
5.3.8. MAINTENANCE AND CONTROL

Replace the worn parts and if necessary distance washer (9).
5.3.9. MOUNTING - ASSEMBLY

In case, the tapered roller bearings have been replaced. It is necessary to replace the
distance washer (9) to become the necessary backlash in the bevel gears.
- Assemble the gearbox inverse order as 5.3.6.
- Remove the remaining sealant and degrease all mounting surfaces:
* timing gear case - governor gear case
* gear case – governor
- Coat these faces with LOCTITE 574 and spread it with toothed spatula.
- Do the verification of the backlash as given under 5.3.5.
- Mount the governor as under 5.2.6.
Page 15
GOVERNOR Ed. 7 E
5.4. INJECTION PUMP CONTROL MECHANISM.

5.4.1. DESCRIPTION - Fig. 5.9 & 5.10
By means of a coupling rod system (fig. 5.9.) the governor adjusts the required engine
speed or load and keeps it constant between given limits, by deplacing the injection
pump fuel rack by means of an injection pump control mechanism (fig. 5.10).
Two parts are to be considered:

- The coupling rod system of the governor (Fig. 5.9).
* It consists of two levers (3) and (7) connected by a coupling rod (5).
- The injection pump control mechanism (Fig. 5.10).
It consists of:
* a control spindle (14) provided with an excentric lever (7) which is connecting
the spindle to the injection pump fuel rack
* a stop-lever (18) with handle (23)
* a two part collar (15) and (16), torsion spring (17). This lock collar or coupling is
necessary to be able to stop the engine manually by moving the fuel racks to zero
fuel by the stop-lever (18) against the governor by over-riding the action of the
actuator shaft.
Code Jobs
M2-04 Lubricate levers, Injection pump control rack and linkage
of the governor and control spindle bearing bushings.
Check freedom of the fuelpump rack of the injection pump.
It is very important to keep all moving parts of this system clean and free from
corrosion, this to avoid governing-, start-, stop-, or overspeed problems.
5.4.3. SPARE PARTS

Refer to our spare parts book.
5.4.4. TOOLS
Page 16
GOVERNOR Ed. 7 E
5.4.5. ADJUSTMENT OF COUPLING ROD ON WW-GOVERNOR

For each engine type of DZC by the manufacturer ABC, the coupling rod is adjusted
during assembly and testing in acc. to next table (fig 5.9).
In no case these values may be modified.
Engine Type (1) Displacement (2)  (%) R (mm) L (mm)

of fuel rod (mm)
6 & 8DZC-900-120 21,5 68,62 58,6 126,6
6 & 8DZC-750-135 21,7 69,26 58,6 126,6
6 & 8DZC-1000-120 22,2 70,85 58,6 126,6
6 & 8DZC-750-150 23,5 75 58,6 126,6
6 & 8DZC-900-135 23,5 75 58,6 126,6
6 & 8DZC-1000-135 24,4 70,11 54,2 127,4
6 & 8DZC-720-166 25,1 72,13 54,2 127,4
6 & 8DZC-750-166 25,1 73,13 54,2 127,4
6 & 8DZC-900-150 25,5 73,28 54,2 127,4
6 & 8DZC-1000-150 26,1 75 54,2 127,4
6 & 8DZC-720-179 26,5 71,49 51,5 128
6 & 8DZC-750-179 26,5 71,49 51,5 128
6 & 8DZC-900-166 26,8 72,30 51,5 128
6 & 8DZC-1000-166 27,8 75 51,5 128
Note:
- The values given under (1) and (2) are theorical values.
- The angle  is the used angle of the governor terminal shaft given in % of the total
angle of 42°.
Page 17
GOVERNOR Ed. 7 E
145 38,10
11
R
35 r
STOP
100%
L
STOP
31°30'
7°
Fig. 5.9
Page 18
GOVERNOR Ed. 7 E
Y
20
27
26
6
2
Zicht volgens pijt X

Doorsnede BB
24 25
STOP
13
11
12
8
7
Doorsnede AA
B
B
30
14
21
29
A
A
10 9
Zicht volgens pijl Y

31 16 17 22 15
22
28
19
4 5
1 3
2
STOP
23
18
X
Fig. 5.7
Page 19
GOVERNOR Ed. 7 E
5.5. HEINZMANN
5.5.1. DESCRIPTION
The digital speed governor Heinzmann consists of 3 main parts: a control unit (1) with
a micro processor controlled actuator (2) and a speed sensor (3) on the engine, placed
in opposition to the tooth rack on the flywheel that pics up the RPM rate of the engine.
Working principle: the microprocessor (CPU) in the digital control unit compares the
signal from the sensor with the preseted desired RPM rate. If there is a deviation then a
new position is calculated by the CPU for the actuator shaft. As source of force the
actuator shaft is driven by a disc anvil motor which on his part drives the control
spindel of the injection pumps by means of gears.
(see sectional views)
"1"
4 5 6 26
"2"
17
18
9
13
27
7
25
"3"
Fig 5.11
Page 20
GOVERNOR Ed. 7 E
PART 1 : DIGITAL CONTROL UNIT
DC 162-01-55 DC 162-01-00
148
110 15
13,5
13,5 6,5
2,5
2,5
6,5
Page 21
GOVERNOR Ed. 7 E
PART 2 : ACTUATOR StG 16 – 01
216 180
30 81
38
Füllung
g
Fūllun Fuel
100
Fuel Combustible
42°
50
Combustible
1/2" - 36
Kerbverzahnung 1/2"-36
0
HEINZMANN R
SAEKerbverzahunug
GmbH + C o. Serial No.
Serial No.
Am Haselbach 1
D-79677 SchÎnau for BasicSystem E
Germany for BasicSystemE
Telefon: (07673) 8208-0 Range Voltage
Voltage
Telefax: (07673) 8208-88 Range
Patents pending
Pate nts pending
66
289
SAE
M8
M8
238
Diese schraube
Diese Schraube darf
darf nicht
nichtverstellt
verstelltwerden!
warden!
Never turn this screw!
Never
Ne pasturn this screw!
toucher a cette vis!
Ne pas toucher a cette vis!
AA B
74
72
18
12
2
11 70 72
79,5
79,5
151,5
151,5
180
81
Schnitt A-B
Füllung
38
g
Fūllun Fuel
100
Fuel Combustible
42°
50
Combustible
0
125,4
125,4
146
R
HEINZMANN
GmbH + C o. Serial No.
Serial No.
217
Am Haselbach 1
D-79677 SchÎnau for BasicSystem E
Germany for BasicSystemE
Telefon: (07673) 8208-0 Range Voltage
Voltage
Telefax: (07673) 8208-88
Range Patents pending
Pate nts pending
166
Schnitt A-B
112,7 Diese schraube

Diese Schraube darf
darf nicht
Never turn this screw!
nichtverstellt
verstelltwerden!
warden!
Never
Ne pasturn this screw!
toucher a cette vis!
Ne pas toucher a cette vis!
134
Stellgerät ohne Sockel

Stellgerät ohne Sockel
Page 22
GOVERNOR Ed. 7 E
Sectional view of actuator (StG 16 – 01)
FEEDBACK PROBE
ACTUATOR SHAFT
FEEDBACK CAM
DRIVE GEARS
DC DISC ANVIL
MOTOR
Page 23
GOVERNOR Ed. 7 E
PART 3 : RPM SENSOR (IA 02 – 76)
1. Technical specifications:
Voltage output 0,5 till 10 Volt ~ (AC)
Resistance ± 52 Ohm
Distance to gear 0,5 tot 0,8 mm
2. Clearance of the RPM sensor to the gear:

The distance of the RPM sensor to the teeth head diameter must be 0,5 till 0,8mm.
(The RPM sensor can be screwed against the teeth head diameter and then turned back
1/2 of a turn back.)
min. 4 mm
min. 2,5 mm
min. 4 mm
0,5 - 0,8 mm
3. Dimensions:
Maat L(mm) G
Type 02 – 76 76 M 16 x 1,5
Page 24
GOVERNOR Ed. 7 E

No specific maintenance needs to be done.
5.5.3. TOOLS
No special tools need to be used.
5.5.4. REMOVING OF THE GOVERNOR – Fig. 5.12

* Disconnect the electrical wiring.
* Lower the coupling rod (12) by removing the bolt and nut (20/23).
* In case the lever (15) must be removed, mark the position in regard to the
actuator shaft.
* Lift carefully the governor off from the support.
(5,0°)
Fig 5.12
Page 25
GOVERNOR Ed. 7 E
5.5.5. INSTALLING THE GOVERNOR ON THE ENGINE

* Before installing, the mating surfaces of the governor and the gear case should be
disposed from any remaining sealant and degrease.
* Place the actuator on the support
* Mount levers (10-15) and coupling rod (12) and the electrical connections
* Check if the governor actually can put the injectionpumps in position “zero
injection”. Otherwise take necessary actions.
* 0% actuator position must have a 0 mm injection position on racks.
Remark:
After every disassembly and before start up, a self test (Auto_adjust) needs to be
carried out by the actuator in the Heinzmann programm DC-Desk. This test must be
carried out with DISASSEMBLED injection rack.
5.6. INJECTION PUMP CONTROL MECHANISM.

5.6.1. DESCRIPTION - Fig. 5.12 & 5.13
By means of a coupling rod system (fig. 5.12) the governor adjusts the required engine
speed and keeps it constant between given limits. This is done by deplacing the fuel
rack of the injection pumps. (fig. 5.13)
Two parts are to be considered:

- The coupling rod system of the governor (Fig. 5.12).
* It consists of two levers (10-11) and (15) connected by a coupling rod (12).
- The injection pump control mechanism (Fig. 5.13).
It consists of:
* a control spindle (14) provided with an excentric lever (7) which is connecting
the spindle to the fuel racks of the injection pumps.
* a stop-lever (18) with handle (23).
* a two part collar (15) and (16) with torsion spring (17). This lock collar or
coupling is necessary to be able to stop the engine manually by moving the fuel
racks to zero by the stop-lever (18/23) against the governor by over riding the
action of the actuator shaft
Page 26
GOVERNOR Ed. 7 E
Code Jobs
M2-04 Lubricate levers, Injection pump control rack and linkage
of the governor and control spindle bearing bushings.
Check freedom of the fuelpump rack of the injection pump.
It is very important to keep all moving parts of this system clean and free from
corrosion, this to avoid governing-, start-, stop-, or overspeed problems.
5.6.3. SPARE PARTS

Refer to our spare parts book.
5.6.4. TOOLS
No special tools are required
5.6.5. ADJUSTMENT OF COUPLING ROD

ABC has tuned the Heinzmann governor and the coupling rod during mounting and on
test bench following the dimensions on fig. 5.12 .
Under no circumstances may these fixed dimensions be altered or changed.
Page 27
GOVERNOR Ed. 7 E
Fig 5.13
5.13
CHAPTER 6
CRANKCASE
(Assembly 1 – 31 - 32)
6.1. CRANKCASE. ............................................................................................................................. 1

6.2. THE STUDS OF THE MAIN BEARING CAPS (Fig.6.6). .................................................... 16
6.3. THE MAIN BEARINGS. (Fig. 6.6) .......................................................................................... 18
6.4. CYLINDER BLOCK HOLDING DOWN STUDS. ................................................................ 27
6.5. CRANKCASE BREATHER ELEMENT ................................................................................ 28
6.6. CLOSED CRANKCASE VENTILATION ............................................................................. 30
Page 1
CRANKCASE Ed. 7 E
6.1. CRANKCASE.
6.1.1. DESCRIPTION (Fig. 6.1.a, b, c & d)
The crankcase is made from nodular cast iron grade GGG 42/50 cast in sand. The
design is of the box construction combining the maximum of rigidity with the
minimum of weight. After casting, internal stresses are released by heat-treatment. All
non-machined surfaces are coated by a rust-preventing epoxy paint. At both sides, the
crankcase is provided with large access doors allowing easy maintenance and/or parts
replacement.
The crankcase can be used, either
- as a dry sump, with a deep oil pan, see fig 6.1.a and 6.1.b.
- or as a wet sump, with an oil sump bolted under the crankcase, see fig 6.1.d
The crankcase also includes:

- removable bearing caps and main bearing shells
- suction basket with filter tray (strainer) and suction pipe
- two oil galleries one on front side, one on back side
- a number of explosion relief valves or crankcase safety valves
- oil filling elbow with strainer and cap on inspection door (fig 6.1.c)
- centrifugal oil filter(s) on inspection door(s)
- an oil dip-stick (wet sump)
Component Mass (kg)

Crankcase complete with oil pan or oil sump - 6DZC 2144
Crankcase complete with oil pan or oil sump - 8DZC 2685
Page 2
CRANKCASE Ed. 7 E
Code Jobs
M1-04 Check position of contamination indicator on oil filters at
operating temperature and nominal speed and replace filter
elements if necessary.
M2-02 Clean centrifugal filter or earlier depending on
contamination.
M4-01 Replace elements of the oil filters.
M5-01 Change engine oil – clean crankcase and replace crankcase
breather element.
Depending application / working conditions / regular oil
analysis may indicate the necessity to replace the oil
change at a shorter / longer interval.
O2-21 Perform an overhaul of the crankcase safety valves.
Page 3
CRANKCASE Ed. 7 E
620.001.2500.01
620.001.2500.03
620.001.2400.03
620.001.2500.03
Fig. 6.1a
Page 4
CRANKCASE Ed. 7 E
Doorsnede BB
Section
Doorsnede CC Doorsnede DD
Doorsnede AA Section Section Fig. 6.1b
Section
Page 5
CRANKCASE Ed. 7 E
Fig. 6.1c
Page 6
620.003.1200.01
CRANKCASE Ed. 7 E
DOORSNEDE A-A
SECTION A-A
COUPE A-A
Fig. 6.1d
Page 7
CRANKCASE Ed. 7 E
6.1.3. SPARE PARTS

Fig. n° Ref. n° Description Qty(6DZC) Qty(8DZC)
Common spare parts for fig.
6.1.a - 6.1.b – 6.1.c
6.1.a. 23 Joint 1 1
6.1.d. 10 Joint 1 1
6.1.b. 41 Seal O-Ring 2 2
6.1.b. 42 Joint 12 16
6.1.a. 65 Seal O-ring 1 1
6.1.a. 66 Seal O-ring 1 1
6.1.a. 67 Joint 2 2
6.1.a. 68 Joint 1 1
6.1.c. 6 Joint 1 1
Additional spare parts for wet

sump - fig. 6.1.
6.1.d. 5 Seal O-ring 1 1
6.1.d. 14 Joint 1 1
6.1.d. 30 Joint 1 1
6.1.4. TOOLS
No special tools are needed for. Handling of a crankcase can be done in the best way
according to fig. 6.2 .
Page 8
CRANKCASE Ed. 7 E
Fig. 6.2
Page 9
CRANKCASE Ed. 7 E
Page 10
CRANKCASE Ed. 7 E
6.1.5. DISMANTLING - Fig. 6.3.

It is not necessary to dismantle the crankcase completely unless it has to be exchanged.
Required staff: 2 service men and 1 assistant.
As a general guide line, the dismantling can be done as follows:
* empty:
- the water circuit
- the oil circuit (6.1.6.1.)
* remove:
- the exhaust pipes (1) and the water outlet manifold (2)
- the cylinder heads (chapter 1) and air manifold
- the pistons with connecting rods (chapter 2)
- the air cooler (3) turbo charger (4) and its supports
- the timing gear case (5) with governor case and governor
- the camshaft gear wheel (7)
- the oil filters (8), pipe work and support
- the control box and support (9)
- the fuel filters (10), pipe work and support
- the water pump(s) (11) and pipe work
- the oil pump(s) - (12)
- the pump gear case (13)
- the oil filling elbow (20)
* disconnect:
- all remaining pipe work between cylinder housing and crankcase such as
camshaft lubricating feed pipe
- the cylinder bloc from the crankcase (chapter 3)
* attach tool 610.084.3200.10 to the cylinder housing and raise it (chapter 3)
Attention: The cylinder housing may be somewhat out of balance.
Pose it on solid cross supports.
* remove:
- the flywheel (16) and upper & lower side covers (17)
- the vibration demper (18) and intermediate flange (19) (dismountling the
vibration damper is not strictly necessary but in this case the intermediate
flange must be taken from it pins and temporary attached to the damper)
- the distribution intermediate gear and support and oil pipes
- the luboil pipe to the main bearings and bearing caps with upper shell.
- lift out the crankshaft
- Note: protect the crankpins by interposing of soft materials (plastic,
rubber, leather,...)
* Release the crankcase from the bed-plate or chassis by removing the foundation
bolts. Remove all remaining fittings, luboil galeries and oil pan or oil sump.
Page 11
CRANKCASE Ed. 7 E
6.1.6. MAINTENANCE
6.1.6.1. Change the engine oil (fig. 6.1.a, b, c, d, 6.3. & 6.4.)
Draining the oil: (see also Operating Manual chapter 5)
Allow the oil to drain out by opening or removing:
- dry sump:
The plugs (26) or covers (28) on the separate oil tank (fig.6.3.) The plugs (10)
fig(6.1.a) if accessible or plug (66) for the deep pan. If not accessible the crankcase
must be emptied through the inspection doors (p.e. by a separate pump)
- wet sump:
The plugs (30) if accessible. If not, the crankcase must be emptied through the
inspection doors (p.e. by a separate pump)(Fig.6.1.b)
- oil filters :
The plugs (12). Place a suitable recipient under the filter cases to collect the oil
- oil cooler :
The lower plugs. Collect the oil
Cleaning: (see also Operating Manual chapter 5)

Cleaning is preferable carried out by means of a brush with gasoil (pressure jet is also
allowed)
Drying can be done by a sponge or fluffless rag.
- clean the separate oil tank through the covers
- clean the crankcase and/or oil sump or oil pan
- the oil filling elbow
- the centrifugal filter (fig. 6.5. and Operating Manual chapter 5)
- replace the elements of the twin luboil filters and clean the filter cases (fig. 6.4. and
Operating Manual chapter 5)
Page 12
CRANKCASE Ed. 7 E
6.1.6.2. Filling with fresh oil.

Consult the "Operating Manual" for the list of recommended luboils .
Replace all plugs or removed covers
- Dry sump:
Fill up the oil tank to max. level (sight glass or dipstick). The crankcase, by the way
of the filling elbow, pour approx. 10 litres per cylinder. By means of the hand pump,
fill up the oil circuit and release the air from the twin oil filters (see "Operating
Manual”) When the engine is put in service again, repeat the air venting on the twin
luboil filters. (The oil cooler is self venting). Check oil level after first stand still and
add al if required.
- Wet sump:
Fill up the oil sump to max. level (dipstick) By means of the hand pump, fill up the
oil circuit and release the air from the twin oilfilters. When the engine is put in
service again, repeat the air venting on the twin luboilfilters (the oil cooler is self
venting). Check oil level after first stand still and add oil if required.
REMARK:
The centrifugal oil filter and the twin element oil filter are cleaned according the
"Operating Manual" Chapter 5. However, special attention must be given to the oil
filter. The elements are mounted between a lower and an upper cover. This upper cover
is provided with a 2 rubber seal O-rings (6). It is most important that this seal ring is
strongly attached to the cover. If not, bound it with strong bounding such as cyano -
acrylate.
Page 13
CRANKCASE Ed. 7 E
Fig. 6.4
Page 14
CRANKCASE Ed. 7 E
LOCATING PIN
To avoid rotor imbalance
during operation, please
ensure rotor cover slot and
rotor body pin are aligned
Fig. 6.5
Page 15
CRANKCASE Ed. 7 E
6.1.7. ASSEMBLY (fig 6.3.)

As a general guide line assemble in reverse order from dismantling
See other chapters for mounting other components:
- cylinder heads (chapter 1)
- pistons and con rods (chapter 2)
- cylinder housing (chapter 3)
- crankshaft and vibration damper (chapter 7)
- timing gear (chapter 8)
- pump gear case and pumps (chapter 9)
REMARK:
A lot of components such as covers; oil pan, oil sump, flywheel side covers, gear case
intermediate flange, pump gear case, timing gear case, governor gear case, between
cylinder housing and crankcase, are mounted with sealant "LOCTITE 574".
Page 16
CRANKCASE Ed. 7 E
6.2. THE STUDS OF THE MAIN BEARING CAPS (Fig.6.6).

6.2.1. DESCRIPTION
These studs are secured in the main bearing webs of the crankcase by means of Loctite.
Their purpose is to secure the bearing caps.
6.2.2. TOOLS
Code Description
620.083.1600.03 Torque spanner with sockets and accessories (tightening
stud nuts)
6.2.3. DISMANTLING THE MAIN BEARING CAPS

Remove the nuts and lift off the caps. The studs should not be removed.
6.2.4. ASSEMBLY OF THE MAIN BEARING CAPS

Consult the tightening torque table for the tightening of the nuts.
Be sure that contact faces between cap and crankcase are clean.
Stellippen
Ergots de positionnement
Location lugs
Fig. 6.6
CRANKCASE
Nota voor het monteren

De lagerkappen moeten derwijze gemonteerd worden dat de stellippen, van de
twee halve lagerschalen, aan dezelfde kant komen te staan, in hun
overeenkomstige groef
MAINTENANCE MANUAL DZC ENGINES
Note pour le montage

Les chapeaux palier doivent être montés de telle Façon que les ergots de
positionnement, des deux Demi-coussinets, se trouvent à la meme côté dans
leur Rainure correspondante
Mounting instructions
The bearing caps must be mounted so, that the location lugs of the two half
bearing shells are at the same side in their corresponding groove.
Ed. 7
Chapter 6
E
Page 17
Page 18
CRANKCASE Ed. 7 E
6.3. THE MAIN BEARINGS. (Fig. 6.6)

6.3.1. DESCRIPTION
The bearing is in two half shells, an upper (2) and a lower shell (1). Identical shells are
used for all bearings: the intermediate (3 fig 6.1a), the larger intermediate (4 fig 6.1a) -
and the guide (2 fig 6.1a) bearing cap. The shells are located in their place by lugs
engaged in notches machined in the housing. The guide bearing is provided, in addition
to the shells with two semi-circular thrust rings (3), for locating the crankshaft in axial
position.
Component Mass (kg)

Lower shell 0.8
Upper shell 0.7
Thrust ring 0.5

Code Jobs
O2-05 Check the condition of the main bearings, inclusive axial
bearing. Renew if necessary.
O3-01 Replace the main bearings and axial bearing.
6.3.3. SPARE PARTS

Fig. n° Ref. n° Description Qty/6DZC Qty/8DZC
6.6 1 Lower main bearing shell 8 10
6.6 2 Upper main bearing shell 8 10
6.6 3 Halve thrust ring 2 2
Undersize main bearing shells
Oversize thrust rings
Page 19
CRANKCASE Ed. 7 E
REMOVING OF LOWER MAIN BEARING SHELL

Stellip
Ergot de positionnement
Locating lug
620.084.7300.01
Fig. 6.7
6.3.4. TOOLS
Code Description
*620.084.1500.01 Tool for mounting main bearing shells
*620.084.7300.01 Carrier for dismounting / mounting main bearing shell
6.3.5. DISMANTLING (Fig. 6.7)

The main bearing shells can be removed without dismantling the crankshaft.
- Disconnect the oil pipe to the bearing cap
- Loose the nuts and take away the bearing cap
- Lift out the upper shell, using special tool 620.084.1500.01
- Rotate the crankshaft untill the oil bore becomes visible
- Place the carrier 620.084.7300.01 in the bore
- Rotate now the crankshaft in the right way to free the lug from its notch
(the lugs on upper and lower shell are at the same side)
- Continue turning untill the lower shell is completely free.
Page 20
CRANKCASE Ed. 7 E
6.3.6. MAINTENANCE
6.3.6.1. Measuring the clearance (Fig.6.8) with crankshaft in place.

Disconnect the oil pipework and remove the bearing cap and upper bearing shell. Place
a strip of "Plastigage" in the shell and reinstall it.
(A). Remove it again and measure the clearance by means of the "Plastigage" scale
(B). "Plastigage" material can be obtained from the following address :
Perfect Circle Corporation
HAGERSTOWN Indiana U.S.A.
or from local "Perfect Circle" distributors.
6.3.6.2. Clearance and limits of wear.
The clearance indicates indirectly the combined wear of the crankshaft and bearing
shells.
1. Clearance between the crankshaft and the main bearing shells.
OD, R1, R2 (A – Fig. 6.9)
Type X (OD) Clearance 0.11 - 0.20 mm
Type Y (OD), R1 , R2 Clearance 0.19 - 0.28 mm
Replacement of main bearing shells:

- At 48000 hours (overhaul O3-01) by normal wear the main bearing shells have to be
replaced.
- ABC advises replacement of main bearings shells after dismantling of a bearing cap.
CAUTION
is not advisable.
- When the bearing shells need to be replaced eighter by inspection (see 6.3.6.3) or
normal wear it is necessary replacing them in pair. Always replace both the upper
and the lower bearing shell.
Page 21
CRANKCASE Ed. 7 E
Undersize bearings:
When the main bearings dimensions of the crankshaft (A see Fig 7.3 – Chapter 7:
Crankshaft) reach beyond the wear limit (LW), the crankshaft can be reworked for
which undersize bearings can be fitted. See the spare parts list (Sect. DZ.004) for the
ordering codes.
2. Clearance between the crankshaft and the thrust bearing

OD, R1, R2 (B – Fig. 6.9) LW
Clearance 0.12 - 0.28 mm 0.4 mm
When the LW figure is exceeded, it is necessary to repeat the measurement using new
thrust bearings. Two cases are possible:
* If the clearance is less than the LW figure, the engine can continue to work with
the new bearing.
* If the LW figure is still exceeded, it is necessary to have recourse to "oversize"
thrust bearing, size Rl, R2 .
3. Journals
When the limits of wear of the thrust bearing (See fig. 6.9) is measured, it is highly
recommended that the deflection of the crankshaft is also measured. See “7.1.8.
Verification of the crankshaft deflection”.
Page 22
CRANKCASE Ed. 7 E
6.3.6.3. Visual inspection of the main bearing shells.

The bearing shells used are of the tri-metal type. Inspection can only be done by skilled
personnel by visual inspection.
Clean the shells by means of a soft cloth.
Examine very carefully the anti friction coatings. Any shell must be exchanged in the
following circumstances:
- if the coating is loose
- if there is damage (severe scratching or many grooves due to dirt or particles)
- Minor roughness or slight wear do not necessitate the replacement of the shell.
Slight cavitation around the oil bore and in the roundings of the lugs do not
necessitate the replacement.
- Nevertheless ABC advises the replacement of the bearing shells after dismantling
of a bearing cap of the crankcase.
Attention:
- At 48000 hours (overhaul O3-01) by normal wear the main bearing shells have to
be replaced.
- ABC advises replacement of main bearings shells after dismantling of a bearing
cap.
CAUTION
is not advisable.
- When the bearing shells need to be replaced eighter by inspection or normal wear
it is necessary replacing them in pair. Always replace both the upper and the
lower bearing shell.
Page 23
CRANKCASE Ed. 7 E
PLASTIGAGE
Fig. 6.8
Page 24
CRANKCASE Ed. 7 E
LIMITS OF WEAR OF THE MAIN BEARING AND THRUST BEARING
FOR REWORKED JOURNALS

1st undersize 2ndundersize 1st oversize 2nd oversize
OD
LW R1 LW R2 LW R1 LW R2 LW Taper Ovality
Type X Type Y
184,110 184,195 183,695 183,195
A 0,04 max 0,08 max
184,169 184,254 183,754 183,254
12,940 12,65 13,440 13,940
B 13,150 13,650
12,900 0 13,400 13,900
Bearing shells
Type X: R1(1st Undersize)
- Upper half bearing shell : 620.004.9002.01 MDO - Upper half bearing shell : 620.004.9102.03 MDO & HFO
- Lower half bearing shell : 620.004.9001.01 - Lower half bearing shell : 620.004.9101.03
Type Y: R2(2nd Undersize)

- Upper half bearing shell : 620.004.9002.02 MDO - Upper half bearing shell : 620.004.9202.02 MDO
- Upper half bearing shell : 620.004.9002.03 HFO - Upper half bearing shell : 620.004.9202.03 HFO
Thrust bearings
OD R1 (1st Oversize) R2 (2nd Oversize)
-620.004.9003.01 (MDO & HFO) - 620.004.9103.01 (MDO & HFO) - 620.004.9203.01 (MDO & HFO)
Page 25
CRANKCASE Ed. 7 E
6.3.7. ASSEMBLY OF THE BEARING SHELLS (Fig. 6.10)

Required staff : 1 service man and 1 assistant.
- pay particular attention to the cleanness of the shells, at the back as well as in the
bore.
- place the carrier 620.084.7300.01 in the oil-bore in the crankshaft.
- place the lower shell in the assembly tool 620.084.1500.01 .
- install the assembly tool, paying attention to the lug.
- rotate the crankshaft to slide the shell into place.
- remove the assembly tool.
- fit the upper bearing shell and the cap.
- Tighten the nuts with a torque wrench to the specific torque to be found in the
tightening torque table. (See chapter General)
6.3.8. VERIFICATION AFTER ASSEMBLY

Verify:
- the alignment of the crankshaft ( see chapter 7)
- the clearance between the crankshaft and the thrust bearing, by means of a dial
gauge.
- the clearance between the crankshaft and the main bearing shells (6.3.6.2.)
Page 26
CRANKCASE Ed. 7 E
ASSEMBLY OF LOWER MAIN BEARING SHELL
620.084.1501.01
620.084.7300.01
Fig. 6.10
Page 27
CRANKCASE Ed. 7 E
6.4. CYLINDER BLOCK HOLDING DOWN STUDS.

6.4.1. DESCRIPTION
These studs hold the cylinder block down on the crankcase. They are made of high-
tensile steel.
They are secured in the crankcase with "Loctite" and the nuts are tightened in 3 times
according to the angular displacement method. New studs have to be pretightened a
first time in order to reduce initial setting (see chapter 3).
6.4.2. DISMANTLING
See Chapter 3: “3.1.5 Dismantling” .
6.4.3. ASSEMBLY
See Chapter 3: “3.1.7 Assembling” .
Page 28
CRANKCASE Ed. 7 E
6.5. CRANKCASE BREATHER ELEMENT

6.5.1. DESCRIPTION (Fig. 6.11)
The crankcase breather element has the function of collecting any oil that has been
evaporated from in carter during operation. The filter element collects the oil from the
oil mist and resends it to a collector where it again drops into the engine carter. This
way the evaporated oil during operation is preserved.
Fig. 6.11
Code Jobs
M5-01 Change engine oil – clean crankcase and crankcase
breather element.
Depending application / working conditions / regular oil
analysis may indicate the necessity to replace the oil
change at a shorter / longer interval.
Page 29
CRANKCASE Ed. 7 E
6.5.3. SPARE PARTS

We refer to the spare parts manual section 032.
6.5.4. TOOLS
No specific tools are required.
6.5.5. MAINTENANCE (Fig. 6.11)

Replacement of the breather filter element (5) consists of the following procedures:
- When the engine has cooled down remove knob (4) with joint (6) from the assembly.
Replace the joint if damaged.
- Remove bolts (15).
- When this has been done, the cover (2) can be carefully lifted.
- Make sure not to damage the Seal O-ring (7). Check the condition of the O-ring,
replace if necessary.
- When the top cover is removed, the filter element (5) is visible. Replace with a new
filter element.
- Check the condition of oval joint (12), replace if necessary.
- Place back the top cover (2). For this grease in the O-ring (7) with a grease like
CERAN WR2 (Total) or equivalent.
- When the cover is good in place over the central chaft (3). Place back the joint (6)
and knob (4) and tighten it.
- Place back bolts (15).
Page 30
CRANKCASE Ed. 7 E
6.6. CLOSED CRANKCASE VENTILATION

6.6.1. DESCRIPTION
Some applications have a closed crankcase ventilation. This means that the crankcase
ventilation is connected to the suction side of the turbocharger. To avoid overpressure
and too much oil in the air collector, the engine is then equipped with a filter and a
pressure regulation system.
6.6.2. MASS
Component Mass (kg)
Closed crankcase ventilation breather 4,2

Code Jobs
M3-02 Replacing filter element of closed crankcase ventilation
breather
6.6.4. SPARE PARTS

Refer to the spare parts lis of the 6/8DZCengine.
6.6.5. TOOLS
6.6.6. REPLACING THE FILTER ELEMENT (RACOR)
Note: The filter element of the ABC crankcase breather does not have to be replaced,
you just have to clean it every 3000 running hours. The filter element of the Racor
crankcase breather, however, has to be replaced every 1000 running hours.
6.6.6.1. Required staff

One service man
6.6.6.2. Procedure (fig. 6.12)
1. Loosen the four bolts (1) and remove the cover.
2. Replace the filter element and the two seals (10). You always have to replace the seals
with the element.
3. Remount the cover and tighten the four bolts (1).
Page 31
CRANKCASE Ed. 7 E
4. Check the crankcase pressure. See 6.6.9CHECKING CRANKCASE PRESSURE

AFTER FILTER REPLACEMENT.
Fig. 6.12
6.6.7. CHECKING THE PRESSURE REGULATOR
In theory, the pressure regulator does not need any maintenance. We recommend,
however, to execute a visual and functional check every 3000 hours.
6.6.8. CHECKING THE NON-RETURN VALVE
In theory, the non-return valve does not need any maintenance. We recommend,
however to execute a visual and functional check every 3000 hours.
6.6.9. CHECKING CRANKCASE PRESSURE AFTER FILTER REPLACEMENT
6.6.9.1. Required staff
One service man.
6.6.9.2. Procedure
Each time you replaced the filter element, you have to check the crankcase pressure
with a U-pipe (fig. 6.13). Proceed as follows:
1. Check the crankcase pressure at idle. There should be no more than 5 mm overpressure.
Page 32
CRANKCASE Ed. 7 E
2. Check the crankcase pressure at 50 % load. There should be no more than 10 mm under
pressure.
3. If necessary, adjust the pressure regulation by turning the screw of the pressure
regulation valve (11).
4. Shut down the engine and wait 10 minutes.
5. Dismount the filter and check if the oil was drained.
Fig. 6.13
CHAPTER 7
CRANKSHAFT
(Assembly 6 – 29 – 93)
7.1. CRANKSHAFT............................................................................................................................ 1
7.2. TORSIONAL VIBRATION DAMPERS. ................................................................................ 11
7.3. VISCOUS DAMPER ................................................................................................................. 11
7.4. FLEXIBLE PUMP DRIVE ....................................................................................................... 21
7.5. SPRING COUPLED DAMPER ............................................................................................... 24
7.6. FLEXIBLE PUMP DRIVE ....................................................................................................... 41
7.7. SECONDAIRY POWER-TAKE-OFF (PTO) ......................................................................... 45
Page 1
CRANKSHAFT Ed. 7 E
7.1. CRANKSHAFT.
7.1.1. DESCRIPTION (fig.7.1. and 7.2.)
The crankshaft is forged, in one piece and made from chrome-molybdenum steel alloy.
Oil passages are bored within the crankshaft and are highly polished. Additional
borings necessary during machining are closed by plugs (5).
At the power take off end, the crankshaft is provided, integrally with a flange for
attaching the flywheel.
The flywheel is carrying the flexible coupling which type is depending upon the
application of the engine.
The timing gear is mounted on the crankshaft between main bearing nr. 0 (additional
bearing) and main bearing nr. 1 (cylinder 1). This gearwheel is in two halves and has
helicoidal cut teeth.
The free end of the crankshaft consists of a cone 1/80 provided for the torsional
vibration damper which is mounted by hydraulic expansion following the SKF system.
The vibration damper, is foreseen with an elastic coupling on which the pump driving
gear is mounted. This gear has helicoidal cut teeth.
The crankshaft for the 6DZC engine (Fig.7.1.) is carrying 4 balance weights and the
crankshaft for the 8DZC (Fig. 7.2.) is carrying 8 balance weights. The balance weights
are attached by dynamic screws (3).
The flange on the primary part of the damper can be provided with an extension shaft
for a secondary power take-off by means of flexible coupling. Then a supplementary
shaft bearing is foreseen on the pump driving gearcase.
Component Mass (kg)

Crankshaft 6DZC 980
Crankshaft 8DZC 1386
Page 2
CRANKSHAFT Ed. 7 E
Fig. 7.1
Page 3
CRANKSHAFT Ed. 7 E
CRANKSHAFT 8cyl
Fig. 7.2
Page 4
CRANKSHAFT Ed. 7 E

Code Jobs
M6-06 Measure complete crankshaft deflection (all cylinders) and
the crankshaft axial clearance.
7.1.3. SPARE PARTS

As 7.1.2., for spare parts see chapters 2 and 6.
7.1.4. TOOLS
Code Description
* 620.084.9003.02 Crankshaft deflection gauge
* special tools, not standard delivered with the engine (only delivered on request)
7.1.5. DISMANTLING.
The crankshaft needs to be removed only if it has to be reworked, repaired or
exchanged, or if the crankcase has to be exchanged. The dismantling procedure is as
indicated for the crankcase (chapter 6).
7.1.6. MAINTENANCE (Fig. 7.1. and 7.2.)

7.1.6.1. Cleaning and examination.
- Remove the plugs (5) and clean the oil-bores with a tube brush of synthetic material.
- Pass a rolled-up fluffless cloth through the oil bores, make certain that nothing
remains in the holes.
- Clean plugs and place back with Loctite 275 or equivalent.
- Thoroughly examine the crankshaft on cracks by means of organol red or Magnetic
flux control, in this case the crankshaft must be degaussed afterwards.
This examination must particularly be concentrated to the radii between:

- crank webs and journals
- crank webs and crank pins,
- flange for flywheel and journal
- crank web and cone for damper
- Also corrosion or pitting in this area is not acceptable and must be elminated by
polishing or even by local machining.
Page 5
CRANKSHAFT Ed. 7 E
- Scorings -and or other minor degradations on the journals and crank pins may be
corrected by means of emery cloth, use fine grain n° 300 to 400, soaked in oil. Final
polishing by very fine polishing cloth or "Scotchswitch" pads should be used.
- Thoroughly clean the crankshaft with a clean cloth. Take care to protect the
crankshaft from rusting.
7.1.6.2. Limits of wear (Fig. 7.3)

Measure the main bearing journals and the crank pins with a micrometer. Measure first
the taper and ovality and compare the values with those given under fig. 7.3.
Next measure the diameters and compose the average of the four measurements with
the LW (limit of wear) figure.
Check the distance (between the thrust faces)
NOTE:
Observe whether the sizes are the originals or the first or second rework dimensions. If
reworking is found to be necessary, consult the spare part list, in order to machine to
the dimensions of the undersize bearing shells or oversize thrust rings.
Deflexion or bending of a crankshaft should not be measured when it is supported on
two points. The right why is to measure the crankshaft supported on bearings mounted
in a crankcase both in good condition. From the precision of such measurements it is
recommanded to contact our representative, the after sales dept. or technical dept. of
ABC .
7.1.6.3.
B
B
A A A
Fig
C
7.3
The crankpin of cylinder no 1 must be at
TDC throughout the measurements
CRANKSHAFT
Diemensions in mm
1st reworking 2nd reworking 3d reworking
OD LW R1 LW R2 LW R3 LW OVALITY TAPER
MAINTENANCE MANUAL DZC ENGINES
max max
183,971 183,850 183,471 183,350 182,971
183,500 182,850 0.040 0,030
A 184,000 183,000
177,975 177,850 177,475 177,350 176,975 176,850 0.060 0,030

B 178,000 177,500 177,000
Page
Ed. 7
146,000 146,500
C 146,063
6
Chapter 7
E
Page 7
CRANKSHAFT Ed. 7 E
Reworking of the crankshaft.

It is recommended that this work should be undertaken by ABC or by another
specialized company. Verify after reworking :
- The parallelism of the crank pins relative to the axis of the crankshaft, max.
deviation 0,03 mm on 80 mm distance.
- The parallelism of the journals relative to the axis of the crankshaft, max. deviation
0,03 mm on 90 mm distance.
- The co-linearity of each main journal relative to those of the two adjacent main
journals: max. deviation 0,03 mm.
- The co-linearity of any main journal relative to that of any other main journal: max.
deviation 0,06 mm.
7.1.7. ASSEMBLY.
- Thoroughly clean the bearings shells. Put the lower shells in position in the
crankcase.
- Remove any protective coating from the crankshaft, wash it with gasoil and lubricate
it with clean engine oil before putting in place.
- Clean the oil-bores with a tube brush of synthetic material. Pass a rolled-up fluffless
cloth through the oil bores, make certain that nothing remains in the holes.
- Clean plugs and place back with Loctite 275 or equivalent.
- Install the thrust rings and proceed with the assembly of the upper bearing shell,
caps, etc. (see chapter 6)
- Finally, verify the crankshaft deflection. See 7.1.8 .
Page 8
CRANKSHAFT Ed. 7 E
7.1.8. VERIFICATION OF THE CRANKSHAFT DEFLECTION.

The deflexion must be verified whenever the bearing shells or the crankshaft have been
removed. Normally, the faces of the crankwebs are provided with depressions for the
pointers of a dialgauge. In the other cases, such places must be marked at distances of
R + D/2 , as indicated in Fig. 7.4 .
Place the two pointers of the dial gauge on the marked places and adjust the needle
reading to +20 (this setting is better than 0, because it evades any error of the
interpretation of positive and negative readings).
Rotate the dial gauge several times around its own axis and observe whether the
reading changes. If it remains constant, the measurement may proceed, otherwise it is
necessary to verify the arrangement (measuring places, pointers, dial gauge,etc.).
7.1.8.1. Measurement of the deflection: engine dismantled.

If the crankshaft has been reworked or exchanged, that is to say, after the engine has
been dismantled, the measurements are to be made at four positions as indicated in the
sketch below.
Turn the crankshaft slowly and make the measurements at four places.
It is good practice to repeat the measurements, turning the

crankshaft in the opposite sense and comparing the figures with
the first set. Compare the results of the measurements with the
figures of graph. Fig. 7.4.
7.1.8.2. Measurement of the deflection: engine assembled.

When the engine is assembled, the measurements are to be made at five places, as
indicated in the sketch.
The average of the measurements at 1 and 5 may be reduced to
one figure. Compare the figures obtained with those on the
graph. Fig. 7.4. Take care that the connecting rod does not touch
the dial gauge.
Page 9
CRANKSHAFT Ed. 7 E
Deflection “X”
Comparator for alignment on 20
THE DEFLETION FROM O TO X MUST BE MEASURED IN THE

VERTICAL PLANE AND IN THE HORIZONRTAL PLANE BETWEEN TWO
CRANK PIN FLANGES OR CRANK WEBBS.
Length of stroke in mm
Deflection “X”
engine DZC
Deflection
A – SATISFACTORY DEFLECTION (NEW ENGINE)

B – PERMISSIBLE DEFLECTION (RECONDITIONED ENGINE)
C – REALIGNMENT IS ADVISAVLE
D – PERMISSIBLE DEFLECTION ONLY BETWEEN THE CRANK PIN FLANGES OF
CYL. 1 FLYWHEEL SIDE (NEW ENGINE)
E – REALIGNMENT IS NECESSARY
Fig 7.4
7.1.8.3. ABC owns the copyright of this document. It shall not be copied or disclosed without the prior consent of ABC.
Page 10
CRANKSHAFT Ed. 7 E
Tolerances.
See graph Fig. 7.4
NOTE:
Because of the mass of the flywheel, a greater deflection will be measured for cylinder
n°1. Same remark in case the torsional vibration damper is mounted to the crankshaft
without additional bearing (i.e. in this case at the cylinder the closest to the damper).
Page 11
CRANKSHAFT Ed. 7 E
7.2. TORSIONAL VIBRATION DAMPERS.

choise between different torsional vibration dampers, namely spring blade type and
viscous type. (We refer to the Operating Manual or to the Description and Applications
Manual).
7.3. VISCOUS DAMPER

7.3.1. DESCRIPTION
The torsion vibration damper damps the torsion vibration using the effect of the silicon
oil as a powerful elastic coupling between the secundair (inertia ring) and primair
(housing) mass.
When the crankshaft rotates without torsion vibration, the inertia ring rotates without
any slip in the housing. When there arise some vibrations, there will be a relative
movement between the housing and the ring. This results in alternating elasticities in
the siliconoil. Whole the elasticities over the surface between ring and housing results
in a damping action.
housing
plate
bearing
intertia ring
Siliconoil
stop
welding line
Fig. 7.5
Component: (vibration damper) Mass (kg)
Type ASK 2204A 304
Page 12
CRANKSHAFT Ed. 7 E
Fig. 7.6
Page 13
C = 50,5 á 52 CRANKSHAFT Ed. 7 E
Coat THIS FACE WITH FLANGE SEALANT

M8X40 DIN 912-88
Fig. 7.7
Page 14
CRANKSHAFT Ed. 7 E
7.3.2. RECAPITULATION OF MAINTENANCE JOB

Code Jobs
O1-04 For viscous damper, sample of silicon oil of damper to be
analysed.
O2-09 Complete overhaul of a viscous vibration damper.
After 24000 running hours an oil sample needs to be taken of the fluid in the damper.
This to check the condition of the damper. Under 7.3.5.5. the complete procedure can
be found for extraction of an oil sample. Sample containers can be requested at ABC.
7.3.3. SPARE PARTS

Fig. n° Ref. n° Description Qty/damper
7.6 13 Nylon ring 1
7.3.4. TOOLS
Code Description
626.084.3500.01 Tools for mounting and dismounting vibration damper
- Viscous damper
- Spring blade type
100.933.016.000 Lifting eye bolt M16 DIN 580
Page 15
CRANKSHAFT Ed. 7 E
7.3.5. MAINTENANCE
Complete overhaul of the damper is only necessary in case of severe wear, broken parts
or damage. We advise you to send the damper to engine-builder or vibration damper
producer, bearing in mind the difficulty of the task and special tools you will need.
7.3.5.1. Dismounting of the damper from the hub (Fig 7.6 – 7.7)
- Before we can reach the damper, previously following parts must be removed or
dismounted:
* Oil filter and its support - oil pipes and connections
* Control panel and its supports - wiring and connections
* The waterpumps, eventually the oil pumps (chapter 9)
- Before removing the pump driving gearbox with all connections, remove plug (15)
from the flange bearing support (6) and remove the 6 fixing bolts (17) through the
opening in the flange. Following this screw in 2 bolts M8x40 to be found in
opposition to each other (see fig 7.7).
- Remove the pump driving gearbox with all connections (chapter 9).
- The flexible spring coupling with its gear is visible.
- Remove the 2 bolts M8x40 from the flexible spring coupling. (see fig. 7.7)
- Unscrew all 16 bolts (16) to remove the whole flexible spring coupling from off
coupling boss (12).
- The viscous damper is now visible.
- Unscrew the 8 bolts (18) from the damper.
- To safely remove the damper, first mount a lifting eye bolt M16 (100.933.016.000)
in one of the M16 threads beside the mounting holes of bolts (18). The other M16
thread can be used by another bolt M16x30 to push the damper evenly off the hub
when the eye bolt is completely screwed in.
- Secure the damper with the screwed in eye bolt with a rope to a tackle. Bring some
tension to the rope. The rope and the tackle must be able to lift a load of at least 350
kg.
- Pull the damper of the boss and place on a wooden surface.
Page 16
CRANKSHAFT Ed. 7 E
7.3.5.2. Dismounting hub from the crankshaft (Fig 7.2 - 7.8a)

When also the hub (12) needs to be removed, tool 626.084.3500.01 can be used
together with a hydraulic hand pump and the injection kit.
Use following procedure:
- Install the tool assembly 626.084.3500.01 according to Fig.7.8a .
(Dismounting damper / hub)
* Unscrew plug (14) and cone plug ¼”G (6 - Fig. 7.2) out of the crankshaft.
* Screw the tie-rod(l) in the central thread in the crankshaft.
* Slide over the tie-rod:
- the distance bush (2).
- the hydraulic jack with thrust piece (3) provided with an extracting plate
(4).
- the knurled nut (5).
* Connect the oil injection kit to the provided hole 1/4"G in the crankshaft.
(The extracting plate (4) is provided with a sleeve hole with diameter of 40 mm to
clear the high pressure pipe of the oil injection kit).
* Fit the extracting plate with the 11 screws (6) to the damper inner star.
FOR SECURITY! :The knurled nut(5) is mounted at a clear distance of approx.
25 mm from the hydraulic jack body; this nut is used as a stop to avoid jumping
away from the damper when it is releasing from the crankshaft cone.
* Connect the hand pump to the hydraulic jack and the high pressure pipe to the oil
injection kit and bring both pumps under pressure.
- Prime the pumps until the hub releases. The oil injection kit gauge reaches pressures
from 1400 to 1650 bar herefor for releasing the hub. On the hydraulic piston,
pressures of 160 to 200 bar are applied for release.
ATTENTION :
Generally, the hub is released suddenly, all at once.
- Remove tool 626.084.3500.01 and then remove the hub from the cranckshaft.
Remark:
When both the damper and the hub need to be dismounted,the procedure above can be
used while the damper is still on the hub (12). Attention needs to be taken to slightly
tighten the rope of the tackle while using the tool 626.084.3500.01 . as indicated in
7.3.5.1 .
Page 17
CRANKSHAFT Ed. 7 E
7.3.5.3. Mounting hub on the crankshaft (Fig 7.8b)

- Inspect the cone of the crankshaft and polish with fine emery cloth. Inspect and
polish, if necessary, also the collar against which the damper is applied. Clean with a
fluffless cloth and oil slightly.
Place the nylon ring (13) over the crankshaft cone and apply it against the
collar, perhaps with some grease to keep it on its place during assembling
of the damper.
- Move the hub over the crankshaft cone and push it as far as possible over the cone.
- Install the tool assembly 626.084.3500.01 according to fig. 7.8b
(mounting of the damper / hub)
* Screw the tie-rod (1) in the central thread in the crankshaft.
* Slide over the tie-rod,
- the thrust plate (7) with slot for clearing the high pressure pipe.
- the hydraulic jack with thrust piece
- the knurled nut (5)
* Connect the oil injection kit to the provided hole 1/4"G in the crankshaft.
- Tighten firmly the knurled nut (5) by hand.
- Connect the hand pump to the hydraulic jack and give some pressure to slide the hub
partly over the crankshaft cone.
- Increase the pressure on the injection kit and do evenso on the hand pump to slide
the hub further over the cone. Go on with this action on both pumps until the damper
is applied firmly against the crankshaft collar.
The oil injection kit gauge reaches pressures from 1400 to 1650 bar. On the
hydraulic piston, pressures of 160 to 200 bar are applied.
To this end check this with a 0.05mm feeler gauge to be certain there is no
space between the hub (12) and nylon collar (13) and between the nylon
collar (13) and the crankshaft.
When the hub is on its final position, release first the pressure of the oil
injection kit, then on the hand pump of the hydraulic jack.
- Remove all tooling.

- Remount the oil circulating plug (14) in the crankshaft.
- Remount cone plug ¼”G (6 - Fig. 7.2) in the crankshaft.
- Remount the flexible gear driving coupling see 7.4 for details.
- Mount the pump driving gear box with all connections (chapter 9).
- Remount the secondary power take off if existent. Remount the water and oil pump
(chapter 9).
- Remount control panel with wiring and connections.
- Remount oil filters and their support. Reconnect oil pipes connections.
Refer to the spare part book for necessary spares, etc.
Page 18
CRANKSHAFT Ed. 7 E
Remark:
When the damper is still on the hub and needs to be mounted, the previous procedure
can be used also. During mounting slightly loosen the rope of the tackle (-> same as for
dismounting) while using the tool 626.084.3500.01 .
Tool : 626.084.3500.01
from handpump from oil injection kit
DISMOUNTING DAMPER / HUB
Fig. 7.8a
MOUNTING DAMPER / HUB
Fig. 7.8b
Page 19
CRANKSHAFT Ed. 7 E
7.3.5.4. Mounting of the damper on the hub (Fig 7.6 - 7.7)

- Check if the mounting surface is completely clean. Clean with a non-fluffing cloth
and oil.
- Use the same tackle as for dismantling. Screw in the lifting eye bolt M16
(100.933.016.000) into one of the 2 threaded holes M16 in the damper.
- Carefully lift the damper with the tackle. Push the damper carefully over the
mounting surface of boss (12). When the damper is on the mounting surface, loosen
the rope and position while turning the mounting holes on the boss (12).
- Mount the 8 bolts (18) with washers (21) with locktite nr. 243 and tighten crosswise
to a mounting torque of 500Nm (50kgm).
- Mounting of the spring coupling:
* Position and mount coupling using 2 screws M8x40 DIN 912-8.8 (See fig 7.7).
* Mount all 16 bolts M8x20 (16) with loctite nr. 243 with a tightening torque of
25Nm (2,5kgm)
* Mount pump gear casing without bearing journal 620.029.1200.08 .
* Check dimension “C” from front side of pump gear casing till secondary coupling
flange when axial clearance between primary and secondary flange of the
coupling is taken away.
“C” = 50,5 to 52 mm (see detail fig 7.7)
* Check dimension “D” between flange sides of journal and bearing housing.
“D” = 4900,,64 (see detail fig 7.7)
AFTER MEASURING REMOVE SCREWS NR.2 (detail fig 7.7), THEN
MOUNT 6 FIXING BOLTS (17) (with Loctite nr. 243 on a tightening torque of
120Nm (12kgm)) THROUGH THE OPENING IN THE FLANGE.
- Place back plug (15) of the flange.
Page 20
CRANKSHAFT Ed. 7 E
7.3.5.5. Taking oil sample of torsional vibration damper

Procedure:
- To make extraction of the oil sample more easy, the engine is preferably
still hot, the viscous oil is then fluid. Take the sample as soon as possible
after engine standstill. Make sure to make use of the necessary personel
protective equipment such as gloves, goggles,... to avoid personal injury
from the hot engine (+80°).
- Remove the rectangular cover (1) from the pump gearbox.
- Turn the flywheel until you can see the extraction plug (2).
- Prepare the sample container (6) by removing one of its caps (7).
- Remove the extraction plug (2).
- Replace the extraction plug by the sample container.
- If the container is put in and meets the inertia ring (5), unscrew
the sample container one revolution.
- unscrew the second cap (7) from the sample container.
- Wait until silicon fluid begins to flow out of the free end of the sample container (8).
- Screw the cap back on and remove the sample container.
- Screw the second cap back on the sample container.
- Clean the surface, renew the sealing (4) and screw the plug (2) back in.
- Tighten the plug with 20 Nm.
- Seal both plugs (2) by caulking their grooves (position indication).
- Fill out the complete label inserted with the sample container.
- Attach the label to the ABC maintenance document.
Remark: Max. 10 samples may be taken from the same damper.
Each container has a volume of 1 cm³.
Page 21
CRANKSHAFT Ed. 7 E
7.4. FLEXIBLE PUMP DRIVE

7.4.1. DESCRIPTION (fig 7.6)
A flexible coupling, on which the pump driving gear is mounted, is fixed against the
flange or lateral plate of the vibration damper. This flexible coupling is a spring blade
coupling with similar principle as the damper itself. The outer clamping ring, the lateral
plate and the intermediate plates form the outer parts, which are solidly mounted on the
damper. The luboil is that of the engine and is fed over the damper to the coupling.

Code Jobs
O2-12 Complete overhaul of flexible pump drive.
7.4.3. SPARE PARTS

7.6 4 Spring 12
7.4.4. TOOLS
Code Description
620.084.3400.01 Tool for mounting and dismounting compression springs
flexible gear driving coupling
Page 22
CRANKSHAFT Ed. 7 E
7.4.5. MAINTENANCE
7.4.5.1. Dismounting
To remove the flexible gear driving coupling, follow procedure described in 7.3.5.1
without removal of the damper.
7.4.5.2. Dismantling (fig 7.6)

After the removal of the flexible gear driving coupling, the coupling can be dismantled
as follows:
- Unscrew the 6 bolts (5) to remove fastening flange (1).
- Now the springs are visible. In order to remove the springs use tool 620.084.3400.01
as indicated in figure 7.9 .
Fig. 7.9
- Remove all the springs that have come loose.
- Remove the tool 620.084.3400.01 .
- Now the last springs can be removed from the assembly and the 2 rings (1) & (2) are
seperated.
7.4.5.3. Inspection of the internal parts of the coupling

- Clean the complete assembly to remove dirty oil or sludge or metal particles.
- Inspection to be carried out on following parts:
* Spring pack: check if there are no broken springs replace if necessary.
* Inspection of the internal surfaces of the spring mounting sections.
* Inspection of the gear.
Check the contact surface with the vibration damper, small scratches or grooves should
be removed with fine sandpaper.
Page 23
CRANKSHAFT Ed. 7 E
7.4.5.4. Assembling (Fig. 7.6 – 7.9)

- Place flange (3) on a wooden surface with the mounting holes for the springs
upward.
- Place the primary flange (2) with the flat surface into the flange (3) and with its
flanged side upward.
- Grease in the hollow mounting spaces for the springs.
- Insert the first set of 6 compression springs alternating into the spring mounting
holes starting between 2 visible threaded holes in flange (2) and (3). (See Fig 7.9)
- Install tool 620.084.3400.01 (like in fig 7.9) and tighten to compress the first set of
compression spring that are installed.
- Insert the second set of 6 compression springs into the remaining hollow mounting
spaces.
- Release the tool 620.084.3400.01 .
- Place flange (1) on top of the assembly with its flat side upward with the countersunk
holes visible.
- Mount the 6 bolts (5) with Loctite nr. 270 and tighten on a tightening torque of
69Nm (6,9kgm)
7.4.5.5. Mounting (Fig 7.6)

To mount the flexible gear driving coupling, follow procedure described in 7.3.5.4
starting from: “ - Mounting of the spring coupling:”
Page 24
CRANKSHAFT Ed. 7 E
7.5. SPRING COUPLED DAMPER

7.5.1. DESCRIPTION ( Fig. 7.10)
The vibration damper, of the spring coupled type, is located on the free end side of the
engine within the pump driving gear case and is mounted on the crankshaft cone by
hydraulic expansion.
The working principle is based on:
- a tuning effect obtained by connecting the inner star (8) and the outer parts flange
and/or lateral plate (1) + (6), tightening ring (3) and intermediate ring (2) by means
of spring packs (5).
- a damping effect obtained due to the pumping of lub oil from one side of the spring
pack to the other side due to the relative displacement between inner and outer parts.
The luboil is that of the engine and is fed to the damper through a bore in the
crankshaft.
Component: (vibration damper, flexible coupling) Mass (kg)

Type D50/1/1 + C41/2/58U 171
Type D50/2 + C41/2/58U 171
Type D63/62 + C44/2/98U 296
Type D72/66/1 + C44/2/98U 449
Code Jobs
O2-16 Check condition of the spring blade type flexible pump drive.
Renew if necessary.
O3-03 Complete overhaul of a spring blade type torsional vibrations
damper.
Page 25
CRANKSHAFT Ed. 7 E
7.5.3. SPARE PARTS

7.10 -7.11 4 Seal O-ring 1
7.10 -7.11 5 Seal O-ring 1
7.10 -7.11 8 Seal O-ring 2
7.10 -7.11 9 Seal O-ring 2
7.10 -7.11 11 Nylon protection ring 1
7.5.4. TOOLS
Code Description
* 620.084.3500.02 Tools for mounting and dismounting vibration damper -
type D50 – D63 – D72
* special tools, not standard delivered with the engine (only delivered on request)
Page 26
CRANKSHAFT Ed. 7 E
D50/1/1 – D50/2
0.2 0.1
M10, 2x180
An beiden Seiten
des Dampfers.
Onboth sides of
damper
0.15 OIL RETURN

0.08 HOLE
Fig. 7.10
Page 27
CRANKSHAFT Ed. 7 E
D63/62 – D72/66/1
0.05
0.2
D-72/66/1
M10, 2x180
An beiden Seiten
des Dampfers.
Onboth sides of
damper
OIL RETURN HOLE
0.15
0.08
D72/66/1
Schnitt / Section
M10, 2x180
D-D An beiden Seiten
des Dampfers.
Onboth sides of
damper
Fig. 7.11
Page 28
CRANKSHAFT Ed. 7 E
7.5.5. MAINTENANCE.
7.5.5.1. Removing the damper from the engine - Fig. 7.10 - 7.11 – 7.12
- Before we can reach the damper, previously following parts must be removed or
dismounted:
* Oil filter and its support - oil pipes and connections
* Control panel and its supports - wiring and connections
* The water pumps, eventually the oil pumps (chapter 9)
* The secondary power-take off, if existing
* The pump driving gearbox with all connections (chapter 9)
- Remove cover (15) with screws (14). Use 2 M10 bolts to pull off the cover. Be
carefull for the sealing O-ring (13).
- Remove cover (10) with screws (12).
- Remove the flexible gear driving coupling from the damper after removing the 36
screws (7) and disc springs (6).
- Keep care of the seal-O-rings (4) and (5).
- Install lifting eye appliance delivered therefore and follow the lifting instructions
below (see fig 7.11). Apply specific tightening torque per damper.
* For damper D50/1/1, D50/2; tighten eye bolts on a torque of 40Nm
* For damper D63/62, D72/66/1 ; tighten eye bolts on a torque of 60Nm
VERWENDUNG DER ANSCHLAGMITTEL

USE OF LIFTING APPALIANCES
(Prinzipskizze ohne maβstab / Sketch not to scale)
zum Heben: im Betrreb:

for lifting: during service:
Anzugsmoment
Tightening torque
Dampfer Dampfer Max. 30
o Nur dos mitgelieferte Anschlagmittel o Use only the lifting appliances(730)

(730) verwenden which are supplied
o Gesamtgewicht nicht an eniem o Do not lift total damper mass on one
Anschlagmittel allein heben lifting appliance only.
o Anschlagmittel vor inbetrieb-
nahme entfernen
o Lifting appliances must to be removed
before running the engine. Fig. 7.12
Page 29
CRANKSHAFT Ed. 7 E
- Secure the screwed in eye bolts with a rope to a tackle. Bring some tension to the
rope. The rope and the tackle load limit must be adequately high to lift the damper
masses as mentioned in 7.5.1. .
- Install the tool assembly 620.084.3500.02 according to Fig.7.13a
(dismounting of the damper):
* Screw the tie-rod(l) in the central thread in the crankshaft.
* Slide over the tie-rod:
- the distance bush (2).
- the hydraulic jack with thrust piece(3) provided with an extracting plate
(4).
- the knurled nut (5).
* Unscrew cone plug ¼”G (6 - Fig. 7.2) out of the crankshaft.
* Connect the oil injection kit with lengthened coupling (9) to the provided hole
1/4"G in the crankshaft (The extracting plate (4) is provided with a sleeve hole
with diameter of 40 mm to clear the high pressure pipe of the oil injection kit).
* Fit the extracting plate with the 8 screws (6) to the damper inner star.
FOR SECURITY! :The knurled nut(5) is mounted at a clear distance of approx.
25 mm from the hydraulic jack body; this nut is used as a stop to avoid jumping
away from the damper when it is releasing from the crankshaft cone.
* Connect the hand pump to the hydraulic jack and the high pressure pipe to the oil
injection kit and bring both pumps under pressure.
- Prime the pumps until the hub releases. The oil injection kit gauge reaches pressures
from 1400 to 1650 bar for damper D50/1/1 and D50/2 and pressures from 1750 to
2000 bar for dampers D63/62 and D72/66/1 for releasing the damper. On the
hydraulic piston, pressures of 160 to 200 bar (for D50/1/1 and D50/2) and pressures
of 200 to 280 (for D63/62 and D72/66/1) are applied for release.
ATTENTION :
Generally, the hub is released suddenly, all at once.
- When the damper is removed form the crankshaft, remove the tooling and place the
damper on wooden beams.
- The tackle can be removed when the damper is fully at rest on the wooden beams.
Page 30
CRANKSHAFT Ed. 7 E
DISMOUNTING DAMPER
Fig. 7.13a
MOUNTING DAMPER
Fig. 7.13b
Page 31
CRANKSHAFT Ed. 7 E
7.5.5.2. Dismantling of the damper for inspection - Fig.7.10-7.11

- Pose the damper with its front side on wooden beams, taking care that only the
lateral plate or flange (17) is in contact with the beams.
- Release and remove all screws (18) & (19),
* For D50/1/1 : in total 16 items
* For D50/2 , D63/62 : in total 32 items
* For D72/66/1 : in total 40 items (20x M12, 20x M20)
- Remove the lateral plate or flange (20); the threaded holes used for lifting the
damper (see lifting symbol) may be used to lift up the lateral plate or flange (20)
from the tightening ring (21).
- Again, mount provisionally a few screws (18) & (19) through the intermediate ring
(22) - tighten by hand.
- Turn over the damper and remove the provisionally mounted screws (18) & (19)
from under the damper. Remove the lateral plate or flange (17), now on top, in the
same way as for the piece (20);
- The internal part of the damper is now ready for cleaning and inspection.
7.5.5.3. Inspection of the internal parts of the damper (fig.7.10 - 7.11)

- Clean particularly the small oil holes in the lateral plate or flange (20) and
corresponding oil groove. Do the same for the small oil holes in the inner star (8).
- Inspection to be carried out on following parts:
* Spring pack (25):
Check if there are no broken springs. Inspect the extremity of the spring blades
for wear. A slight pitting is admitted as far as the limit of wear "dimension Z" is
not exceeded - see Fig. 7.14. or the wear limit “W” is not exceeded measured
with the measuring wedge according the used damper.
* Adjusting shims:
Between the spring blades (5) is a brass shim (12). Between the spring blades and
intermediate ring (2) there are adjusting shims (11). Check if these shims are not
damaged, displaced out of their places.
* Intermediate ring(2):
Inspect for damages.
* Inner star (8):
Inspect the notches for the spring blades. A slight pitting is admitted as far as the
limit of wear "dimension Z" is not exceeded see fig. 7.14 . Inspect the inner cone
for scratches or scores, correct with emery cloth. Do the same on the contact face
with the crankshaft.
Page 32
CRANKSHAFT Ed. 7 E
* Flange and/or lateral plate (1) + (6):

Inspect for roughness and possible contact with the spring blades. Remove any
contact marks or roughness by emery cloth.
- If no real damages are found, a further dismantling of internal damper parts is not
necessary, of course as far as the limits of wear are not exceeded.
7.5.5.4. Limits of wear and allowed tolerances.
Fig. 7.14
Damper type Z (mm)
D50/1/1 0.1
D50/2 0.12
D63/62 0.26
D72/66/1 0.28
Remark for Z:
Z is the max.allowed clearance on both sides of the spring blades. If the blades are
pushed against one flanc of the notch on the inner star the max. allowed clearance is
than 2 x Z.
Page 33
CRANKSHAFT Ed. 7 E
A measuring wedge can be used as a testing tool. The measuring wedge is to be

produced by the customer if no measuring wedge is supplied. Hereby the tool and
procedure for the damper.
ca. 80mm
“GO” side “NOT GO” side

wedge length
gradient 1:30
hole for
dismounting
thickness of central thickness of central

shim – 0.2mm tolerance shim + “W” tolerance
±0.05 mm ±0.02 mm
measuring wedge
spring pack
inner star
Page 34
CRANKSHAFT Ed. 7 E
Damper type Thickness central W (mm) B (mm)

shim (mm)
D50/1/1 1 0.2 11.5
D50/2 2 0.24 11
D63/62 2 0.52 15
D72/66/1 2 0.56 15
Thickness of central shim
Permissible total wear: engagement

spring with inner star groove
Measuring wedge
Seal-O-ring (general)
Regardless the wear or good state apparently of the Seal O-rings, replacement of all is
strongly indicated. Use only good quality of O-rings in moulded execution (seemless) -
we refer to the spare parts pt. 7.2.3.
Seal-O-ring (8):
- The total wear must not exceed 10% of the rope diameter “d” (see fig.)
0.1 x d
- The total wear is the sum of
the wear of the O-Ring
+ the depth of the run-in grooves on inner star
+ the depth of the run in grooves on the lateral plates (17 or 20)
- O-Ring nominal diameter see parts list
Page 35
CRANKSHAFT Ed. 7 E
7.5.5.5. Assembling of the damper after inspection (fig. 7.10 - 7.11)

- Clean every single part carefully.
Attention: All supply and venting holes must be clean and free of dirt.
- Exchange all seals (O-rings,…).

- Clean the screw threads on all screws (18) & (19) and the internal threads in the
lateral plate or flange (17).
- Exchange all disc springs under screws (18) & (19).
- Grease carefully all seal O-rings (8) & (9) and the appropoiate grooves with silicone
grease MOLYCOTE 111 or equivalent.
- Insert O-rings 2x (8) & 2x (9) into the appropriate grooves in plate (17) and (20).
- Coat inner-star (24) running surface of O-ring (8) carefully with MOLYKOTE
D3484 paste or equivalent.
- The coated running surfaces of O-ring (8) must be dry before damper assembly.
- Coat rest of inner-star (24) with ANTICORIT OHK 380A or equivalent.
- Specific coating need to be applied to the spring washers (23 & 28) under bolts (7,
12, 18 & 19) and to the threads of the bolts themselves before assembly. Make sure
the bolts and washers are adequately degreased and completely dryed before coating.
The specific torques (Nm) or tightening angles (°) are given in the table on next
page.
- Assemble the damper in the reverse order of the dismantling. Take all precautions
concerning neatness.
* Place flange plate (20) onto a centering table (O-ring are visible)
* Place spring assembly (1, 21 & 22) onto the flange plate (20).
* Insert inner star (24)
Special attention needs to be taken for mounting lateral plate (17). The
plate must be placed in such a way that the oil return holes (see fig. 7.10 &
7.11) are positioned in between the oil supply holes for the damper in the
mounting hub (24).
* Place lateral plate (17) onto spring assembly (1, 21 & 22).
- Centre flange plate (17), spring assembly (1, 21 & 22) and lateral plate (20)
according to the permissible concentricity / runout values as stated on page 37.
Page 36
CRANKSHAFT Ed. 7 E
Note:
An excess of 30% of the stated circularity value is still permissible, if no
unbalance ploblems arise from that.
- Apply enough LOCTITE 275 onto both sides of the disc spring (23 & 28)
Attention:
The disc spring (23 & 28) and the apropriate seat-engaging surfaces must
be dry and free of grease (oil).
- Mount the damper main bolts (18 & 19) according to the mounting instructions
indicated below.
Tightening prescription for bolts
1. Surfaces must be cleaned (degreased)

2. Enough sapecified LOcTITE must be LOCTITE
applied to both sides of all marked disc
spring (washers).
Threading treatment according to table.
a) If tightening torque is stated :
Tighten bolts acc. to table
(TOLERANCE + 10%)
b) If twist angle is stated
 Tighten bolt until disc spring rests just flat on flange or
use stated initial tightening torque
 Then turn bolt head further through the stated twist
angle
ATTENTION: Values for tightening torques (initial or

final) are valid only if all surfaces are treated as
stated below !
Fig. N° Ref. N° D50/1/1 D50/2 D63/62 D72/66/1 thread Disc

coating spring
coating
7.10 7 (M8-10.9) 36 Nm 36 Nm (2) (2)
7.10 12 (M10-8.8) 45 Nm 45 Nm (2)
7.10 18 (M12-8.8) 90 Nm (3) (1)
7.10 18 (M10-8.8) 52 Nm (3) (1)
7.11 7 (M8-10.9) 36 Nm 36 Nm (2) (2)
7.11 12 (M10-8.8) 45 Nm 45 Nm (2) (3)
7.11 18 (M12-10.9) 130 Nm (3) (1)
7.11 18 (M20-10.9) 53°-58° (3) (1)
7.11 19 (M12-10.9) 70°-75° (3) (1)
(1) : Loctite 275
(2) : Loctite 242
(3) : Molycote 1000
Page 37
CRANKSHAFT Ed. 7 E
Permissible concentricity / runout values
Fig. N° Damper (1, 21, 22) (20)

in opposition to B in opposition to B
7.10 D50/1/1 0.2 mm 0.1 mm
D50/2
7.11 D63/62 0.2 mm 0.05 mm
D72/66/1
Check of concentricity / runout after tightening main bolts (18 & 19):
- An excess of 30% of the concentricity / runout value is still permissible, if no
unbalance problems arise form that. Exceeding this limit or when unbalance
arises requires remounting and correction to obtain better values.
- Exchange disc springs and clean appropriate seat-engaging surfaces.
All seat-engaging surfaces must be dry and free of grease (oil).
- Use the same tightening method as before.
- Check concentricity / runout again. If concentricity / runout is still out of
permissible values. Repeat as long as the permissible values are not reached.
Note:
The flange (20) and the lateral plate (17) of the D50/1/1 and D50/2 damper are not
provided with centerings. Consequently center as good as possible in regard to the
inner star. The best way is to have equal clearance all around it to measure with
thickness gauges.
Page 38
CRANKSHAFT Ed. 7 E
7.5.5.6. Remounting the damper on the engine. Fig. 7.10 - 7.11 - 7.13a - 7.13b
- Inspect the cone of the crankshaft and polish with fine emery cloth. Inspect and
polish, if necessary, also the collar against which the damper is applied. Clean with a
fluffless cloth and oil slightly.
- Place the nylon ring (11) over the crankshaft cone and apply it against the collar,
perhaps with some grease to keep it on its place during remounting of the damper.
- Mount the lifting eye appliance delivered therefore with the engine as described in
7.5.5.1 and Fig. 7.12 .
- Attach the lifting appliance to a crane or tackle with a rope and lift up the damper.
Mind the lifting precautions described in Fig. 7.12 .
- Move the damper over the crankshaft cone and push it as far as possible over the
cone. The clear distance to the crankshaft collar is about + 137 mm for 6DZC-
dampers and + 127 mm for 8DZC-dampers. For security reasons the tackle and rope
remain, but release some tension to the rope.
- Install the tool assembly 620.084.3500.02 in the way according to fig. 7.13b
(mounting damper)
* Screw the tie-rod (1) in the central thread in the crankshaft.
* Slide over the tie-rod
- the thrust plate (7) with slot for clearing the high pressure pipe.
- the hydraulic jack with thrust piece and lengthening bush (8).
- the knurled nut (5)
* Connect the oil injection kit with lengthened coupling (9) to the provided hole
1/4"G in the crankshaft (The extracting plate (4) is provided with a hole with
diameter of 40 mm to clear the high pressure pipe of the oil injection kit).
- Tighten firmly the knurled nut (5) by hand.
- Connect the hand pump to the hydraulic jack and give some pressure to slide the
damper partly over the crankshaft cone.
- Increase the pressure on the injection kit and do evenso on the hand pump to slide
the damper further over the cone. Go on with this action on both pumps until the
damper is applied firmly against the crankshaft collar.
The oil injection kit gauge reaches pressures from 1400 to 1650 bar for 6DZC-
dampers, and 1750 to 2000 bar for 8DZC-dampers. On the hydraulic piston,
pressures of 160 to 200 bar (6DZC) and 200 to 280 bar (8DZC) are applied.
To this end check this with a 0.05mm feeler gauge to be certain there is no
space between the hub (12) and nylon collar (13) and between the nylon
collar (13) and the crankshaft.
When the hub is on its final position, release first the pressure of the oil
injection kit, then on the hand pump of the hydraulic jack.
- When the damper is on its final position, release first the pressure of the oil injection
kit, then on the hand pump of the hydraulic jack.
- Remove all tooling.
- Remount cone plug ¼”G (6 - Fig. 7.2) into the crankshaft
- Remounting of cover (15) with screws (14):
Page 39
CRANKSHAFT Ed. 7 E
* Inspect the condition of the sealing O-ring (13). Replace if necessary.

To mount the sealing ring in the O-ring groove, the O-ring itself and the groove
must be greased in with CERAN WR2 (Total) or equivalent. Insert the O-ring
into the groove.
* Inspect the mounting surface inside the hub (24). Make sure it is clean, herefore
polish the surface with a fine emery cloth.
* Insert carefully cover (15) with the seal O-ring (13) and mount the cover inside
the hub and onto the crankshaft with bolts 4x M8-8.8 (14) to a
torque of 20Nm (2 kgm).
- Remount the oil circulating plug in the crankshaft.
- Remount the flexible gear driving coupling see 7.6 for details.
- Mount the pump driving gear box with all connections (chapter 9).
- Remount the secondary power take off if existent. Replace the water and oil pump
(chapter 9).
- Remount control panel with wiring and connections.
- Remount oil filters and their support. Reconnect oil pipes connections.
Refer to the spare part book for necessary joints, seal-O-rings, etc.
7.5.5.7. First service of a new damper or after inspection.

A new damper or an inspected one is empty of oil internally. Despite the fact that the
damper is automatically vented by oil circulation over the oil circulation screws, it is
advised by the prelubricating hand pump or electric pump to apply pressure on the
engine oil system. If possible, through one of the free openings in the pump driving
gear case, check if oil is circulating over the oil circulation screws. In this case, the
damper is filled with oil, vented and ready for service.
7.5.6. COMPLETE OVERHAUL.

Complete overhaul of the damper is only needed in case of heavy deteriorations,
broken parts or exceeded wear. Because of the extension of this job and the need for
special tools, we advise in such cases to send back the vibration damper to the engine
builder, the damper manufacturer or licencees.
At this purpose consult the 'maintenance instructions' delivered with every vibration
damper.
Page 40
CRANKSHAFT Ed. 7 E
7.5.7. TROUBLESHOOTING
Inspected condition Corrective measure

Dismount damper; Check oil supply holes on the
Pressure oil supply with the prelubrication pump;
damper and on the crankshaft; Free oil discharge
No oil escapes from one or more venting holes
must be guaranteed
Total wear of the O-Rings (850) does not exceed Exchange O-ring(s); Smooth and polish the run-in
the permissible value of wear grooves
Total wear of the O-Rings (850) exceeds the Exchange O-ring(s); and exchange or repair worn
permissible value of wear parts.
The total wear at the spring tips (engagement

with inner star grooves) exceeds the permissible Exchange inner star (9) and spring assembly (1,2,3)
value “w”
Remove venting screw (756) (if existing)
Bad oil quality / oil change or higher water
Drain damper totally (drain hole in 6 o’clock position)
content in the engine oil as permitted
Fill up damper with fresh engine oil and drain damper
Effect: no damage to the engine bearings
again; repeat flushing several times
Bad oil quality or higher water content in the
Carry out a 28.000 – 30,000 service hours inspection
engine oil as permitted
according to chapter 12.2
Effect: damage to the engine bearings
Page 41
CRANKSHAFT Ed. 7 E
7.6. FLEXIBLE PUMP DRIVE

7.6.1. DESCRIPTION(Fig. 7.10 - 7.11)
A flexible coupling, on which the pump driving gear is mounted, is fixed against the
flange or lateral plate (17) of the vibration damper. This flexible coupling is a spring
blade coupling with similar principle as the damper itself. The outer clamping ring
(29), the lateral plate (30) and the intermediate plates (31) form the outer parts which
are solidly mounted on the damper.
The inner star (32) of the coupling is oscillating over the inner star of the damper. The
mouvement is limited by the spring packs (33). The gear is mounted on it. The
coupling inner star (32) is retained by the cover (10).
The lub oil is that of the engine and is fed over the damper to the coupling.
Component Mass (kg)

Coupling Type C41/2/58U for 6DZC 24,7
Coupling Type C44/2/98U for 8DZC 29

Code Jobs
O2-16 Check condition of flexible pump drive. Renew if necessary.
7.6.3. SPARE PARTS

See 7.5.3.
7.6.4. TOOLS
No special tools are needed for.
Page 42
CRANKSHAFT Ed. 7 E
7.6.5. MAINTENANCE.
7.6.5.1. Dismantling.
By removing the damper from the engine (7.5.5.1), the flexible coupling becomes
available in the same operation.
7.6.5.2. Inspection of the internal parts of the coupling (Fig.7.10 - 7.11)

- Inspection to be carried out on following parts
* Spring pack (33):
Check if there are no broken rings. Inspect the extremity of the spring blades for
wear. A slight pitting is admitted as far wear "dimension W" is not exceeded. See
fig. 7.11 .
* Spring spacer (34)
Between the spring blades and the intermediate pieces (31) are coper spring
spacers (34). Check if these spacers are not damaged or displaced out of their
places.
* Expansion shim(35):
Inspect for damage.
* Inner star (32):
Inspect the notches for the spring blades. A slight pitting is admitted as far as the
limit of wear "dimension W" is not exceeded - See fig. 7.15 . Inspect the inside
diameter of the bush or bronze coating. Small scratches or scoves can be polished
with emery cloth. Comprehensive damage is not allowed. Inspect the lateral faces
(thrust faces), small scratches or scoves can be polished with emery cloth. See
limit of wear for the radial clearance'
* Cover (13):
The cover has also a thrust function to absorb all lateral forces from the coupling
on a small area on the outer diameter. Consequently this face may be subject to
wear. See limit of wear for the axial clearance.
If no real damages are found, a further dismantling of the internal coupling parts is not
necessary, of course as far as the limits of wear are not exceeded.
Page 43
CRANKSHAFT Ed. 7 E
7.6.5.3. Limits of wear and allowed tolerances.
Fig. 7.15
Coupling Type Total W(mm) X(mm) Axial coupling Radial coupling

wear clearance mounted clearance (mm)
(mm) damper (mm)
C41/2/58U 0.6 0.3 0.5 New: 0.30 – 0.40 New: 0.08 – 0.14
For 6DZC Used: max. 0.60 Used: max. 0.19
C44/2/98U 0.6 0.3 0.5 New: 0.30 – 0.40 New: 0.08 – 0.14
for 8DZC Used: max. 0.60 Used: max. 0.19
Remark for W:
"W" is the max. allowed clearance on both sides of the spring blades. If the blades are
pushed against one flanc of the notch on the inner star, the max. allowed clearance is
then 2 x W. This total wear limit must not be exceeded by the sum of spring wear and
spline flank wear.
Seal-O-rings:
The wear may maximally be 5% of the original rope diameter.
Page 44
CRANKSHAFT Ed. 7 E
7.6.5.4. Assembling of the coupling after inspection (fig.7.10 - 7.11)

The assembling of the coupling is included in the remounting of the vibration damper
on the engine (7.5.5.6). However, following points are to be considered :
- The outer diameter, clamping ring (29), must be concentric to the damper lateral
plate or flange (17) within 0,15 mm.
- The outer diameter, side plate (30), must be concentric to the damper lateral plate
flange (17) within 0,08 mm.
- The spring washers (6) under the head of the screws (7) must be coated with
OMNIFIT 250 VIOLET-M, LOCTITE GASKET 549 or equivalent.
- Tighten screws (12) to the torque given in the table see 7.5.5.5. .
7.6.5.5. Pump driving gear wheel.

This gear wheel is mounted on the inner star of the coupling. Inspect gear wheel for
damage and/or pitting. If in good condition, no dismantling is necessary. For the gear
wheels refer to chapter 9 also.
Page 45
CRANKSHAFT Ed. 7 E
7.7. SECONDAIRY POWER-TAKE-OFF (PTO)

7.7.1. DESCRIPTION (Fig 7.16)
Gedeelteljjk zichf vig pijl “x”

Partial view aac. to arrow
Fig. 7.16
The strength of the crankshaft gives the possibility to drive secondary machines at the
front-side of the engine. Therefore a shaft (14) is connected with the vibration damper
by means of a tightening set (5). The shaft (14) is supported by a bearing housing (1)
with a bush (2) that extends out of the pump gear case.
The whole is sealed by a oil seal (4).
An appropriate elastic coupling (12/13) brings over the necessary torque.

Code Jobs
O2-09 Complete overhaul of the viscous vibration damper
O2-22 Perform an overhaul of the PTO bearing, if present
Page 46
CRANKSHAFT Ed. 7 E
7.7.3. SPARE PARTS

Check the spare parts list of DZ engine.
7.7.4. TOOLS
7.7.5. MAINTENANCE
7.7.5.1. Dismantling secondary power-take-off on the engine (Fig. 7.16)
Next parts first need to be dismounted before the PTO shaft (14):
- Elastic coupling (12/13).
- Lubricating oil pipe on top of the bearing housing (1).
- Dismount the bearing housing (1).
- The tightening set is now ready to be dismounted:
* Loosen the tightening bolts evenly and crosswise in multiple steps.
* In case the tightening set (5) is jammed, the outer and inner ring can be
dismounted by making use of the push-off threads that are foreseen in the
tightening set.
* Prior to pull the PTO shaft (14) out of the tightening set (5), any rust on the shaft
has to be removed to avoid damaging the tightening set (5).
- Remove the shaft (14) out of the vibration damper in the engine.
7.7.5.2. Inspection of the secondary power-take-off

Inspection of the following parts is necessary:
- Check the bush (2) and the oil seal (4), replace if the wear is to bigg.
- Clean carefully the shaft (14), inspect the shaft for damage.
- Check thoroughly the condition of the tightening set (5).
Page 47
CRANKSHAFT Ed. 7 E
7.7.5.3. Mounting secondary power-take-off after inspection

The mounting is similar to the dismantling, but in reverse order. The bearing housing
should be tightened between bearing housing and gear case with Loctite 518.
Tighten the screws of the tightening set (5) with the following procedure:
- Degrease the inside bore of the shaft of the vibration damper and also the PTO shaft.
- Mount the tightening set over the hub of the vibration damper. The outer surface of
the hub needs to be clean and slightly oiled. Leave the bolts of the tightening set
loose until after the PTO shaft has been mounted into the vibration damper.
- Place the PTO shaft into the vibration damper.
- Tighten crosswise all the bolts to an initial tightening torque of 10Nm (1kgm).
- Torn the engine and measure with a dial gauge the runout tolerance of the PTO shaft.
Measure as close as possible to the tightening set. The runout measured here may be
maximal be 0.03mm. (preferably even less)
- If necessary, adjust shaft by tapping slightly on the shaft by means of a rubber
hammer.
- If the runout is 0.03mm or less, the tightening set may be permanently tightened on
the prescribed tightening torque of 100Nm (10kgm) with a torque wrench. Tighten
the bolts crosswise and evenly every time. Also tighten in as much steps as possible.
- Measure once more the runout. Adjust if necessary.
- Mounting the bearing housing with bush:
* Torn the engine until dial gauge shows a runout of max. 0.03mm downward.
* Mount the bearing housing with bush over the PTO shaft, and push it upward
0.03mm. This is called shifting the clearance to one side.
(for information: when the engine is turning, the crankshaft and the PTO shaft
will rise about 0.03mm upward “floating”).
* Mount the bearing housing to the pump gear case.
- Measure the runout as indicated in following figure. Runout may be max. 0.04mm .
Max. 0.04mm
CHAPTER 8
TIMING GEAR
(Assembly 16 - 17)
8.1. CAMSHAFT ................................................................................................................................. 1

8.2. TIMING GEAR WHEELS ......................................................................................................... 9
Page 1
TIMING GEAR Ed. 7 E
8.1. CAMSHAFT
8.1.1. DESCRIPTION (fig. 8.1 – 8.2)
The camshaft is located within a box integrally cast in the cylinder housing or block.
For each cylinder there is a separate stump or stub assembled by means of flanges
provided with centering and positionned by a dowel pin (20) and snap ring (33).
Between each cylinder the camshaft is supported by means of cast iron bearing
brackets (1 up to and with 4, for engines with camshaft plain bearing shells also
includes 2x nr. 34 fig. 8.2). At the driving side a special stub (18) is supported by a cast
iron guide bearing (23) fixed against the cylinder housing rear face. The end stub (17)
is slightly different from the others. All bearings are pressure lubricated. Each stub can
be removed separately. So it is not necessary to remove the complete shafting.
The drive end is foreseen with a hub (17 – fig. 8.3) with shrink disc (19 – fig. 8.3) on
which is mounted the camshaft gear wheel (16 – fig. 8.4). This gear is driven from the
crankshaft by means of a crankshaft gear and a set of intermediate gears. All gears have
helicoidal cut teeth.
On each stub there are 3 cams:
- Left : intake cam
- Centre : injection cam
- Right : exhaust cam
Component Mass (kg)

Driving stub 8.0
Cylinder stud 18.6
Intermediate flange 1.7
End stub 15.3
Bearing bracket without camshaft bearing shells 3.8
Bearing bracket with camshaft bearing shells 3.8
Guide bearing 4.0
Half bearing shell 0.18
Remark:
For prolonging reliability, engines without camshaft bearing shells can be
upgraded without any adjustment to the engine with new camshaft brackets plus
camshaft bearing shells.
Page 2
TIMING GEAR Ed. 7 E
DOORSNEDE AA
DOORSNEDE BB
Fig. 8.1
Page 3
TIMING GEAR Ed. 7 E
626.008.1100.03
Sect. 008
Fig. 8.2
Page 4
TIMING GEAR Ed. 7 E
Code Jobs
O1-05 Visual inspection of the distribution: gearwheels, cams,
camshaft bearing taps and bearings.
O2-20 Renew the camshaft bearings, if present.
8.1.3. SPARE PARTS
Fig. n° Ref. n° Description 6DZC 8DZC

QTY/cyl QTY/cyl
8.1 1-4 Bearing bracket for engines without
camshaft bearing shells
620.017.1100.02
8.2 1-4 Bearing bracket camshaft for engines 1 1

with camshaft bearing shells
620.017.1100.03
8.2 34 Half bearing shell 2 2

(620.017.9016.03)
For joints, gaskets, etc. we refer to the spare parts lists.
8.1.4. TOOLS.
Page 5
TIMING GEAR Ed. 7 E
8.1.5. DISMANTLING OF THE CAMSHAFT (Fig. 8.1 – 8.2)

Dismantling is only necessary in case of damage on cams, taps or bearings.
CAUTION
Opening a camshaft bearing without a specific reason
is not advisable !
1. Removing a cam stump or stub.

From the considered cylinder dismount:
- the cylinder head cover, the complete rocker levers with bracket and bridges
(chapter “Cylinder head”)
- the fuel injection pump in order to release the pump spring pressure on the tappet and
roller. (chapter “Injection system”)
Remove:
- the camshaft box cover and the luboil pipes to the bearing brackets where necessary.
- unscrew the six fixing screws (29) on the flange.
- unscrew the bearing 2 screws (27) with each one washers (22). Make sure not to lose
the screws and washers.
- separate the two flanges by pushing the shaft to the free end side by approx. 15/18
mm. The dowel pin (20) is visible now.
- tap slightly the dowel pin in such a way to free the snap ring. Remove the snap ring
and tap the dowel pin out of the hole.
- Remove the cam stump with bearing bracket.
- Dismantle the bearing bracket (1 up to and with 4 fig. 8.1 – 8.2) .
- For engines with cam shaft bearing shells (Fig. 8.2), remove the half bearing shells
(34) from out of bearing bracket (1 and 2 - Fig. 8.2)
Remark:
To be able to remove a determined stub, it may be necessary to remove first some or
other stub(s) following the table here bellow:
Page 6
TIMING GEAR Ed. 7 E
6DZC:
Stub to remove Stub to remove + additional stub to remove
Cyl. 1 Cyl. 2 Cyl. 3 Cyl. 4 Cyl. 5 Cyl. 6
Cylinder 1 X
Cylinder 2 X X
Cylinder 3 X
Cylinder 4 X
Cylinder 5 X X
Cylinder 6 X
8DZC:
Stub to remove Stub to remove + additional stub to remove
Cyl. 1 Cyl. 2. Cyl. 3 Cyl. 4 Cyl. 5 Cyl. 6 Cyl. 7 Cyl. 8
Cylinder 1 X
Cylinder 2 X X
Cylinder 3 X X
Cylinder 4 X
Cylinder 5 X
Cylinder 6 X X
Cylinder 7 X X
Cylinder 8 X
By removing stub 1 and/or 2 it is also necessary to dismount the oil feed pipe to the
camshaft bearing lubricating manifold.
8.1.6. DISMANTLING OF THE GUIDE BEARING (Fig. 8.1 – 8.2)

See point 8.2. Timing gear. If cam stubs and/or bearing brackets (with or without
bearing shells) have to be replaced, it is advisable to remove the camshaft driving gear
wheel in order to be able to rotate the shaft freely. This is usefull to check the smooth
rotation and/or if no sticking of the shaft is occuring.
Page 7
TIMING GEAR Ed. 7 E
8.1.7. MOUNTING OF THE CAMSHAFT (fig. 8.1 – 8.2)

- Mount all components in reverse order from dismounting. (8.1.5.)
- For engines with camshaft bearings:
- For mounting bearing shells the bearing seat (1) and cap (2) must be fully
dry. Neither oil nor grease present.
- The half bearing shells must also be fully dry especially the back side
that is to be mounted.
- When mounting a camshaft bearing shell, no special attention must be
given on which bearing shell to mount in the seat or the cap because the
shells are identical.
- Attention : when mounting a shell, pay special attention that the locating
lugs of the shells are placed correctly in the notches of the bearing seat
and cap.
- Make sure the bearing shells are even with the mounting surface per half
bearing seat.
- Refer to the tightening torque table for the different torques for mouting bearing
bolts. (See chapter general: 5. Tightening torques)
- Pay much attention to locate the dowel pin (20) and snap ring (33) in order to adjust
correctly the camshaft stubs.
- The intermediate flange is mounted with both faces coated with LOCTITE 549 or
equivalent.
- For other components see pt.8.2. and chapters 1 & 4 .
Clearance verification (See fig. 8.1 – 8.2)

After the complete camshaft has been mounted, the camshaft diametrical and axial
clearance needs to be verified. The following table indicate the min. and max. values
for new built engines.
Diametrical camshaft clearance (mm)

in guide bearing (23) min 0,07 – max 0,13
in bearing brackets (1) min 0,10 – max 0,16
in bearing brackets (1) min 0,10 – max 0,17
with camshaft bearing shells
Axial camshaft clearance (mm)

at guide bearing (23) min 0,08 – max 0,12
Page 8
TIMING GEAR Ed. 7 E
8.1.8. RUNNING-IN AFTER PARTS REPLACEMENT.

If camstubs, bearing shells or bearing brackets are replaced it is advisable to slowly
increase the engine speed to obtain the full speed only after a few hours. Temperature
measurement on bearing brackets can be usefull to check running in process.
Page 9
TIMING GEAR Ed. 7 E
8.2. TIMING GEAR WHEELS

8.2.1. DESCRIPTION (fig. 8.3 – 8.4)
The timing gear includes the following gear wheels:
- a gear wheel in 2 parts (1 & 2) mounted against a flange integral with the crankshaft.
For this purpose special screws (4) are used.
- a set of two roller gear wheels (9 & 11) running on a shaft (12) which is fixed in a
bearing bracket (5). The two gears are bolthed together with screws (13) and located
by an elastic pin (15).
- the camshaft drive gear (16) is mounted on a hub or boss (17) which is fixed on the
camshaft by a clamping system “Dynamobloc” (19).
All gears are inclosed within the engine by the flywheel side covers, the crankcase and
timing gear cover (18) and some small lateral covers. Gear tooth flanc clearance is
adjustable.
All gears are made from high tensile steel and have helicoidal cut teeth.
The idler gears shaft is pressure lubricated and gearwheels are lubricated by oil jets
arranged between them. This arrangement is different depending the rotation direction
A or K.
Component Mass (kg)

Crankshaft gear wheel 10.35
Idler gears and bracket bearing 33.25
Camshaft gear wheel 19.10
Timing gear cover 47.00
8.2.2. Recapitulation of the maintenance jobs.

Code Jobs
O1-05 Visual inspection of the distribution: gearwheels, cams,
camshaft bearing taps and bearings.
Page 10
TIMING GEAR Ed. 7 E
Doorsnede BB
CIL. 1
5
17
33
19 13
31 14
22
12
15
10 11
7
8 9
30 20
32
3
21
1 Fig. 8.3
Page 11
TIMING GEAR Ed. 7 E
34
B
Doorsnede AA
18
27
(198,7708)
90,10±0,05
323,32 ±0,03
Instelbaar
26
16
380,4±0,08
Instelbaar
290,63±0,03
B
580,4±0,05
23
200±0,03
28
25
A A
29
24
Fig. 8.4
Page 12
TIMING GEAR Ed. 7 E
8.2.3. SPARE PARTS

8.4 23 Distance washers 0.40; 0.35; 0.30; 0.25 mm 4x4
8.2.4. TOOLS
8.2.5. DISMANTLING OF THE TIMING GEAR (fig. 8.1 – 8.2 - 8.3 – 8.4)
Dismantling of the timing gear can be arranged in two stages.
1. Dismantling of the camshaft gear wheel and guide bearing.

- remove the hydraulic governor and the governor gear case (chapter 5).
- remove the timing gear case.
- remove the governor case driving gear wheel.
- remove the screws (33) and take away the gear wheel (16).
- remove the hub (17), the dynamobloc (19) and the driving stub (18) as a unit by
removing the screws (29 fig 8.1 – 8.2) on the stub flange and the screws (29 fig 8.1 –
8.2) on the guide bearing (23 fig. 8.1 – 8.2). Remove the oil lubricating pipe on the
guide bearing.
If further dismantling is necessary loose the dynamobloc (19) by following
procedure:
- loose all screws and remove the three with a different colour.
- in their places insert some longer screws with M12 threads instead of M10.
- strike slightly on the underside of the screw heads with a drift in order to free the
bicones.
- by means of a press, the hub can now be pushed from the driving stub to free the
guide bearing.
Page 13
TIMING GEAR Ed. 7 E
2. Further dismantling of idler gear wheels and crankshaft gear wheel.

This dismantling is only necessary in case of damage to the gear wheels proceed as
nr. 1 herebove and go on:
- remove the oil supply pipes to the idler gear bracket (5 fig. 8.3).
- loose the screws (28 fig. 8.4) and remove the dowel pin (24 fig. 8.4)
with nut (29 fig. 8.4).
- take away the bracket with idler gears (9 & 11 fig. 8.3) by loosing the four screws (8
fig. 8.3) with adjusting bushes (7 fig. 8.3), the cap (6 fig. 8.3) can be removed and
the shaft (12 fig. 8.3) becomes free as the gear wheels (9 & 11 fig. 8.3). Gear wheel
(9 fig. 8.3) is provided with a bronze bush (10 fig. 8.3). Both gear wheels are
mounted together with screws (13 fig. 8.3) and elastic pin (15 fig. 8.3) for the
positionning to each other.
Note:
The idler gear wheels bearing bracket is provided with:
- distance washers (23 fig. 8.4) for vertically adjustment
- slots and a dowel pin (24 & 29 fig. 8.4) for laterally adjustment. This adjustement
provides the facility to set the right gear tooth backlash between :
- the crankshaft gear (1 fig. 8.4) and corresponding idler gear (11 fig. 8.3)
vertically
- the idler gear (9 fig. 8.3) and the camshaft driving gear (16 fig. 8.4) laterally
Remove the crankshaft gear wheel (1 fig 8.3) by removing the screws (4 fig. 8.3) and
the special bolts (20 fig. 8.3) with the adjusting bushes (3 fig. 8.3). This gear wheel is
positionned to the crankshaft flange by the dowel pin (21 fig. 8.3). This gearwheel is
composed of 2 halves and mounted to form an assembly with another two halve rings
which are in 90° opposition to 2 half gears. One of this halve rings is provided with 2
threaded holes for dismounting purpose.
8.2.6. MAINTENANCE.
New gear wheels have only to be fitted in case of severe damage (broken tooth or
similar) or in case of excessive wear (when it is no longer possible to adjust the
clearances)
Slight pitting of the faces or slight burrs on the teeth do not necessitate renewal. Any
burrs should be removed with a smooth file or stone.
Inspect the side faces of idler gears (9 & 11 fig. 8.3) and the inner side contact faces on
the bearing bracket (5 fig. 8.3). If any roughness remove burrs and polish with fine
grain emery cloth.
Page 14
TIMING GEAR Ed. 7 E
8.2.7. ASSEMBLY OF THE TIMING GEAR (fig. 8.3 - 8.4 – 8.5)

1. Mounting the gear wheel on the crankshaft.
Mounting of this gear wheel is a precise job and accessibility is limited:
- bring the 2 half gears and the half rings together over the crankshaft tap and mount
with adjusting bushes (3 fig. 8.3) and screws (4 fig. 8.3).
- push the assembly against the mounting flange on the crankshaft and with the dowel
pin (21 fig. 8.3/8.5) in the slot provided for.
- mount the special bolts (20 fig. 8.3) through the flange, bushes and the complete
assembly and tighten the nuts according to the torque table.
MARK FACE
ADJUSTABLE TO
CORRECT BACK PIN(22)
LASH
ELASTIC PIN(15)
MARK
DOWEL PIN(21)
DOWEL PIN(21) - (MARK) - ELASTIC PIN(15) IN LINE

PIN(22) IN CENTER WITH 0
MARK ON CAMSHAFTWHEEL IN LINE WITH GEAR-CASE MOUNTING FACE
Fig. 8.5
Page 15
TIMING GEAR Ed. 7 E
2. Mounting of the idler gear wheels.

- Assemble the idler gear wheels (9 & 11 fig. 8.3/8.5) together with screws (13 fig.
8.3) and elastic pin (15 fig. 8.3) to position each to another.
- slide assembly on the shaft (12 fig. 8.3) with some oil and mount in the bearing
bracket (5 fig. 8.3) with the cap (6 fig. 8.3) and screws (8 fig. 8.3) over the adjusting
bushes (7 fig. 8.3). Tighten screws according to the tightening torque table in chapter
General 6-8DZC. Screws (8 & 13) are to secure by LOCTITE 245 or equivalent.
- Bar over the engine to bring crankpin of cylinder 1 at TDC (see reference mark on
the flywheel). In this position the dowel pin (21) is at the lowest level (see fig. 8.5)
or check the indication on the flywheel (see chapter injection system fig. 4.8b).
- Now place the assembly bearing-bracket/idler gears to mesh with gear (1 fig. 8.3/8.5)
in such a way that the mark on idler gear (11 fig. 8.3/8.5) is in the center line of the
dowel pin (21 fig. 8.3/8.5). Pose under the 4 legs of the bearing bracket distance
washers (23 fig. 8.4) of same tickness. Fit and tighten the four screws (28 fig. 8.4)
firmly.
- By means of a dial gauge with the pointer at square angle to the tooth flank measure
the backlash by rocking the idler gear. Backlash is given in the table hereafter.
- If not correct some distance washers must be added to increase backlash or some
must be removed to reduce backlash. Bear in mind that the total tickness of the
washer under each leg must be equal. Normally 1 tickness of the available washers is
sufficient to do the adjustement.
3. Mounting the camshaft gear wheel and guide bearing.

- If the hub (17 fig. 8.3), the dynamobloc (19 fig. 8.3) and the driving stub (18 fig.
8.1/8.2) have been removed as a unit together with guide bearing (23 fig. 8.1/8.2), it
can be remounted again as a unit. Fit the screws (29 fig. 8.1/8.2) on the stub flange
and the screws (29 fig. 8.1/8.2) on the guide bearing. Tighten the screws according to
the tightening torque table (see chapter General 6-8DZC). Remount the oil
lubricating pipe on the guide bearing. With a dial gauge on the shaft end, check the
axial clearance; to be between 0,08/0,12 mm.
- If the above parts are not removed as a unit proceed as follows:
* mount the driving stub (18) on the cylinder 1 stub with screws (29 fig. 8.1/8.2)
and tighten according to the tightening torque table.
* slide the guide bearing (23 fig. 8.1/8.2) over the stub and position it over the two
pins (one slattened (24) - one straight (26) fig. 8.1/8.2). Tighten screws on torque
(see tightening torque table: chapter General 6-8DZC).
* if a new guide bearing is mounted, remove the pins (24 & 26 fig. 8.1/8.2) from
the cylinder housing. Push the guide bearing in the uppermost position and
tighten the screws.
Page 16
TIMING GEAR Ed. 7 E
* Probably the pin holes may not correspond any more.

Proceed as follows :
* bore and reem two new holes and fit the pins.
* or bore and reem on a slightly greater diameter in the same holes and
fit bigger pins.
* To mount the hub (17 fig. 8.3) with dynamobloc (19 fig 8.3), the hub must be
heated slightly on a heating plate to approx. 100/120°C.
* Push and maintain the camshaft in the direction to the flywheel. Slide the hub
over the stub to fit wel against the collet. Release the camshaft and let cool down.
- Position the dynamobloc (19) span set and tighten the screws in several stages
following the diametral opposed figure. It is most important to measure the radial
and axial deviation with a dial gauge on the hub centering flange and mounting face
for the camshaft gear (16 fig. 8.4). If not correct, by tightening or releasing the
screws on the span set this deviation must be corrected as close as possible with:
* max. radial deviation : 0,03 mm
* max. axial deviation : 0,03 mm
- Fit the pin (22 fig. 8.3/8.5) on the hub and place the camshaft gearwheel in such a
way that the mark is in line with the gearcase mounting face (see fig 8.5). Now rotate
the camshaft to bring the pin in position with the hole provided on the gear wheel
(fig. 8.4/8.5). Fit the screws (33 fig. 8.3) and tighten on torque (see tightening torque
table chapter General 6-8DZC).
- Check all timing marks and pin positions again according to fig. 8.5 .
- Adjust the backlash between idler gear (9 fig. 8.3/8.5) and camshaft gear (16 fig.
8.4/8.5) by loosening the screws (28 fig. 8.4) on the bearing bracket and by sliding it
sidewards until the correct backlash is obtained. Backlash is to be measured by
means of a dial gauge placed on the camshaft gear with the pointer at square angle to
the tooth flank. The idler gears are blocked in position by wooden wedge. Measure
by rocking the camshaft gear. Backlash is given in the table hereafter. Tighten
screws (28 fig. 8.4) on torque (see tightening torque table chapter General 6-8DZC).
Probably the pin holes may not correspond any more. Proceed as follows:
* bore and reem a new hole and fit the pin
* or bore and reem on a slightly greater diameter in the same hole and fit
a bigger pin.
- Remount all lubricating oil pipes for the gear lubrication.
- Remount the timing gear case and the governor gear case (chapter 5).
- Mount the governor and connect to the engine (chapter 5).
Page 17
TIMING GEAR Ed. 7 E
8.2.8. GEARWHEEL BACKLASH TOLERANCES.

See fig. 8.5 .
Gearwheels New Condition Adjustment Sens of adjustment

required
1 & 11 0,17 to 0,28 > 0,5 Vertical with washers
0.40; 0.35; 0.30; 0.25 mm
(23 fig. 8.4)
9 & 16 0,15 to 0,26 > 0,5 Lateral sliding of bearing

bracket (5 fig. 8.3/8.5)
with idler gears.
Total 0,32 to 0,54 > 1,0
MAINTENANCE MANUAL DZC ENGINES Ch.9 p.1/60
date:
ENGINE DRIVEN PUMPS 6/July/2016
Ed. 07 EN
CHAPTER 9
ENGINE DRIVEN PUMPS

(Assembly 15 – 30 – 34 – 35 – 40)
(41 – 45 – 50 – 51 – 151)
9.1. PUMP GEAR CASE. ............................................................................................................... 2

9.2. FRESH WATER PUMP (H.T.- WATER PUMP). ............................................................. 16
9.3. SEA WATER PUMP. ............................................................................................................ 21
9.4. FUEL FEED PUMP (SF2/8) ................................................................................................. 30
9.5. FUEL FILTRATION ............................................................................................................ 35
9.6. LUBRICATING OIL PUMPS / PRESSURE VALVES. ................................................... 39
9.7. HAND PUMP. ........................................................................................................................ 52
9.8. THERMOSTATIC VALVE OIL CIRCUIT ...................................................................... 54
9.9. THERMOSTATIC VALVE WATER CIRCUIT ............................................................... 56
File: B24_09_dd2016_07_06_Ed008_EN_Engine_Driven_pumps
date:
Ed. 07 EN
9.1. PUMP GEAR CASE.

9.1.1. DESCRIPTION (fig. 9.1. - 9.2. - 9.3. - 9.4.)
The pump gear case (2) is fixed to the crankcase by means of an intermediate flange (3)
The pump gear case contains :

- the torsional vibration damper with elastic coupling for the pump driving gearwheel
(16)
- the intermediate shafts for driving the oil and the water pumps (15)
- the intermediate shaft (14) for driving the water pump and the fuel feed pump
The pump gear case front side is provided to support

- the fresh water pump or HT-pump
- the sea water pump or LT-pump
- the oil pumps (lubricating and scavenge in case of dry sump)
- the fuel feed pump
- a free driving available behind the cover
- a lubricating oil relief valve
The pump gear case front side is provided with a central bore to receive a support
bearing for a secondary power take-off shaft.
To be able to reach the pump gearcase for dismounting, first following parts must be
removed:
- the control box and support.
- the lubricating oil filters and support - lub oil piping.
- the water pumps and water piping.
- the oil pump and oil piping.
- the fuel feed pump with fuel piping.
- the secondary shaft if existing.
- other driving if existing.
Component Mass (kg)

Pump gear case provided with the 4 intermediate shafts & roller bearings 181
date:
Ed. 07 EN

Code Jobs
See B34 chapter
O1-06 Inspect the pump driving gear wheels in the gearcase. driven pumps” –
case”
O2-08 Check the gearwheels pumpcasing,.
Renew the bearings.
Visually check the gearwheels and measure the gearwheel

clearances.
9.1.3. SPARE PARTS

9.1 5 Joint (free end cover) 1
9.1 7 Joint (cover) 1
TO FORESEE AT OVERHAUL 03-06 or 48.000 Service Hours.

9.3 28 Tapered roller bearing 2 or 3
9.3 29 Tapered roller bearing 1
This table only deals with spares for pump gear case. Joints and washers for the pipes
connected to it, are mentioned in the spare parts list.
date:
Ed. 07 EN
Section
Doorsnede AA
4-5
Fig. 9.1
date:
Ed. 07 EN
36-56
39-57
B B
A30-5
A30-4
Fig. 9.2
date:
Ed. 07 EN
Section
Doorsnede BB
A40-17 /
A41-42
A40-17
Section
Detail D Doorsnede CC
Fig. 9.3
date:
Ed. 07 EN
9.1.4. TOOLS
All tools hereafter are only used for roller bearing replacement except the eye bolt.
Code Jobs
*620.084.4200.01 Ram for mounting inside bearing ring diam. 34,925 mm
*620.084.4400.01 Tool for mounting/dismounting distance ring diam.34,925 mm
*620.084.4500.01 Tool for mounting/dismounting distance ring diam.45,242 mm
*620.084.4800.01 Stop for intermediate shaft for mounting bearing d.45,242mm
*620.084.4900.01 Ram for mounting intermediate gear driving water pumps
*620.084.5100.02 Ram for mounting radial joint ring in pump casing
*620.084.9008.01 Ram for mounting outside rings of bearing diam. 34,925 mm
*620.084.9009.01 Ram for mounting outside rings of bearing diam. 45,242 mm
100.933.012.000 Lifting eye bolt.

9.1.5. INSPECTION OF THE PUMP DRIVING GEAR WHEELS

During the overhaul of the pumps, the internal parts (gear wheels) of the pump driving
case become visible and accessible. Inspect visually the gears, teeth and freedom of
rotation of the roller bearings.
Dismounting of the gear case is only necessary in case of damage (breakage of teeth),
damaged roller bearing or exaggerated wear. This means when the flank clearance or
backlash exceeds 0,35 mm.
Replacement of roller bearings is recommended at maintenance interval O3-06
(48 000 service hours).
Remark :
Do not mix the different parts of a roller bearing set with these from another set, they
are factory adjusted !
date:
Ed. 07 EN
9.1.6. DISMOUNTING - Fig .9.1 - 9.2 – 9.3

1. Dismounting the gear case - removing from the engine.
If the gear case is free of all mounted components and if the oil level is lowered
sufficiently (wet sump), it can be dismounted:
- remove all screws M20 (36,37). The gear case now rests only on the two pins
(23,33). The intermediate case (3) engine must not be removed.
- place the lifting eye bolt in the provided thread M12 and fix it with a rope to a crane
or tackle. Bring some tension on the rope.
- four holes with thread M10 are provided to push-off the gear case.
- during this operation, take great care not to damage the gear wheels.
- inspect the pump driving gear wheels as under 9.1.5.
- if they all are in good condition and if the tapper roller bearings should not be
replaced, no further dismantling is necessary.
- clean the gear case from eventual sludge or deposits.
2. Dismounting of the intermediate shaft driving water pump(s) (Fig. 9.3. - 15)
- Remove the lock nut (30), safety ring (31) and the pressing ring (24)
- Remove the gear wheel (18) with a part of the roller bearing (28), the first roller row,
the two outer rings and the distance ring. The second roller row is on the shaft.
- With a copper drift gently knock-out the outer rings. Knock alternately on opposite
diameter to avoid jamming of the ring in the bore.
- The distance ring may now be removed from the gearwheel by the special tool
620.084.4400.01 - fig. 9.4 and a circlips plier.
Tool: 620.084.4400.01
Fig. 9.4
date:
Ed. 07 EN
3. Dismounting of the intermediate shaft driving fuel feed pump (Fig 9.3 - 14).
- Avoid the rotation of the gearwheel (17) by interposing a copper plate between gears
(18) or (22)
- Remove the nut (30), safety ring (31) and the pressing ring (24)
- Remove the gearwheel (17)
- With a copper drift knock slightly on the shaft, the first roller row becomes free, the
second row is on the shaft.
- With a copper drift gently knock out the outer rings. Knock alternately on opposite
diameter to avoid jamming of the ring in the bore.
- The distance ring may now be removed from the gear case by the special tool
620.084.4500.01 - fig.9.5 and a circlips plier.
Tool: 620.084.4500.01
Fig. 9.5
4. Dismounting of the intermediate shaft driving sea water pump (15)
- Remove the four screws (45) and take apart the gear wheel (22)
- Now proceed in the same way as for 2).
5. Dismountng of the intermediate shaft driving oil pump (15)

- Remove the four screws (44) and take apart the gear wheel (19)
- Now proceed in the same way as for 2).
date:
Ed. 07 EN
9.1.7. REPLACEMENT OF ROLLER BEARINGS

Clean all parts, specially the small lub oil bores!
1. Mounting of the intermediate shafts driving oil/water pump (15)

For the two or three shafts (depending the application) the principle is identical.
- Mount the second roller row with special tool 620.084.4200.01 indicated on fig 9.6
below.
Tool: 620.084.4200.01
Press
or hammer blow
Fig. 9.6
- Place the distance ring in gearwheel groove. For easy job use tool 620.084.4400.01-
fig.9.4.
- Place the distance ring over the shaft in such a way that the gap lets an oil bore free.
- Mount in the gearwheel bore the two outer bear.rings with a ram tool
620.084.9008.01 . Use a press or hammer it in carefully - see fig.9.7.
- Place the gear wheel on the shaft
- Mount the first roller row with the special tool 620.084.4300.01- fig.9.8.
- Place the pressing ring (24) with safety ring (31) and tighten lock nut (30) according
the torque table (See General 5: Tightening torques).
date:
Ed. 07 EN
Tool: 620.084.9008.01
Press
or hammer
blow
Fig. 9.7
Tool: 620.084.4300.01
Press
or
Hammer
blow
Fig. 9.8
date:
Ed. 07 EN
2. Mounting of the intermediate shaft driving fuel feed pump (14).

- Mount the second roller row with special tool 610.084.4600.01 - fig.9.9.
Press
or
Hammer
blow
Tool: 620.084.4600.01
Fig. 9.9
Tool: 620.084.9002.01
Press
or
Hammer
blow
Fig. 9.10
date:
Ed. 07 EN
- Place the distance ring in the housing (gear case) groove. For easy job, use tool
620.084.4500.01 - fig.9.5. Place the ring in the housing in such a way that the gap
lets the oil bore free.
- Mount in the bore the two outer rings with a ram -tool 620.084.9002.01 - See fig.
9.10. Hammer it in carefully.
- Now place the shaft in the bore and stop it with tool 620.084.4800.01 provided for.
At the other end of the shaft a ram - tool 620.084.4700.01 - fig.9.11 is used to
hammer in the first roller row of the bearing. Do not forget to place first the distance
ring over the shaft.
Tool: 620.084.4700.01
hammer blow
Press or
Tool: 620.084.4800.01
Fig. 9.11
- Place the gearwheel (17) with tool 620.084.4900.01 - fig. 9.12 .
Tool: 620.084.4900.01
Press or
hammer blow
Fig. 9.12
date:
Ed. 07 EN
- Smear the shaft and the bore with grease Shell Alvania R or equivalent
- Place the radial oil seal (50) with a ram - tool 620.084.5100.02 - fig.9.13 .
Push it in by hand and by knocking with the hand on the ram. If necessary knock
only slightly with a hammer on the ram.
Tool: 620.084.5100.02
Push in or hammer
slightly
Fig. 9.13
9.1.8. MOUNTING THE GEAR CASE ON THE ENGINE - Fig.9.1 - 9.2 - 9.3
Clean all parts, especially clear the contact surfaces from all rests of Silastic (Silicon
Sealant).
1. Mounting on the engine.
- Place the lifting eye bolt in the provided thread M12 and fix it with a rope to a crane
or tackle.
- Measure the backlash clearance between the gear teeth flanks (see table with values
hereafter)
- Smear the mounting face of the gear case with Loctite 574.
- Present the gear case over the two pins (23) and (33) and push it against the
mounting face of the intermediate plate (3).
- Measure the backlash between the central gear (16 – Fig 9.1) and gears (17 & 19 -
Fig 9.1). Minimum required backlash approx. 0,10 mm. If on one side too much and
date:
Ed. 07 EN
the other side too less backlash is measured, the pump gear case can be pulled
upwards or downwards depending the case, to equalize somewhat the backlash.
- Tighten the gear case with the screws (36, 37). Tighten them all around according to
the torque table.
2. Normal backlash.
Backlash is in principle not adjustable. Small changes are only possible by:
- pulling the gear case over the pins (upwards or downwards).
- pulling the pumps laterally in their housings.
The backlash is measured by miniature dial gauge or puppitaster. Place the pointer at
square angle on.a tooth flank and move the gearwheel by hand; the other wheels of the
system must be kept standstill. It is advisable. to measure over about 4 places around
the gearwheel.
Since it is very difficult, due to accessibility, to measure backlash with the pump
mounted, it is advisable to do it when the gear case stands still apart from the engine,
the pumps being mounted temporarily.
Backlash tolerances (ref. to fig. 9.1 till 9.3 for gear numbers)
Gearwheels Backlash tol. (mm)

16/17 0.10 to 0.22
17/18 0.09 to 0.19
18/HT-pump (A40-17) 0.09 to 0.19
17/22 0.09 to 0.19
21/LT-pump (A40-17 / A41-42) 0.10 to 0.20
16/19 0.10 to 0.22
20/luboil pump (A30-4) 0.09 to 0.19
20/scavenge pump (A30-5) 0.09 to 0.19
date:
Ed. 07 EN
9.2. FRESH WATER PUMP (H.T.- WATER PUMP).

9.2.1. DESCRIPTION (Fig. 9.14 (a,b) )
The fresh water pump is a centrifugal pump driven from the crankshaft by a gear train
and flanged on the pump driving gear case.
The fresh water pump keeps the H.T. water in circulation over the engine i.e. over
cylinder housing, cylinder heads, turbocharger and heat exchanger.
The pump is not self-priming; consequently it must be provided with the necessary vent
plugs. For the same reason the HT-circuit must be adequately vented to avoid any air
trap.
The pump consists of:
- a shaft (21) with taper dubble roller bearing (25).
- a driving gear (17)
- a blade wheel (6) fixed on the shaft with a fixing nut (8) and lock ring (7)
- water tightness is assured by a mechanical shaft seal (14) and a rotary shaft seal (15)
- the rotating assembly is mounted in the body (1) and provided with cover (4) which
includes the bearing housing.
- bearing lubrication is assured by oil projections from the gear case.
Component Mass (kg)

Fresh water pump complete 6-8DZC 33.6

Code Jobs
O1-03 Overhaul of the seawater pump, softwater pump.
Check the anodes in the cooling water circuit and
renew if necessary.
date:
Ed. 07 EN
9.2.3. SPARE PARTS

Fig. n° Ref. n° Description Qty/pump
9.15 14 Mechanical shaft seal 1
9.15 7 Lock ring 1
9.15 13 Distance washer 1
9.15 25 Double row tapper roller bearing 1
9.15 15 Rotary shaft seal 1
9.15 11 Joint 1
9.2.4. TOOLS
Code Description.
620.083.9002.01 Tool for removing fresh water pump
Pliers for circlip with straight jaws for inner diameter
date:
Ed. 07 EN
Delivery side
Perszijde
Direction of rotation
A
Draaizin
A
Doorsnede A-A
Section A-A
X
I
Suction side
Zungzijde
Fig. 9.14
date:
Ed. 07 EN
Tool: 620.083.9002.01
Fig. 9.15
9.2.5. DISMANTLING OF THE PUMP (fig.9.14 and 9.15)
1. Removing from the engine.
- Drain the fresh water circuit.
- Drain the water from the pump with drain cock (28).
- Disconnect the flanges from suction and pressure pipes.
- Remove the screws (2) securing the pump on the gearcase and take apart the pump as
a unit. Special press screws M14 tool 620.083.9002.01 can be provided for this
purpose.
2. Dismantling the pump.

- Remove the cover (4) by unscrewing screws (12)
- Place the complete pump in a vice by fixing the gearwheel between the jaws using
protection pads in soft material. Unlock the ring (7) and remove the fixing nut (8) by
using a wrench (key size 30) through the pressure bore (outlet).
Be carefull this nut is a left tightening nut,
for unscrewing turn clockwise!
- Further unscrew (counter clockwise) the blade wheel (6) from the pump shaft (21).
- Unlock the lip of ring (19) from off the 2 nuts (20) and loosen the nuts. Followed by
removing the pump gear (17), doing this by slightly ticking the gear free with a
plastic or wooden hammer. Remove the inner pressing ring (18).
- Next unscrew the screws (23) and remove the pressing ring (24).
- Now to remove the shaft (21) with the bearing (25), one must tick with a wooden
hamer on the shaft from the pump side to the gear side. Tick until the shaft is clear.
- When the shaft with the bearing is removed, the mechanical seal (14) and rotary shaft
seal (15) may be removed from the body (1).
- For renewal of the taper roller bearing, To remove the bearing one can use a press for
removing the bearing from the shaft.
date:
Ed. 07 EN
- In case a new taper roller bearing (25) must be fitted, do not forget to install the inner
spacer ring of the bearing for the exact axial clearance.
9.2.6. INSPECTION OF PARTS

Check if the following parts are in good condition
- The impeller and its fixing onto the shaft with fixingnut. Slight cavitation signs at
the roots of the blades are acceptable. If some material is missing at the blades,
rendering it less stronger then it is recommended to change the blade wheel, also in
case of other damage.
- The taper dubble roller bearing.
- The gear wheel.
Damaged seals must be renewed. When such a complete dismantling occurs, renewal of
shaft seals (14 & 15) is highly recommended.
9.2.7. ASSEMBLY
1. Assembling the pump
- The procedure is the reverse of the dismantling procedure
- If the blade wheel has been renewed after assembly, the clearance X must be
measured. Value: 0,3 to 0,7 mm. This distance, if not correct, can be modified by
means of the distance washer (13) between the body (1) and the cover (4).
- Tighten the nuts (20) according to the torque table and secure with a new lock ring
securing the 2 nuts. The upper side and only the upper side of the lock nut (=nut side)
must be greased in with Molykote.
- Screw on the blade wheel (6) turning clockwise and tighten according to the torque
table. Use for this LOCTITE nr.245.
- Install lockring (7) and tighten nut (8) according to the torque table.
Attention this nut is a left turned nut therefore tightening must be done turning
counterclockwise. Use for this LOCTITE nr.270.
- For all threads carefully search for the beginning of the thread avoiding damage to
the thread.
2. Fitting on the engine

- Mount in reverse order from removing. Take care not to damage the gearwheels by
introducing the pump into the gear case.
- After remounting on the engine, the flank teeth clearance must be checked. See table
under 9.1.8 (Backlash tolerances table).
- Connect the water piping and check for tightness.
date:
Ed. 07 EN
9.3. SEA WATER PUMP.

9.3.1. DESCRIPTION (fig. 9.16 & 9.17)
The sea water pump is a self priming rotary pump, driven from the crankshaft by a gear
train and flanged on the pump driving gear case. The sea water pump provides the
cooling water for the charge air cooler, the lub oil cooler and the heat exchanger (fresh
water cooler).
The pump consists of:

- a shaft (12) with roller bearings(14 and 18).
- a driving gear (42)
- an impeller (27) with distance ring (26) and two port plates (25), one at each side of
the impeller. The impeller is fixed on the shaft with a key (5), a nut (3) with washer
(4).
- water tightness is assured by mechanical seal with contact ring (23) and a rotary seal
(20) and a water thrower (21).
- the rotating assembly is mounted in a bearing housing (13) and in two half bodies (1
and 7), sealed together with a seal-O-ring (6) and a V-clamp system with nuts and
bolts(34).
- lubrication by oil supply from the engine
- the presence side is provided with a pressure relief valve
Component Mass (kg)

Sea water pump complete for 6DZC 70.4
date:
Ed. 07 EN

Code Jobs
M1-03 Clean water filters if provided.
O1-03 Overhaul of the seawater pump, softwater pump. Check the

anodes in the cooling water circuit and renew if necessary.
9.3.3. SPARE PARTS

9.15 9 Tab washer 4
9.15 14 Roller bearing 1
9.15 15 Locking washer 1
9.15 18 Roller bearing 1
9.15 19 Seal collar 1
9.15 20 Rotary shaft oil seal 1
9.15 21 Water thrower 1
9.15 23 Mechanical seal with contact ring 1
9.15 24 Seal spacer 1
9.15 30 Shim 0.25 (as required) 1
9.15 31 Shim 0.35 (as required) 1
9.15 38 Tab washer 1
date:
Ed. 07 EN
X
X
Fig. 9.16
date:
Ed. 07 EN
9.3.4. TOOLS
Code Description.
*620.084.9015.01 Assembly cone for mechanical seal.
*620.084.5200.01 Tool for dismounting the impellor
Pliers for circlip with straight jaws for inner diameter

* Special tool, not standard delivered with the engine (only delivered on request).
9.3.5. DISMANTLING OF THE PUMP (fig.9.16)

1. On the engine.
Inspection and replacement of the impeller is possible with the pump remaining on the
engine.
- Shut-off the sea water supply and drain-off the water with cock (44).
- On the non-drive end half body (1), disconnect the V-clamp halves (40) from the
installation piping.
- Disconnect the V-clamp halves (34) between the two half bodies and remove the
non-drive end half body (1).
- Remove split pen (2) and unscrew the nut (3), remove the washer (4) and place the
special tool 620.084.5200.01 to remove the impeller (Fig.9.17). Extraction holes are
provided in the impeller (M10).
date:
Ed. 07 EN
Tool
620.084.5200.01
Fig. 9.17
2. Removing the complete pump from the engine.
- Shut-off the sea water supply and drain-off the water from the circuit and the pump.
Drain cock (44).
- Disconnect the 2 V-clamp halves (40) from the installation piping on the two half
bodies (1& 7). Disconnect the lub oil supply pipe.
If no assistance is available, mind the weight!
Attach a rope around the pump at two places and hang on a tackle.
Put some tension on the rope.
- Remove the screws (45) on the adaptor (41) and take apart as a unit by using the
tackle.
date:
Ed. 07 EN
3. Dismantling of the pump.

- The gearwheel (42) is mounted with a dynanobloc. Bicone clamping set (43).
Remove the 10 screws on the set. Instead of the remaining two of another color, put
two screws M8 and tighten them equally in order to release the bicones. Take apart
the gear and the clamping set.
- Remove the impeller as described under point 1.
- Remove the distance ring (26) and the seal spacer (24) with shims (30 and 31) if
available.
- Unscrew the four nuts (10) and remove the drive end half body (7) with port plate (25)
- Remove the adaptor(41) from the bearing housing(13) after removing the self locked
nuts (47)
- Now the mechanical seal with contact ring (23) and the rotary shaft oil seal (20) with
water thrower (21) are free for eventual replacement.
- If roller bearings (14 and 18) need to be replaced, further dismantling is necessary.
Remove the screws (39), the lock nut (16) with locking washer (15) and take apart
the seal housing (37) and spacer (35).
- Press on the drive-end of the shaft until the inner race of the roller bearings (18) is
clear of the bearing housing (13). If no press available, a soft hammer may be used to
withdraw the shaft (12).
- Remove the roller bearing (18) and collar (19) from the shaft using an extractor or a
press.
- Re-insert the shaft from the non-drive-end and press out the roller bearing (14).
Remove it from the shaft.
- Withdraw the outer race of the roller bearing (14) from the housing (13) with a pully
extractor.
9.3.6. ASSEMBLING OF THE PUMP (fig.9.16)

1. The pump-assembly.
- Thoroughly clean all components
- Press the outer race of the roller bearing (18) into the housing (13).
- Press the location roller bearing (14) on the shaft, insert the shaft from the drive end
and press in.
- Press seal collar (35) on the shaft.
- Side the inner race of the bearing (18) on to the shaft and press home.
- Secure the bearing by fitting circlip (17), use appropriate pliers tool.
- To fit the seal collar (19), clean the shaft (12) and the bore of the collar with a
degreaser like “Ultra clean” (Innotec) or equivalent. Dry by air. Apply a thin bead of
Loctite 641 to the leading edge of collar bore and shaft. Fit the seal collar with a
twisting action to ensure good Loctite distribution. Allow Loctite to cure about 4
hours before running the pump.
date:
Ed. 07 EN
- Press the seal (20) into the housing (13) ensuring the spring faces the bearing.
- Push the water thrower (21) on to the shaft against the seal collar (19).
- Fit seal housing (37) with screws (39) and tab washers (38).
- Fit locking washer (15) and lock nut (16). Tighten nuts and bend down a tab on the
washer into a slot in the nut.
- To fit contact ring of the mechanical seal (23), clean the contact ring housing.
Slightly wet the housing with a solution of 3 % detergent (Oltec Clean 9100 (IAS))
and carefully enter the ring into the housing.
- Re-assemble the drive end body (7) to the bearing housing (13). Tighten nuts (10)
and press down tab on tab washers(9).
- Clean the shaft, using an adequate degreaser like “Ultra clean” (Innotec) or
equivalent to eliminate all trace of grease and dirt. Slightly wet the shaft and the
mechanical seal (23) with a solution of 3 % detergent (Oltec Clean 9100 (IAS)). For
old seawater pumps which have no mounting chamfer on the shaft for the mechanical
seal, also wet the therefore to use mounting tool 620.084.9015.01 (see Fig. 9.18) . Do
not use grease. Surfaces on contact, ring and mechanical seal must be free from dirt
and grease!
- Push the seal (23) over the shaft, for old type of seawater pump without chamfer use
assembly cone tool code 620.084.9015.01 to protect the seal face (Fig. 9.18).
- Push the port plate (25) home into the body. On the back, lugs are provided to fit into
slots on the body. Slide the seal spacer (24) on the shaft against the mechanical seal
(23).
Tool 620.084.9015.01
Fig. 9.18
Note:
Tool only to be used with old type see water pump without chamfer on shaft.
date:
Ed. 07 EN
2. Impellor and port plates.

- Place the shims (30/31) on the shaft. These shims are important as they relatively
locate the impeller (27) to the port plates (25). The clearance X measured on each
side must be within 0,18 to 0,23 mm.
- How measuring the clearance:
* Because the width of the distance ring (26) is greater then the impeller width +
twice the side clearance (X + X ), so the impeller is automatically centered once
the correct clearance is obtained on one side, this of course assuming the parts are
not worn.
- The easiest way to check clearance is to mount the impeller with a known value for
the shim thickness in order that the impeller runs free from the drive end port plate.
- Then place the distance ring (26) over the impeller and measure the clearance with a
feeler gauges and a ruler placed on the distance ring. Now, calculate the thickness to
add or to substract to obtain the prescribed clearance of 0,18 to 0,23 mm and
consequently make the choice for the shims if needed.
- If correct, continue the assembly.
- Insert key (5) in the key way on the shaft. Press the impeller (27) on the shaft.
- Assemble the washer (4) and nut (3) until the impeller is fully home. Tighten nut (3)
according to the torque table. Do not forget to install the split pen (2) for locking and
securing the nut on the shaft.
- Place the seal-O-ring (6) on the distance ring (26) and press the ring into the drive
end body (7). Place port plate (25) into the non-drive end body (1). Ensure that the
lugs go into the slots in the body and press over distance ring.
- Lock the body halves with the V-clamp.
3. Fitting on the engine.

- Mount in reverse order from dismounting. Take care not to damage the gear wheels
by introducing the pump into the gear case. The best way for this purpose is to attach
the pump, hanging it horizontally with a rope fixed to a tackle.
- After remounting on the engine, the flank teeth clearance must be checked. See table
under point 9.1.8. .
- Connect the V-clamp halves to the installation piping and check for tightness.
date:
Ed. 07 EN
9.3.7. STARTING UP / LUBRICATION

- Open the sea water supply. If the pump is under water level by opening, the vent
plugs and air can be removed.
- If not, fill the pump with water; the pump will continue to self prime at all
subsequent starts. Bleed the complete system.
- The pump is lubricated with engine oil. A pipe connection is provided for.
9.3.8. PRESSURE RELIEF VALVE

- The pressure side is provided with a pressure relief valve to avoid overpressures if
operating against closed valve.
- The pressure on the relief valve is set at 3 bar.
- The maintenance of this valve consists to check if no leakage occurs at pressure
below the setting point, if setting point is correct and to check if no leakage occurs
after closing again.
- If leakage occurs, valve must be lapped with the seat.
date:
Ed. 07 EN
9.4. FUEL FEED PUMP (SF2/8)

9.4.1. DESCRIPTION - (Fig. 9.19 - 20)
The purpose of this engine driven pump is to provide the fuel injection pumps with the
necessary fuel amount under a determined pressure. The pressure is regulated in the
system by relief valve(s).
The pump is driven from an intermediate gearwheel in the pump gear case over a
flexible coupling.
The pump is of the gear type.
Fig. 9.19
date:
Ed. 07 EN
Intermediate shaft driving waterpumps

(Sect.015 code 620.015.9013.07)
(See page 1)
Fig. 9.20
Component Mass (kg)

Fuel feed pump complete SF2/8 7.25
date:
Ed. 07 EN

Code Jobs
O2-11 Overhaul the oil and fuel feed pump.
Replace the fuel feed pump connection and sealings.
9.4.3. SPARE PARTS

9.19 8 Rotary shaft seal 1
9.19 18 Joint 1
9.19 21 Flexible coupling 1
9.4.4. TOOLS
date:
Ed. 07 EN
9.4.5. MAINTENANCE
If the fuel used by the pump is free from dirt and water, the fuel feed pump does not
normally require maintenance. However, at the given maintenance interval, it is
recommended to check :
- the flexible coupling (21)
- the pump for leakage at seal-O-rings (18, 10) and at the rotary shaft seal (8).

1. Removing from the engine.
- Unscrew the four screws (24) and take off the complete pump.
- Inspect the flexible coupling (21). Look if the synthetic coupling part is in good
condition. Signs of wear are evident if material dust is present in the adaptor (22 –
Fig 9.20).
- Inspect the rotary shaft seal (27 - Fig 9.20). If no leakage, replacement is not
necessary. The adaptor (22) is also provided with a leakage indicating hole.
2. Replacing the flexible coupling.

- The coupling must be replaced as a unit, i.e. a primary hub, coupling part in synthetic
material, a secondary hub and the keys (5 - fig 9.19 and 26 - fig 9.20).
- Remove the adaptor (22 - fig 9.20) from the engine by removing the screws (25 – fig
9.20).
- Remove now the hubs respectively from driving shaft and pump shaft.
- Inspect the key and key grooves. Replace damaged keys.
- Put a new flexible coupling and remount.
3. Replacing the rotary shaft seal (8) and ball bearing (7). (Fig. 9.19)
- Remove as mentioned under point 2 hereabove.
- Remove the key (5) from the shaft.
- Remove set nuts (14) and remove cover (2) together with the ball bearing (7), rotary
shaft seal (8) and 2 circlips. (9)
- Remove the first circlips (9) from the cover (2) with a circlips plier.
- Remove the rotary shaft seal (8) from out of the cover.
- Remove the 2nd circlips (9) with a circlips plier.
- Remove, from the pump side, the bearing (7) using a threaded rod and nut or a
copper drift knocking only on the center of the bearing.
- If there is dirt to be seen, clean the housing using an adequate degreaser like “Ultra
Clean” (Innotec) or equivalent. Dry by air.
- Reinstall cover (2) to the body (1) together with the gears. Doing this making sure
that the O-ring is adequately in place. Tighten nuts (14).
date:
Ed. 07 EN
- Place a new ball bearing over the shaft. Use for this an adequate bearing mounting
drift. Do not use grease! Tick the bearing until it is fully against the back of the
chamber.
- Mount the first circlips (9) using a circlips plier. Also degrease.
- To mount the rotary shaft seal (8). It must be mounted with the open side towards the
bearing. To mount, do NOT USE GREASE. Carefully put the seal over the shaft.
- Carefully place the second circlips (9)
9.4.6. ASSEMBLY
- If the seal O-rings or other joints are subject to leakage, they must be renewed.
- Keep all parts clear.
- Remount in reverse order from dismantling.
date:
Ed. 07 EN
9.5. FUEL FILTRATION

9.5.1. DUPLEX FUEL FILTER
Description:
The filters are designed to filter fuel from particulate matter and thus to provide clean
fuel oil to the engine.
Component Mass dry Mass wet

(kg) (kg)
Duplex fuel filter 16 20
date:
Ed. 07 EN
Working principle:
In general the fuel is passed through a filter vessel containing a filter element which
filters the fuel. The filer is designed to enable continuous use by incorporating a
standby filter vessel which can be brought into operation by actuating the changeover
so the contaminated filter can be replace during operation of the engine at the required
mainentance interval.
Recapitulation of maintenance job:

Code Jobs
C1-04 Drain off any water from the day fuel tank and/or the water
separator. (in fuel line)
M2-03 Check if renewal of the elements of the fuel filters is

necessary. Frequence of renewal depends on quality of the
fuel and possible contamination of the filter element.
M3-01 Renew elements of the fuel filters.
Maintenance
See Operating Manual chapter “General Directives”.
Changing filter elements

See Operating Manual chapter “General Directives”.
date:
Ed. 07 EN
9.5.2. FUEL FILTER/WATER SEPARATOR

WARNING
When servicing the separator and/or maintenance on fuel lines, no glowing objects,
open lights and or discharging equipment may be present which can cause fire
hazard. Also the engine is considered as a hot surface so therefor no service may be
done to fuel related engine/installation parts until the engine is completely cooled
down to prevent fire hazard.
Always use adequate PPE’s (personal protective equipment) like fuel resistant gloves,
protective goggles and full cover facial protection.
Description:
The fuel filter/water separator operates by a three stage system, filtering out all harmful
solid particles and liquid impurities which are heavier than diesel fuel that would
otherwise cause engine problems.
Working principle:
- First stage:
Separation of foreign solids and of
liquid impurities by centrifugal
action.
- Second stage:
Very small particles rise within
the fuel to the top of the conical
insert and collect on its sloping
surfaces. In time these fractions
build up and gradually sink to join
the impurities separated in the
first stage.
- Third stage:
Fine filtering of the fuel in the
filter element (3).
Maintenance:
The separator needs to be checked
daily for accumulated water and dirt
in the bowl and if necessary drained
off.
date:
6-7
Ed. 07 EN
Attention:
Do this only when engine has fully stopped.
Change filter element:
Unscrew the tightening screw of the separator. For changing of the filter element (3) it
should be steadily rotated while being carefully withdrawn from the housing. The new
element is inserted by reversing this procedure. After changing the element, always
check compression seal (2) and cover seal (1) and change if necessary.
It is not necessary to airbleed the system after draining water and dirt or after changing
the element.
date:
Ed. 07 EN
9.6. LUBRICATING OIL PUMPS / PRESSURE VALVES.

9.6.1. DESCRIPTION (Fig.9.21 & 9.22)
In case of dry sump application (most M-versions) two oil pumps are provided
(Fig.9.21): a lubricating oil pump and a scavenge oil pump.
The lubricating oil pump takes the oil from the service oil tank and feeds it to the
engine under pressure.
The scavenge oil pump removes the returned oil from the crankcase and pumps it to the
service oil tank.
Both pumps have the same internal construction, but are provided with a different
gearwheel in order to drive the scavenge pump at higher speed than the lubricating oil
pump.
In case of wet sump application, only a lubricating oil pump is provided (Fig.9.22).
The lubricating oil pump is provided with a pressure relief valve and on the pump
pressure side a pressure regulating valve is foreseen with oil discharge back to the
crankcase (pump gear case).
Oil pumps are gear driven from the crankshaft gear over intermediate gears and driving
gears (4 & 5). The pumps are flanged on the pump gear case.
Component Mass (kg)

Lubricating oil pump complete with gear wheel 37.2
Scavenge oil pump complete with gear wheel 36.5
date:
Ed. 07 EN

Code Jobs
O2-11 Overhaul the oil and fuel feed pump.
Replace the fuel feed pump connection and sealings.
O2-19 Perform an overhaul of the oil by-pass valve.
9.6.3. SPARE PARTS

Fig. n° Ref. n° Description Dry sump Wet sump
9.21 12 Joint 1 1
9.21 13 Square joint 1 -
9.21 14 Square joint 6 3
9.21 32 Seal O-ring 2 1
9.23 3 Bush 4 8
9.26 10 Joint 1 1
9.27 6 Joint 1 1
9.6.4. TOOLS
Code Description.
620.084.9011.01 Tool for removing oil pump bush
620.084.9012.01 Tool for fitting oil pump bush
date:
Ed. 07 EN
9.6.5. DISMANTLING
Required staff: 1 serviceman.
1. Removing from the engine (Fig.9.21/9.22)
- Shut off valves in oil circuit. Be sure that the oil level in crankcase is sufficiently low
to avoid oil spillage.
- Removing the scavenge oil pump (dry sump)
* Remove the nuts (27) on inlet bend (7).
* Remove the nuts (30) on pump flange.
* Remove the bolts (21&26) on between flange (1) and pressure bend (9)
* Remove the pipe connection to the hand pump on bend (9).
* Take the pump apart f rom the gear case and remove the inlet bend and the
pressure bend if necessary. Take care not to damage the teeth on the gear wheel.
- Removing the lubricating oil pump ( dry sump and wet sump) :
* Disconnect and remove the oil piping between pump pressure bend (9) and
pressure regulating valve.
* Proceed further in the same way as for the scavenge pump.
date:
Ed. 07 EN
relief valve
620.030.1300.02
Pressure
BB
X
Door snede
Coups
Vue sutvant fleche

Zichl volgens pijt
620.030.1200.01
regulating valve
Pressure
Lubricationg oil pump
620.030.1300.02
A
31-39
620.030.1100.05
620.030.2100.05
B
B
Scavenge oil pump

A
AA
Fig. 9.21
Door snede
Coups
X
date:
Ed. 07 EN
Pressure regulating valve

Lumbricating oil pump
Pressure relief valve

31-39
Fig. 9.22
2. Dismantling the oil pump (Fig.9.23)
date:
Ed. 07 EN
- Remove the cover or the pressure relief valve at the non drive end
- Unscrew and remove the eight screws (7) and release the bearing body by means of
the two press holes M10.
- Remove the gear wheel from the shaft
- Now the pump gears (4 & 5) are available for removing.
Fig. 9.23
3. Inspection.
- Clean all parts
- Inspect the gear, the pump body and bearing body for damage. Replacement is only
necessary in case of breakdown of gears (broken teeth) a heavy and deep scoring on
the gear side faces or body thrust faces.
- Measure the clearance between the bushes and the shaft. When the limit of wear is
exceeded, the bushes must be renewed.
O.D. L.W.
Shaft (mm) Bush (mounted Max. clearance Clearance between
mm) new (mm) shaft and bush
(mm)
39.959 to 39.975 40.058 to 40.016 0.10 0.10
date:
Ed. 07 EN
4. Renewal of bearing bushes (Fig.9.23/9.24/9.25)

- Use tool 620.084.9012.01 to press out the two bushes from the bearing body and the
one near the drive gear.
- To remove the remaining bush. By means of a saw-blade, saw through the bush side-
along the oil grooves. Once the bush is cut through, the stress is released and the
bush can be hooked out.
- All bushes are identical. Introduce the new bushes using tool 620.084.9011.01 to
press them home.
- The bushes must be fitted in such a way that
* the oil grooves are adjacent to each other
* the bush is 3,5 to 4,5 mm beneath the side faces
date:
Ed. 07 EN
Tool Tool
620.084.9011.01 620.084.9012.01
Press in. Press out.
Position of the oil grooves
Fig. 9.24
date:
Ed. 07 EN
Tool Tool
620.084.9012.01 620.084.9011.01
Press out. Press in.
Positions of the oil grooves
Fig. 9.25
date:
Ed. 07 EN
5. Inspection of pressure regulating valve (Fig.9.26)

The pressure regulating valve consists of a body (l), a piston (2), a spring(3) and an
adjusting system (4,8,9). The piston travel is controlled by the engine oil pressure with
a connecting pipe. Oil tightness is assured by the cap nut(6) and seal-O-ring(10).
The inspection consists to remove the spring and piston:
- Remove the cap nut
- To keep the initial setting, do not touch the screw(8) and nut (9).
- Unscrew the plug (5), bearing in mind the initial spring force.
- Remove the spring carrier(4), the spring(3) and the piston (2).
- The piston (2) is provided with an extraction threaded hole M8.
- Broken spring or damage requires replacement.
- If the piston shows some scuffing or scoring marks, it must be polished with fine
emergy cloth and carefully cleaned afterwards. In any fact, the piston must slide
freely in the body.
Pressure adjustment is made with running engine at speed above 500 rpm and with
luboil at service temperature (near 70/75°C). Loose nut (9); turn clockwise screw(8) to
increase oil pressure; turn anti-clockwise screw (8) to reduce oil pressure. The values
for the oil pressures are given in chapter General 6-8DZC - part 2.8 – Pressures –
Luboil pressure (enterance motor), depending nominal speed of the engine. The value is
to be read from the control panel of the engine.
Oil pressure engine

entrance engine
Remark:
The oil pressure at idle speed cannot be adjusted, because it is the result of the margin
between the total pump flow and the lubricating flow for a given speed.
date:
Ed. 07 EN
Fig. 9.26
6. Inspection of pressure relief valve (Fig.9.27)

The lubricating oil pump is provided with a pressure relief valve. The function of this
valve is to avoid over pressures during starting with cold oil and in case of malfunction
of the pressure regulating valve. It consists of a body (l) bolted on the bearing body of
the oil pump, a valve or piston (2), a spring (3) and a pressure setting system (4&5). Oil
tightness is assured by seal-Oring (6).
The inspection consists to remove valve and spring:
- Remove plug (5) bearing in mind the initial spring force
- Broken spring or damage requires replacement.
- If the valve shows some scuffing or scoring marks, it must be polished with fine
emery cloth and carefully cleaned afterwards. In any fact, the valve must slide freely
in the body.
Pressure is factory set at 7 +/- 0,7 bar and is a result of the spring force.
date:
Ed. 07 EN
Fig. 9.27
date:
Ed. 07 EN
9.6.6. ASSEMBLING
Required staff: 1 serviceman.
1. Mounting the oil pump (Fig.9.23)

- Clean carefully the sealing surfaces on pump body (l) and bearing body (2). Degrease
with an adequate degreaser like Ultra Clean (Innotec) or equivalent.
- Slide the pump gears in the body. Oil the bushes and shaft ends.
- Smear the sealing surfaces with a film of Loctite 549.
- Mount together and fix with the screws (7). These parts are positioned with pins
(6&8). Allow loctite to cure.
- Check if the pump is running freely.
- Mount the driving gearwheel and fix nut on torque according torque table. The gear
backlash or tooth flank clearance of the pump gears is between 0,75mm and 0,85mm.
2. Pressure regulating valve (Fig.9.26)

- - Remount in reverse order from dismantling.
- - Check if the oil connection (oil pipe) is free; it is recommended to clean it and to
blow it through with dry air.
3. Pressure relieve valve (Fig.9.27)

- Remount in reverse order from dismantling.
- Seal mounting face with Loctite 549.
- Pressure testing after assembly is recommended.
4. Fitting or mounting the oil pump on the engine (Fig.9.21 / Fig.9.22)

- Renew all joints. Renew the jeal-O-ring (32).
- Remount in reverse order from dismantling. Take care not to damage the gearwheels
by introducing the pump into the gearcase.
- After re-mounting on the engine, the flank teeth clearances must be checked, see
table under 9.1.8. (Backlash tolerances table).
- Connect oil piping and check for tightness when running the engine.
date:
Ed. 07 EN
9.7. HAND PUMP.

9.7.1. DESCRIPTION (Fig.9.28)
The hand pump is a semi-rotary pump. It is mainly used for filling up the oil circuit
before the engine is started. Depending upon the settings of a three-way plug cock(7)
and a square ball valve (5) the intake can take place from the service oil tank or from
the crankcase. The output can be fed to the engine lubrication circuit or to the service
oil tank.
9-13
Fig. 9.28
date:
Ed. 07 EN
9.7.2. MAINTENANCE
There is no specific maintenance.
9.7.3. SPARE PARTS

There are no specific spare parts.
9.7.4. TOOLS
9.7.5. ASSEMBLY
The hand pump is fixed to the pump driving gear case by a distance screw (3) and nut
(11).
date:
Ed. 07 EN
9.8. THERMOSTATIC VALVE OIL CIRCUIT

9.8.1. DESCRIPTION (Fig 9.29)
The thermostatic oil valve is a 3-way valve that regulates the oil temperature of the
engine by passing a regulated portion of the oil flow by the oil cooler.
The temperature control is created by the expansion of a wax element which is highly
sensitive to temperature changes. Large forces are created by the warming/expansion of
the micture which in turn acts upon the sliding valve, thus regulating the flow.
The diagram below shows the valve actuation in diverting mode at start and cooling
positions.
Cold position Hot position
Bypass
B
Outlet/
cooler
Fig. 9.29
Component Mass (kg)
Thermostatic oil valve 18
date:
Ed. 07 EN

Code Jobs
M5-02 Check the alarm and security devices (overspeed, thermostats and
pressostats, overload limiter and microswitch for load indication)
for correct function and operation.
O2-15 Overhaul of the HT, LT and oil thermostatic valve. Thermostatic

elements need to be renewed.
9.8.3. SPARE PARTS

We refer to the spare parts manual.
9.8.4. TOOLS
9.8.5. MAINTENANCE
In order to service the thermostatic valve, the valve needs to be removed from the
installation.
To remove the temperature element (4) from the assembly, ensure that the fluid system
is drained and depressurized. Remove the valve from the system. Separate the body
parts (1) and lift out the elements assembly (4). Inspect both the element assembly and
the seat for wear and damage. Check that the element is fully closed.
It is advisable to replace all gaskets (5) and O-rings (3 & 4) with new parts before re-
assembly. Lubricating the O-rings (3 & 4) lightly with grease like CERAN WR2
(Total) or equivalent before re-installing the element, the cage and cover.
On re-assembly the housing bolts should be tightened on the torques to be found in the
tightening torque table. (See Chapter General table 5)
Ensure no air is trapped around the valve when the system is recommisioned.
date:
Ed. 07 EN
9.9. THERMOSTATIC VALVE WATER CIRCUIT

The thermostatic water valve is a 3-way valve that regulates the water (coolant)
temperature of the engine by passing a regulated portion of the coolant by the pipe/plate
cooler.
The temperature control is created by the expansion of a wax element which is highly
sensitive to temperature changes. Large forces are created by the warming/expansion of
the micture which in turn acts upon the sliding valve, thus regulating the flow.
3 Types used according to type of engine:
- Thermostatic valve water temperature engine outlet 80°C
- Thermostatic valve water temperature engine outlet 85°C
- Thermostatic valve water temperature inlet air cooler 43°C
date:
Ed. 07 EN
9.9.1. THERMOSTATIC VALVE 80°C and 85°C (Behr-Thomson)

9.9.1.1. DESCRIPTION (Fig. 9.30)
Fig. 9.30
Component Mass (kg)
Thermostatic water valve 19,9
date:
Ed. 07 EN
9.9.1.2. RECAPITULATION OF THE MAINTENANCE JOBS
Code Jobs

9.9.1.3. SPARE PARTS

See spare parts manual sectie 045.
9.9.1.4. MAINTENANCE
Replacement of wax-element:
- Loosen the 3 cylinderhead screws (13) and draw out the cover (5).
- Draw out the thermo-element (2) with a set of pliers.
- Replace the element with exactly the same element with exactly the same start-to-
open temperature.
- When the element is fully in place. The cover can be replaced. Do not forget to
mount also Seal-O-ring (8).
- Tighten the 3 cylinderhead screws (13).
9.9.1.5. EMERGENCY
In case of control failure, the valve can be operated by hand. If the valve is
malfunctioning the flow of the coolant to the cooling element can be re-established by
turning the stud (7) inward about 5 turns after loosening the countering nut (15).
It is strongly recommended to send the unit to the manufacturer for repair.
date:
Ed. 07 EN
9.9.2. THERMOSTATIC VALVE 43°C (Thermoreg)

9.9.2.1. DESCRIPTION (Fig.9.31)
8-9-10
Fig. 9.31
Component Mass (kg)
Thermostatic water valve 19,4
9.9.2.2. RECAPITULATION OF THE MAINTENANCE JOBS
Code Jobs

9.9.2.3. SPARE PARTS

See spare parts manual section 045.
date:
Ed. 07 EN
9.9.2.4. MAINTENANCE
- The valves will operate in any position but must be installed with the ports in the
correct position. (See Operation Manual: Chapter : Service and supervision of the
engine at service)
- Stresses from the supporting pipework should be kept to a minimum in accordance
with good working practices.
- Regularly inspect for wear and corrosion as part of a planned preventative
maintenance programme. (See maintenance M5-02)
- Care should be taken in handling the valves because of the weight and it should be
recognized that the valve body will be at the same wordkihng temperature of the
fluid flowing through it and thus could cause burns when engine has turned.
- The valve must be suitably isolated from the system pressure and proved to have no
pressure within it before any maintenance is carried out.
Remark:
Always use adequate personal protective equipment (PPE) to carry out maintenance or
service.
CHAPTER 10
STARTING SYSTEM
(Assembly 62 - 64 - 75)
10.1. PNEUMATIC STARTING ON CYLINDERS ...................................................................... 1

10.2. AUTOMATIC STOP DEVICE ............................................................................................. 14
10.3. COMPRESSED AIR RECEIVER. ....................................................................................... 19
10.4. CYLINDERHEAD STARTING VALVE ............................................................................ 23
Page 1
STARTING SYSTEM Ed. 7 E
10.1. PNEUMATIC STARTING ON CYLINDERS

10.1.1. DESCRIPTION (Fig. 10.1, 10.2, 10.3, 10.4 & 10.5)
Starting of the engine is achieved by directing compressed air sequentially to the
cylinders over a non-return starting valve (3 – fig 10.1 & 10.2). The air applies force to
the pistons and sets in motion the crankshaft.
The compressed air comes forth from the air recievers filled at 30 bar and is fed to the
cylinders over a water-separator (fig 10.6), an oil-lubricator (fig 10.7) and a main
starting valve (fig 10.4 & 10.5) which can be acted manually (lever) or automatically
(solenoid valve) at a distance.
From the main air line, over a derivation, air pressure is reduced to 10 bar by a pressure
reducing valve (33 – fig 10.3) and directed to the air distributor (1 – fig 10.1 & 2 – fig
10.2), to the starting device (fig 10.10) and sequentially to the non-return starting valve
one on each cylinder.
When the crankshaft is turned, the fuel is injected at high pressure by the injection
pump and ignites the considered cylinder on its compression stroke and starts the
engine.
Code Jobs
M1-01 Fill automatic lubricator on the starting air pipe.
M1-02 Drain water from the compressed air receivers and water
separator filter (starting air line).
M3-03 Check functioning of the automatic lubricator for the starting
air.
O1-09 Renew the water separator filter
O2-13 Overhaul of main starting air valve
10.1.3. SPARE PARTS

Fig. n° Ref. n° Description Qty(6DZC) Qty(8DZC)
Common spare parts
10.4 30 Valve body 1 1
10.4 33 Electro magnetic coil 1 1
10.1.4. TOOLS
Page 2
No special tools are required.
″Y″
″W″ ″Y″
6DZC - Fig. 10.1
Page 3
″Y″
″Y″
8DZC - Fig. 10.2
Page 4
Zicht vlg. Pijl ″Y″

Vue acc. to arrow ″Y″
″Z″
″X″
1073,5 tot C,L. motor (S2)
1073,5 to C,L. engine (S2)
195 tot C,L. motor (S2)

195 to C,L. engine (S2)
Fig. 10.3
Page 5
Fig.10.4
Fig.10.5
Page 6
10.1.1. WATER SEPARATOR (Fig. 10.6)
Fig.10.6
In addition to condensate, the compressed air produced by the compressor also contains
residues from the pipes, such as chips or rust particles, which can impair the proper
functioning of pneumatically controlled cylinders, valves, etc.
Therefore the air needs to be filtered and is filtered to 50µm. (=filter rate)
Maintenance:
* Drain off condensate regularly by opening the manual drain valve (8).
* Clean the sintered metal filter (5) (if dirty).
Cleaning:
1. Disconnect the unit from the compressed air supply.
2. Unscrew the bowl (2), loosen the fixing nut (7) of the sintered metal filter.
3. Remove baffle plate (6) with shim (9).
4. Remove the filter insert (5) clean it as follows:
a) Wash the filter insert with solvent and blow through it from the inside to the
outside.
Page 7
b) Dry the filter insert with compressed air.

5. Fit the sintered metal filter again and screw the bowl (2) back on.
Renewing the filter:
1. Follow the same procedure for cleaning the filter up to and including step 3.
2. Remove the filter insert (5) and replace it.
3. Reassemble all components.
Page 8
10.1.2. AUTOMATIC LUBRICATOR (Fig. 10.7)

To lubricate all pneumatic control equipment such as cylinders, valves ext. , an
automatic lubricator is installed in the air starting system. Lubrication is by means of
the creation of an airborne fog or mist that passes downstream to lubricate compressed
air equipment.
Fig.10.7
Oil consumption:
At an air flow of qv=1000 l/min approx.. 1-2 drops/min
Bowl volume= max. 125cm³
Recommended lubrication:
SAE 10 to max. SAE 20 /
HL25 DIN 51524 – ISO VG 32 to ISO VG55/40°C
Compressor oil is normally suitable for this application.
Page 9
It is possible to fill the lubricator unit whilst under pressure by means of the oil dip
stick. Slowly unscrew the dip stick relieving the bowl pressure. When the pressure has
been completely vented, take away the stick and fill the bowl with oil. Check the height
for the oil on the dipstick.
ATTENTION
When receiving a lubricator from the factory, serviced or new, the following
instructions must be followed:
The bowl must be filled an adequate height (see the height on the dipstick)
with an recommended oil lubricant.
Special attention must be given to screw (5). When the lubricator is

delivered, the screw is completely screwed in. In order to become a good
lubrication of the compressed air, this screw must be loosened 1/4 of a turn.
Check if the oil is effectively being consumed (see oil level diminishing).
Verifies and controls:

* Every 15 days, check oil level
* Every 6 mounths or every 1000 working hours; check the correct working of the
device and eventual leakage.
* Every year disassemble the lubricator and clean its parts using only water and
soap or similar neutral cleaning agents. Take care when cleaning polycarbonate
bowls with TRICHLOOR based agents such as Benzol, Aceton and all fluids
which contain plasticizer, should not be used under any circumstances.
Warnings:
* Do not disassemble the bowl when the lubricator is under pressure.
* Do not install close to hot parts. Max. working temperature 50°C.
* Avoid shocks and vibrations.
* Always turn off the mains air supply when removing, servicing or dismantling.
Note:
Operation, maintenance and disassembly can only be done by authorized and skilled
personel. Incorrect use can be dangerous for persons or other devices.
Page 10
10.1.3. MAINTENANCE
10.1.4. SERVICE AND ADJUSTMENT OF THE DISTRIBUTOR (Fig. 10.8)
6DZ
TOP
Borgen met LOCTITE 510

Seoling with LOCTITE 510

A Seoling with LOCTITE 222
8DZ
TOP

Seoling with LOCTITE 510

A Seoling with LOCTITE 222
Fig.10.8
Page 11
Procedure:
- Remove the central air supply pipe (20 – Fig 10.2) and connecting cover (2).
- Bring the crankshaft into the position “START CYL. 1” to be found on the inside of
the flywheel and that is indicated with indication tool 620.083.1900.01
(this point is 22° à 23° after TDC in expansion stroke) (See Fig 4.8 a & b)
Another way to become the position of “START CYL. 1” is by calculating the curve
distance “A” on the circumference of the installed flywheel:
- Take attention to the direction of rotation of the engine
counter-clockwise (A) or clockwise (K) for location of this point.
See fig 4.8b for the location of “START CYL. 1”
- For example calculation using standard flywheel Ø 950 mm.

Circumference of flywheel (mm) : π D = π x 950 = 2984 mm
Curve distance per degree(mm/°): (π D / 360°) = 2984/360° = 8,29mm/°
Example calculation curve distance “START CYL.1”:

“START CYL.1”= 22° à 23° after TDC in expansion stroke
Curve distance “START CYL.1” after TDC on the circumference of the

flywheel : 22° à 23° x 8,29mm/° = 182,38 à 190.67 mm
- Following this, the position of the distributor disc (3) needs to be checked. The
position of the distributor disc depends on the firing order of the engine and number
of cylinders. The position of the distributor must be as in following indicative tables.
Page 12
6DZ : Direction of Rotation 6DZ : Direction of Rotation

Counter – Clockwise (A) : 1-2-4-6-5-3 Clockwise (K) : 1-3-5-6-4-2
TOP TOP
The position of the sleeve in the distributor disc The position of the sleeve in the distributor disc
must be in such a way that cylinder No.1 is just must be in such a way that cylinder No.1 is just
starting and cylinder No.3 is just being closed. starting and cylinder No.2 is just being closed.
8DZ : Direction of Rotation 8DZ : Direction of Rotation

Counter – Clockwise (A) : 1-4-7-3-8-5-2-6 Clockwise (K) : 1-6-2-5-8-3-7-4
TOP TOP
The position of the sleeve in the distributor disc The position of the sleeve in the distributor disc
must be in such a way that cylinder No.1 is just must be in such a way that cylinder No.1 is just
starting and cylinder No.6 is just being closed. starting and cylinder No.4 is just being closed.
Page 13
- If the position of the distributor is not correct, the position needs to be corrected.
Therefor unlock the locking washer (8) and remove nut (7).
- Place a new locking washer (8) and slightly tighten nut (7).
- Adjust the distributor as indicated above for the type of engine. Hand tighten nut (7).
- Remove carefully shaft (4) together with the distributor disc (3) out of the air
distributor.
- Place the shaft in a vice and tighten only on the flat surfaces of the shaft. Make sure
to use aluminium or soft metal tighteners which do not damage the shaft during
tightening.
- Tighten nut (7) firmly and lock the locking disc (8) as indicated on fig. 10.8 .
Attention: Make sure the distributor disc has not changed position during tightening
and locking.
- Remount the adjusted distributor onto the engine.
- Re-install cover (2) and air pipe (20).
- Start the engine.
Page 14
10.2. AUTOMATIC STOP DEVICE

10.2.1. DESCRIPTION (fig. 10.9)
The stop device is consisting of a body (1) containing a hydraulic piston (2) and a
pneumatic piston (10). At stop position, both pistons are pushed down by a piston rod
(4) and springs (5). At the upper end the piston rod by a pin (A13-12) and a slot is
linked to the stop handle provided in the rod.
Function:
1. Starting:
When the starting electro-valve is operated, air at 10 bar is fed under the pneumatic
piston (10) pushing the complete system upwards in order to release the racks on the
fuel injection pumps.
In the meantime, during starting, oil pressure is built up and gives action to:
- the hydraulic piston (2) to keep it in upper position
- the pneumatic piston (10) to push it down at rest, a throttle (34 - fig 10.3) in the air
supply arranges a slow return to rest.
2. Running:
Until the oil pressure is above a minimum allowed limit, the piston rod (4) remains
upwards and due to the slot, gives free action to the control spindle and fuel racks
under control of the governor.
Component Mass (kg)

Automatic stop device assembly 8
Page 15
A13-20
A75-13
Lub oil
supply
Air supply
Running
Stop position
Fig. 10.9
Page 16
10-16
11-13
9-16
11-13
Fig. 10.10
Page 17
Code Jobs
O1-10 Overhaul of hydraulic stop cylinder.
10.2.3. SPARE PARTS

10.2.4. TOOLS
10.2.5. MAINTENANCE
No specific maintenance is required.
Only a regular lubrication of the piston rod and stop handle shaft and pin is necessary.
However the free movement of the rod must be checked during starting and stopping.
Hesitation in the movement can indicate some jamming of the pistons, the rod or the
springs. Occasionally some internal corrosion can occur.
Dismantling:
Required staff : 1 service man
- Disconnect the oil and air piping. Check the pipes internally for rust or water. Blow
through with dry, clean compressed air.
- Remove the fixation screws (A75-13) and remove the assembly from the engine.
- Remove the locating screw (12) and loose the lock nut (9)
- Record the position of the spring adjusting screw (8) in regard to the upper face of
the spring housing (3). Loose the adjusting screw (8) until there is no more tension
on the springs (5).
- Remove the nuts (13) and take apart the parts (3, 4, 5, 6, 7, 8 & 9)
- Remove the hydraulic piston (2). Two threads M8 are provided for.
- Remove the screws (15) ;take apart the cover (11) and remove the pneumatic piston
(10). One thread M8 is provided for.
Page 18
Maintenance:
- Clean all parts thoroughly. If the pistons show signs of scoring of jamming, polish
them with fine polishing-cloth. Check the free movement in the housing. Check also
the free movement of the piston rod, if necessary polish with fine polishing-cloth.
- If there is corrosion on the springs it is advisable to replace them.
- Clean the oil groove in the body, the oil leak return hole and connection
Assembly:
- remount in reverse order from dismantling.
- Rub the faces of spring carrier (2x (6)) and intermediate carrier (7) in with molykote
during assembly.
- replace the seal-O-rings (14) and fit the new ones with CERAN WR2 (Total) or
equivalent.
- the lower cover (11) is mounted with Loctite 549 to assure sealing. Avoid Loctite
introduction into the cylinder in order not to stick the piston (10).
10.2.6. ADJUSTMENT
If parts have been replaced and the relative position of the adjusting screw (8) is
unknown, adjusting is necessary.
- Connect the oil supply line (M14) to an oil supply foreseen with a pressure gauge
with scale up to 6 bar.
- Increase the pressure up to 4 bar approx. The piston rod must move to its uppermost
position.
- Close the oil supply and let the pressure fall-off. The piston-rod must go down now,
once a pressure of 1,4/1,5 bar is reached.
- If the piston rod (4) is falling down at:
* a pressure above 1,4/1,5 bar, decrease the spring pressure by unscrewing the
adjusting screw (8)
* a pressure below 1,4/1,5 bar, increase the spring pressure
- Once the correct pressure is obtained, turn the piston rod in such a way as to put the
locating screw (12) in the corresponding groove
- Block the lock nut (9)
- Mount on the engine and connect oil and air supply and oil leak pipe.
- Check if the pin (A13-20) can move freely in the slot of the piston rod (4).
Page 19
10.3. COMPRESSED AIR RECEIVER.

10.3.1. DESCRIPTION (fig.10.2.)
A compressed air receiver is provided with each engine for starting purpose. The air
receiver is filled-up with air, delivered by an air compressor in the installation. The
nominal air pressure is 30 bar.
The air receiver is provided with the receiver itself (29) and with the valve housing (1)
or head. At the lower point, there is a water draining valve (43).
The valve housing (1) contains the filling valve assembly with handwheel (4) and the
starting valve assembly with handwheel (4). Furthermore there is a pressure gauge (38)
with manometer valve (39) and an overpressure relief valve (63).
The head is mounted on the receiver by means of studs (30) and nuts (34). Sealing is
assured by joint (37).
Standard capacities: 125 l - 200 l - 2x125 l - 2x200 l.
Component Mass (kg)

Complete receiver 125 l 184
Complete receiver 200 l 226
Complete receiver set of 2 x 125 l 385
Complete receiver set of 2 x 200 l 442

No specific maintenance.
Code Jobs
M1-02 Drain water of the compressed air receivers..
Remark:
According classification societies for ships or other security institutions, the air
receivers are subjected to regular pressure testing and inspection and setting test of the
pressure relief valve.
10.3.3. SPARE PARTS (fig. 10.2 & 10.3)

See spare parts manuel.
Page 20
10.3.4. TOOLS
10.3.5. MAINTENANCE
Refer to the Operating Manual – Chapter 5 for a regular water draining of the receivers.
However some remarks can be formulated:
- before dismantling the valve housing from the receiver, be sure that all air is blown
off and that there is no pressure anymore.
- the internal wall of the receiver is coated with a special corrosion resistant coating!
During cleaning do not use sharp objects to avoid piercing the coating.
- the valve housing is mounted with studs and nuts (30 + 34). The torque on the nuts is
400 - 420 Nm (40 - 42 kgm). By removing the valve housing the joint (37) fig.10.6.
must be renewed.
Page 21
Filling handwheel
Starting handwheel
Fig. 10.11
Page 22
AssemblySect.
Assembly 064
Sect.064
Fig. 10.12
Page 23
10.4. Cylinderhead starting valve

10.4.1.1. DESCRIPTION
The non-return starting valve enters compressed air of 30 bar into the cylinders to start
the engine.
For a more detailed description of the starting process and the role of the starting air
valve, see “Pneumatic starting on cylinders” (page 4).
10.4.2. ILLUSTRATION
Assembly 620.062.1200.01
Starting air valve
Fig. 10.13
10.4.3. MASS
Non-return starting valve 2,33 kg
Code Jobs
O1-01 Overhaul of the main starting valve.
O2-01
Page 24
10.4.5. SPARE PARTS

Refer to the spare parts list of the 6/8DZC engine.
10.4.6. TOOLS
10.4.7. MAINTAINING AND REPLACING THE MAIN STARTING VALVE
10.4.7.1. Overview
Maintaining the main starting valve includes:
1 Replacing the main starting valve
2 Disassembling the main starting valve
3 Cleaning the components
4 Assembling the main starting valve
10.4.7.2. Replacing the main starting valve
Required staff
One service man
Procedure
1 Shut off the air supply from the compressed air bottles.
2 Disconnect the main air collector pipe and pilot-air-pipe from the main starting
valve.
3 Dismount the main starting valve from the cylinder head.
4 Replace the removed valve by a revised or new valve.
5 Connect the main air collector pipe and pilot-air-pipe to the main starting valve.
Fig. 10.14
Page 25
10.4.7.3. Disassembling the main starting valve

Required staff
One service man
Procedure
1 Remove lock nut (5) to dismount intermediate pinion (8) and the brazed ring
nipple (1) with seal O-rings (15).
2 Mount the starting valve housing (3) in a bank screw with plug (6) facing
upwards so you can remove plug (6) and sealing ring (10).
3 Secure with a screwdriver in the bottom groove, the valve (2) against rotation and
loosen hexagon nuts (16).
4 Dismount seal O-ring (14) and piston (4).
5 Dismount sealing ring (11)., spring (9) and sealing ring (12).
6 Disassemble valve (2) from valve seat (7) and sealing ring (13). The valve is now
completely disassembled.
10.4.7.4. Cleaning the components
Blast the following components to remove all grease and dust. Use a blast medium that
does not corrode the surface of the components (blast medium for valves):
- starting valve housing (3)
- lock nut (5)
- intermediate pinion (8)
- brazed ring nipple (1)
- plug (6)
- valve (2)
Use sanding paper 400 to clean the piston (4) and valve seat (7).
All rubber and copper seals must be replaced by new ones.
10.4.7.5. Assembling the main starting valve
Required staff
One service man
Procedure
1 Apply grinding paste on valve (2) and mount valve seat (7) with sealing ring (13)
over valve (2).
2 Grind in the valve (2) and remove redundant paste.
3 Mount valve seat (7) with valve (2) in starting valve housing (3) and place sealing
ring (12).
4 Mount sealing ring (11)., spring (9) and seal O-ring (14)
Page 26
5 Mount the starting valve housing (3) in a bank screw and install hexagon nuts
(16) (Fig. 10.14). Use Loctite 243 to secure the nuts.
6 Mount plug (6) and sealing ring (10).
7 Mount the seal O-ring (15) in the brazed ring nipple (1) and install the nipple over
the valve housing (3).
Attention: ON THE INSIDE OF THE BRAZED RING NIPPLE (1) ONE SIDE IS FLAT,
THE OTHER SIDE IS CONVEX. MOUNT THE NIPPLE WITH THE FLAT SIDE
AGAINST THE HEXAGON PART OF THE VALVE HOUSING (3).
8 Mount seal O-ring (15), intermediate pinion (8) and lock nut (5) over the valve
housing (3).
MAINTENANCE MANUAL
DIESEL ENGINES ABC TYPE 6/8/12/16DZC
Ed. 08- 14/07/2017 – EN
Turbocharger
CHAPTER 11
TURBOCHARGER
(Assembly 20-21)
File: B24_11_dd2017_07_14_Ed008_EN_Turbocharger ABC owns the copyright of this document. It shall not be copied or
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
CONTENTS
1 TURBOCHARGER ........................................................................................................................... 3
1.1 Description............................................................................................................................... 3
1.2 Mass ........................................................................................................................................ 4
1.3 Illustrations .............................................................................................................................. 4
1.4 Recapitulation of maintenance jobs ......................................................................................... 9
1.5 Spare parts ............................................................................................................................... 9
1.6 Tools ...................................................................................................................................... 10
1.7 Dismounting and remounting the turbocharger ..................................................................... 10
1.8 Dismounting and remounting the silencer or the air intake housing ....................................... 12
1.9 Blocking the turbocharger impeller .........................................................................................13
1.10 Maintaining the turbocharger ................................................................................................ 14
MAINTENANCE MANUAL
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Turbocharger
1 TURBOCHARGER
1.1 DESCRIPTION
The turbocharger increases the engine’s efficiency and power output by sending compressed air to the
cylinders. As this compressed air contains a lot of oxygen, it allows you to inject and combust extra fuel
in the cylinders. As a result, you get a higher output at the same rotational speed.
The turbocharger consists of two major components, i.e. a turbine and a compressor:
Component Description
Turbine The turbine uses the engine’s exhaust gasses to drive the compressor of the
turbocharger. It works as follows:
(1, Fig. 11.1
& Fig. 11.2) 1 The exhaust manifolds on the cylinders collect the exhaust gasses and take them
to the gas inlet housing of the turbocharger.
2 Via the gas inlet housing, the exhaust gasses enter the turbine. In the turbine,
they bump into the blades of the turbine wheel and the wheel starts turning.
3 As the turbine wheel is connected to the compressor wheel, the compressor
wheel starts turning as well and air is sucked into the compressor.
Once their job is done, the exhaust gasses leave the turbocharger turbine. On their way
out, they pass an exhaust cone, an expansion compensator and the silencer.
Compressor The compressor sends compressed air to the cylinders. It works as follows:
(2, Fig. 11.1 1 When the compressor wheel starts turning, the compressor sucks in air from the
& Fig. 11.2) air filter (3, Fig. 11.1 and Fig. 11.2) and compresses it.
2 The compressed air is sent to the cylinders, via the air cooler. The air cooler cools
the air and increases its density. The denser the air is, the more oxygen it contains
and the larger its impact on the power output of the engine will be.
In between the turbine and the compressor, there is a bearing housing that contains the shafts and
bearings of the turbocharger gearwheels. These turbocharger bearings are lubricated by the lube oil of
the engine and the bearing housing is cooled by the engine’s cooling circuit.
The air circuit is equipped with endoscope keyholes, which allow you to check the inside of
the circuit (see Fig. 11.4, Fig. 11.5 and Fig. 11.6).
For more detailed information on the turbocharger (working, technical specifications…),

refer to KBB’s instruction manual.
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
1.2 MASS
Component Mass (kg)
Complete turbocharger M40 (KBB) 260
Silencer 35
Air intake housing 12
1.3 ILLUSTRATIONS
Fig. 11.1 Turbocharger 6/8DZC TKV Fig. 11.2 Turbocharger 12/16DZC TKV
Ref. Description
1 Turbine
2 Compressor
3 Air filter
MAINTENANCE MANUAL
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Turbocharger
Fig. 11.3 Turbocharger and support 12/16DZC
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
D
B
D
B
Fig. 11.4 Endoscope keyholes 6/8DZC

Ref. Description
A Endoscope keyhole before air cooler
B Endoscope keyhole after air cooler
C Endoscope keyhole exhaust
D Endoscope keyhole air collector
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
Presentation with air intake cone Presentation with air filter
A B
Fig. 11.5 Endoscope keyholes 12/16DZC
Ref. Description
A Endoscope keyhole before air cooler
B Endoscope keyhole after air cooler
C Endoscope keyhole exhaust
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
Fig. 11.6 Endoscope keyholes
Ref. Description
A Endoscope keyhole air collector
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
The maintenance intervals in the maintenance program are averages. They have to be
adjusted according to local conditions and the specific configurations of the engine.
ALL DEFECTS, HOW INSIGNIFICANT THEY MIGHT SEEM, HAVE TO BE REPAIRED AS SOON AS POSSIBLE. IF
NOT, THEY CAN CAUSE MAJOR DAMAGES TO THE TURBOCHARGER AND TO THE ENGINE IN GENERAL.
Code Description
C1-07* Cleaning of the turbocharger compressor by water injection
M6-04* Checking and - if necessary - cleaning the air intake circuit and compressor wheel
M6-05* Checking and - if necessary - cleaning the exhaust gas circuit
O1-08 Complete overhaul of the turbocharger

O2-10**
O3-05 Checking and - if necessary - replacing isolation of exhaust pipe
*Maintenance interval depends on the environment (air pollution, engine room ventilation, water
quality).
**For engines with frequent load changes, complete overhaul is recommended at 12000 hours.
1.5 SPARE PARTS

Code Description
620.082.2200.07 Maintenance set for turbocharger KBB M40
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
1.6 TOOLS
Code Description
620.084.6300.02 Tool set for turbocharger KBB M40
Open-end wrench A/F 13 (for blocking the turbocharger)
Blocking device (for blocking the turbocharger)
1.7 DISMOUNTING AND REMOUNTING THE TURBOCHARGER
You only have to dismount the entire turbocharger for a thorough inspection. To execute
the regular maintenance checks and tasks described under “1.10 Maintaining the
turbocharger” (page 14), you only have to dismount parts of the turbocharger.
Required staff
One service man
Dismounting the turbocharger
THE BEARING HOUSING (20, FIG. 11.7) HAS THREADED HOLES THAT CAN BE EQUIPPED WITH EYE
BOLTS. NEVER USE THESE EYE BOLTS TO LIFT THE ENTIRE TURBOCHARGER, ONLY USE THEM TO LIFT
THE BEARING HOUSING.
1 Remove the covers from the turbine inlet housing (21, Fig. 11.7).
2 Disconnect the exhaust gas piping from the turbine inlet housing (21, Fig. 11.7) and the turbine
outlet housing (23, Fig. 11.7). Be careful not to damage the gaskets.
3 Disconnect all the pipes from the compressor housing (25, Fig. 11.7). Dismount the pipes if
necessary.
4 Drain the lube oil and cooling water from the turbocharger.
5 Disconnect the cooling water inlet, the cooling water outlet, the lube oil inlet and the lube oil
outlet.
6 Disconnect the water and air pipes that you use to clean the compressor.
7 Attach the ropes to the turbocharger:
• Attach one rope to the flange between the silencer (28, Fig. 11.7) and the compressor
housing (25, Fig. 11.7).
• Attach the other rope to the flange between the turbine inlet housing (21, Fig. 11.7) and the
turbine outlet housing (23, Fig. 11.7).
8 Attach both ropes to the hoist, hoist the turbocharger and put it on a wooden surface (e.g. a
wooden pallet). Make sure the turbocharger does not tip.
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
Fig. 11.7 Dismounting the turbocharger
Remounting the turbocharger

1 Attach two ropes to the turbocharger, as described in step 7 of “Dismounting the turbocharger”
(page 10).
2 Attach both ropes to the hoist, lift the turbocharger and place it on the engine block.
3 Remount and reconnect all components. Proceed as follows:
a Remount the bolts at the foot of the turbocharger and tighten them.
b Reconnect the exhaust gas piping to the turbine inlet housing (21, Fig. 11.2) and the turbine
outlet housing (23, Fig. 11.2). Put molybdenum sulphide lubricant on the connecting bolts of
the exhaust gas pipes before you remount them.
c Remount the covers on the turbine inlet housing (21, Fig. 11.2).
d Reconnect all pipes to the compressor housing (25, Fig. 11.2). Remount the pipes if you had
to take them off to dismount the turbocharger.
e Reconnect the cooling water inlet, the cooling water outlet, the lube oil inlet and the lube
oil outlet.
f Reconnect the water and the air pipes that you use to clean the compressor.
4 Tighten the bolts at the foot of the turbocharger and in all the pipe connections.
5 Check if the turbocharger is free of stresses and forces. If not, the pipe connections will not fit
properly. If necessary, reconnect the pipes.
6 Resupply the turbocharger with lube oil and cooling water. Check all the pipe connections for
leaks and tighten the connections when necessary. Make sure to use the correct gaskets.
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
1.8 DISMOUNTING AND REMOUNTING THE SILENCER OR THE AIR INTAKE HOUSING
Required staff
One service man
Dismounting the silencer or the air intake housing

1 Remove the stud bolt joints (C, Fig. 11.8), the hexagon nut (D, Fig. 11.8) and the toothed washer
(E, Fig. 11.8) from the compressor housing.
2 Slide the silencer (A, Fig. 11.8) or the air intake housing (B, Fig. 11.8) from the compressor
housing.
3 Place the silencer or the air intake housing on a wooden surface (e.g. a wooden pallet).
Remounting the silencer or the air intake housing

1 Slide the silencer (B, Fig. 11.8) or the air intake housing (A, Fig. 11.8) on the compressor housing.
2 Put the hexagon nuts (D, Fig. 11.8) and the toothed washer (E, Fig. 11.8) on the bolts (C, Fig.
11.8) in the compressor housing flange. Tighten the bolts and the nuts.
Ref. Description
A Air intake housing

A
B Silencer
C Stud bolt joint M8
D Hexagon nut M8
B
E Toothed washer M8
C, D,
E
Fig. 11.8 Dismounting and remounting the silencer
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
1.9 BLOCKING THE TURBOCHARGER IMPELLER
IT IS ONLY ALLOWED TO BLOCK THE TURBOCHARGER IMPELLER IF THE TURBOCHARGER IS DEFECTIVE

AND YOU HAVE TO RUN THE ENGINE ANYWAY.
Required staff
One service man
Procedure
1 If possible, open the air manifold on the engine so the engine can take air in through the
turbocharger and the air manifold.
2 Put the blocking device on the compressor impeller. Make sure the cutouts in the blocking
device hold the impeller blades (Fig. 11.9).
3 Fix the blocking device with the stud bolts of the compressor housing and tighten them firmly
(Fig. 11.9).
4 Cut off the oil supply to the turbocharger by mounting a blank flange on the oil supply. You do
not have to cut off the cooling water.
5 Close the open intake ports to prevent foreign matter from entering the turbocharger.
Ref. Description
A Bolt M8 for fixing blocking device
B
B Blocking device
C
C Impeller
Fig. 11.9 Blocking the turbocharger
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
1.10 MAINTAINING THE TURBOCHARGER

1.10.1 Overview
Maintaining the turbocharger includes:

1 Cleaning the compressor by water injection (C1-07) (page 14)
2 Checking the air intake circuit (M6-06) (page 14)
3 Checking the exhaust gas circuit (M6-07) (page 14)
4 Cleaning the silencer (page 15)
5 Cleaning the magnetic filter (every 500 hours of operation) (page 17)
6 Replacing the turbocharger insulation (O3-06 or O3-07) (page 18)
1.10.2 Cleaning the compressor by water injection (C1-07)
Refer to the operating manual.
1.10.3 Checking the air intake circuit (M6-06)
Required staff
One service man
Procedure
1 Check the air circuit before the air cooler (air intake side). Remarks:
• Use an endoscope to check the air cooler entrance and the air circuit coming from the turbo
(see Fig. 11.4 and Fig. 11.5 on page 6 and 7).
• Check the cleanliness of the components (no dirt in the cooler), check the straightness of
the lamella and check for hazardous particles.
2 Check the air circuit after the air cooler. Put an endoscope through the endoscope keyhole after
the air cooler (see Fig. 11.4 and Fig. 11.5). Check also the interior of the air circuit. Put an
endoscope through the endoscope keyhole at the end of the air collector (see Fig. 11.4 and Fig.
11.6 on page 6 and 8).
3 If there is an obstruction in the air circuit, you have to disassemble and clean the circuit. Clean all
components with a detergent (e.g. IAS Oltec Clean 9100) or a bio-degreaser.
1.10.4 Checking the exhaust gas circuit (M6-07)
Required staff
One service man
Procedure
1 Put an endoscope through the endoscope keyholes before the turbocharger turbine
(see Fig. 11.4 and Fig. 11.5) and check the interior of the exhaust gas circuit.
MAINTENANCE MANUAL
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Turbocharger
2 If there is an obstruction in the exhaust circuit, you have to disassemble the circuit and remove
the obstruction. If necessary, ABC can execute a thorough sand-blasting cleaning.
1.10.5 Cleaning the silencer
Required staff
One service man
Procedure
You can check and clean the silencer while it is mounted on the turbocharger. Proceed as follows:
1 Open the tension strips and remove them (A, Fig. 11.10).
2 Pull the filter mat (B, Fig. 11.10) over the silencer (F, Fig. 11.10). Leave the punched plate (C, Fig.
11.10) on the silencer.
3 Clean the filter mat. Proceed as follows:
a Put the filter mat in a clean liquid (diesel fuel, perchlorethylene) for 10 minutes.
b Rinse the filter mat with the liquid and clean the outside of the mat with a soft brush.
c Stub out the filter mat and dry it well.
4 Check if the felt filter is dirty and clean it if necessary. Proceed as follows:
a Loosen the three bolts of the punched plate and remove the plate from the silencer.
b Clean the felt filter with a brush and remove any oil contamination with diesel fuel. Never
use water to clean the felt filter.
If the felt coatings of the silencer are very dirty, you have to dismount the silencer and
replace the felt coatings. See “1.8 Dismounting and remounting the silencer or the air
intake housing” (page 11).
5 Remount the punched plate and the dried filter mat. Press the punched plate down at the side
and fix it with the three hex screw and spring washers (Fig. 11.11)
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
• NEVER USE A P3-SOLUTION OR TRICHLOROETHYLENE TO CLEAN THE SILENCER COMPONENTS.

WHEN USING ANOTHER LIQUID THEN THE ONES MENTIONED IN THE PROCEDURE, ALWAYS
CHECK THE COMPATIBILITY WITH THE FILTER MATERIAL.
• WHEN WORKING WITH THE CLEANING LIQUID, TAKE INTO ACCOUNT THE SAFETY REGULATIONS
(HANDLING OF HAZARDOUS, VOLATILE AND COMBUSTIBLE SOLVENT) AND FIRE PROTECTION
REGULATIONS (DIN 14096).
• IN CASE OF SHIP OPERATION, TAKE INTO ACCOUNT THE REGULATIONS OF THE CLASSIFICATION
SOCIETIES WITH REGARD TO CLEANING LIQUIDS.
B Ref. Description
C
A Tension strip
B Filter mat (fleece)

D
C Punched plate
D Screw plug (M10)

E
E Felt coatings
F F Silencer
Fig. 11.10 Checking and cleaning the silencer
Fig. 11.11 Hex screws and spring washers of punched plate
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
1.10.6 Cleaning the magnetic filter (every 500 hours of operation)
Required staff
One service man
Procedure
1 Remove the hex bolts M8 (C, Fig. 11.12) and remove the cover (A, Fig. 11.12).
2 Remove the magnetic filter column (B, Fig. 11.12).
3 Clean the filter in clean diesel fuel and blow it out with compressed air.
4 Remount the magnetic filter column (B, Fig. 11.12).
5 Remount the cover (A, Fig. 11.12). Fix it with the hex bolts M8 (C, Fig. 11.12) and the locking
washers.
C Ref. Description
A
A Cover
B B Magnetic filter column
C Hexagon head bolt
Fig. 11.12 Magnetic filter
MAINTENANCE MANUAL
Ed. 08- 14/07/2017 – EN
Turbocharger
1.10.7 Replacing the turbocharger insulation (O3-06 or O3-07)
Required staff
One service man
Procedure
Due to thermal stress and expansion, the insulation on some parts of the turbocharger can crack and
come off. The insulation on the following components has to be replaced:
Component Procedure Fig.
Exhaust Dismount the exhaust manifold(s) and send them to the ABC Fig. 11.13
manifold(s) service department.
Turbocharger inlet Dismount the turbocharger and send it to the ABC service Fig. 11.14
department. Fig. 11.18
Fig. 11.19
Turbine The insulation on the turbine is different for standard engines (Fig. Fig. 11.15
11.15 and Fig. 11.20) and engines with classification (Fig. 11.16 and Fig. 11.16
Fig. 11.21), but both types of insulation have to be replaced. You can Fig. 11.20
replace this insulation yourself. Fig. 11.21
Expansion bellow Engines with classification have insulation on the expansion Fig. 11.17
(only for engines bellows. You can replace this insulation yourself. Fig. 11.22
with classification)
Fig. 11.13 Insulation exhaust manifold
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Turbocharger
Fig. 11.14 Turbocharger inlet insulation 6/8DZC
Fig. 11.15 Turbine insulation standard engines Fig. 11.16 Turbine insulation engine with
6/8DZC classification 6/8DZC
Fig. 11.17 Insulation expansion bellow 6/8DZC (only for engine with classification)
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Turbocharger
Fig. 11.18 Turbocharger inlet 12/16DZC TKV Fig. 11.19 Turbocharger inlets 12/16DZC TKP
Fig. 11.20 Turbine insulation standard engines Fig. 11.21 Turbine insulation engine with
12/16DZC classification 12/16DZC
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Turbocharger
Fig. 11.22 Insulation expansion bellow 12/16DZC (only for engine with classification)
MAINTENANCE MANUAL
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Turbocharger
date:
COOLERS 13/July/2016
Ed. 06 EN
CHAPTER 12
COOLERS
(Assembly 23 – 36)
12.1. OIL COOLERS ........................................................................................................................ 2

12.2. PIPE COOLER ......................................................................................................................... 2
12.3. PLATE COOLER..................................................................................................................... 7
12.4. CHARGE AIR COOLER. ..................................................................................................... 14
File: B24_12_dd2017_07_14_Ed007_EN_Coolers
date:
Ed. 06 EN
12.1. OIL COOLERS

choise between 2 different oil coolers, namely pipe coolers and plate coolers. (We refer
to the Operation Manual or to the Description and Applications Manual).
12.2. PIPE COOLER

12.2.1. DESCRIPTION (fig. 12.1)
In installations where there is no sea water circuit or another open water circuit, the oil
cooler is included in the LT-circuit in case of a radiator, a bun cooler, a keel cooler or a
general cooling circuit or in the HT-circuit in case of single cooling circuit.
The oil cooler consists of:
- a cooler tube assembly or tube stack (1) mounted in a steel cylindrical envelope.
- the free ends are provided with covers (2) & (10) on which flanges for the water
circuit connection are provided. The covers contain also the protective anodes (3), 2
anodes per cooler.
- the assembly is sealed by precision o-rings (6) or (7) and joints (5)
- the cooling water is flowing through the pipes and the lub oil is circulating around
the tubes and the flow is directed by means of baffles in polypropylene.
- the envelope is provided with the connection flanges at oil side.
Cooler type Mass (kg)

Z-OK-267-1-8/12 190
Z-OK-267-1-9/13,5 215
Z-OK-267-1-10/15 230
Z-OK-267-1-12/18 270
Z-OK-267-1-14/21 300
Z-OK-267-1-16/24 350
date:
Ed. 06 EN
Zort water
Soft water
DOOR SHEDE
SECTION
Soft water
Zort water
DOOR SHEDE
SECTION
VIEW ACC ARROW
ZEHT VLG PUL
Fig. 12.1
date:
Ed. 06 EN

Code Jobs
M4-02 Check the quality of the cooling water, adjust the water
treatment if necessary
O1-07(*) Visually inspect the pipe oil cooler and clean if necessary
* Depends on the environment (air pollution, engine room ventilation, water quality)
12.2.3. SPARE PARTS

12.1 5 Joint 2
12.1 6 Precision O-ring 2
12.1 8 Precision O-ring 5
12.1 11 Joint (fresh water flanges) 2
12.1 12 Joint (oil flanges) 2
12.1 3 Anode 2
12.1 9 Screw 2
Remark: The spare parts for the coolers may be ordered by repair set containing
items 5, 6, 11 & 12 . (620.082.4100.01)
12.2.4. TOOLS
date:
Ed. 06 EN
12.2.5. MAINTENANCE (fig. 12.1)

Staff required: 1 service man and 1 assistant.
1. Dismantling.
For a good access for cleaning the internal tubes, it is necessary to remove the covers.
If the upper half clamps of the cooler supports are removed, the cooler can remain on
the engine.
- drain both the water and oil system by removing the plugs.
- disconnect the water piping at free end side (installation piping or engine piping) and
remove the cover.
- disconnect the oil piping at the flanges.
- disconnect the water piping at flywheel side.
- slide the oil cooler somewhat away on the supports.
- remove the cover at flywheel side.
- now the tubes are fully accessible for cleaning.
2. Cleaning / Inspection.
The cooler consists of 2 sides: the water side and the oil side. Each side must be
cleaned separately.
Water side:
- Close off at one end the cooler by means of a steel plate with a joint.
- The water side of the cooler can be cleaned by a product like Silicene (SID Benelux)
or a equivalent product.
- Poor the product, using the appropriate concentration with water, into the water side
of the cooler.
- Be careful when gas is produced by the product, no open flames may be in the
vicinity because of probable flammable gas. Make use of necessary PPE like
chemical resistant mouth cover and chemical resistant gloves. Do this in open air or
if not else possible in a well ventilated room.
- After the product has worked out and no gas is any more produced, the product can
be drained. Collect the product in a chemical resistant jug and dispose of the product
in an environmental friendly manner following local/international laws.
- After this, rense the water side of the cooler thoroughly with water.
- Clean the interior of the tubes with a barrel-brush.
- If there are any hard deposits in the tubes a long thin pipe can be used to push
carefully remaining deposits out of the cooling pipes. Do this with the utmost care
without damaging the tubes and/or cooler itself.
- Thoroughly inspect the tubes for signs of corrosion or erosion, particularly in the
vicinity of the water inlet. These signs give on early warning of leaking tubes.
date:
Ed. 06 EN
- Examine the protective coating of the covers. If there are signs of cracking or
blistering, the cover must be renewed or new coating must be applied by a
specialized company.
- Examine the protection anode(s). Its renewal is essential if it is corroded for 50%.
- Rince the tubes with clear water.
Oil side:
- In order to clean the oil side of the cooler, all the covers need to be removed.
- When the covers are removed the tube stack (1) is visible. Press out the tube stack
with a press which evenly presses over the complete side surface of the tube stack.
- When the tube stack is out of the cooler, the oil side can be cleaned by using a
degreaser like Ultra Clean (Innotec) or a equivalent product.
- After degreasing, dry the pipes and surfaces by air or clean compressed air.
- Replace all replacement components to be found in repair set 620.082.4100.01 .
- Re-assemble the cooler by pressing the tube stack back into the cooler by means of
the same press used previously, pressing on the complete surface of the tube stack.
Do this with utmost care.
Remark:
Complete dismantling is generally not necessary because the oil side remains
sufficiently clean. If complete dismounting seems to be needed, the tube stack is to
be removed from the steel envelope by appropriate tools.
3. Assembly.
- Renew all joints and precision O-rings.
- Renew anode(s) if needed.
- Proceed in the reverse order of the dismantling procedure.
4. Note.
When the cooler has been reassembled on the engine, the air must be allowed to escape
while the system is being refilled. Shortly after the engine has been started, it is
advisable to expel any air again.
date:
Ed. 06 EN
12.3. PLATE COOLER

12.3.1. DESCRIPTION (Fig. 12.2, 12.3 & 12.4)
The plate heat exchanger consists of a pack of individual plates (2, 4, 5 and 6), which
are gathered till one pack using gaskets (3) & (9). The connections are situated at the
bottom of the pack. The plate pack is build using pressure plates (1 and 10).
Fig. 12.2
date:
Ed. 06 EN
The plate pack consist out of 4 types of plate:

- Endplate type II (2):
The function of this plate is to position the pack against the frame.
This endplate (2) is directly connected with the connections. This plate needs a
square joint around the inlets for sealing purposes.
- Channel plates (4):
These plates are direct behind the first plate. It are 4-hole plates with a normal joint
(3). The plates are mounted alternating up and down.
- Endplate I (5):
This plate is mounted between the channel-plates and the transition plate (6).
- Transition plate (6):
This plate is mounted between the end plate I (5) and the pressure plate (1), and is
placed to make draining of the water possible by using plugs (17).
Cooler Mass (kg)

complete plate cooler (empty) depending engine
application
When a plate pack is made out of several plates, the openings in the corners are
forming collectors through which the water or oil can flow between the plates. Because
of the joint arrangement and the alternating placement of plates “A” and “B” (Fig
12.3), the two fluids are running alternating into the passages. The warm medium gives
its energy to the cold one during the passage through the heat exchanger. The
temperature of the warmer medium drops, while the temperature of the colder medium
is increased.
date:
Ed. 06 EN
Fig. 12.3

Code Jobs
M4-02 Check the quality of the cooling water, adjust the water
treatment if necessary
O2-18(*) Completely clean the oil plate cooler.
12.3.3. SPARE PARTS

Advise the spare parts list to determine the exact parts.
12.3.4. TOOLS
Code Description
620.084.1800.02 Tool for the mounting and dismantling of the plate cooler
To avoid hand injuries owing to sharp edges, protective gloves should always be
worn when handling plates and protective sheets.
date:
Ed. 06 EN
12.3.5. MAINTENANCE
12.3.5.1. Dismantling the heat exchanger
Mounting of the platecooler happens by means of extended studs, after pressing the
plates the studs are replaced by shorter ones.
Make sure that the extended studs are mounted before dismantling the heat exchanger.
- If the heat exchanger is hot, wait until it has cooled down to about 40° C before
opening.
Fig. 12.4
- Drain the plate heat exchanger.
- Mark the plate assembly on the outside by a diagonal line or mark the plates in order.
- Grease the threads with a thin film of grease.
- Measure and note down the dimension “A”.
- Count the number of plates.

To avoid hand injuries owing to sharp edges, protective gloves should always be
worn when handling plates and protective sheets.
date:
Ed. 06 EN
- Loosen the bolts (12) and remove them.

- Open the plate pack by letting the pressure plate (9) glide on the carrying bar.
12.3.5.2. Cleaning of the plate cooler:

1. Regular cleaning:
The interval of the maintenance program depends on the used cooling water and of the
heating load. Normally, it is not necessary to open the heat exchanger for regular
cleaning (except an intermadiate control of plates and joints). There is a possibility to
clean the plate cooler with the special equipment “Cleaning in Place” CIP, using
chemical cleaning agents. Information concerning the equipment and cleaning products
can be obtained with the ABC service department.
2. Thoroughly cleaning:
During the thoroughly cleaning the accent is upon the control of every seperate part of
the heat exchanger. This control is to determine a possible chemical and mechanical
corrosion of the seperated components. During this cleaning, the next procedure must
be followed taking care of the required quantities in regard to the degree of deposits as
specified below:
- For following media:
- Calcium carbonate chemical cleaning using ammonia, nitric acid
- Concentration max. 4%, temperature max. 60° C (140° F)
- Oil resideus chemical cleaning by means of a paraffinic naphta-based
solvent
date:
Ed. 06 EN
Cleaning:
- Open the heat exchanger
- Remove the gaskets
- Clean with a soft brush and running water
- Rinse with water using a high pressure hose
- Dry with a cloth and wipe with clean water
Fig. 12.5
Remark:
Never use hydrochloric acid with stainless steel plates. Water of more than 330 ppm Cl
may not be used for the preparation of cleaning solutions. Gaskets in EPDM rubber
qualities swell in these media. Contact time should be limited to 30 minutes.
date:
Ed. 06 EN
3. Mounting of the heat exchanger:

- Check that all the sealing surfaces are clean.
- Brush the threads of the bolts clean, using a steel wire brush.
- Lubricate the threads with a thin layer of grease.
- Attach gaskets to the plates and chack that all the gaskets are properly attached. If
the gasket is wrongly positioned, it will show by the fact that it rises out of the gasket
groove or that it is positioned outside the groove.
- Insert the plates with the herring bone pattern positioned in alternate directions and
with the gaskets turned towards the frame plate.
- Count and check the numer of plates.

- Place the bolts (14), guidance bar (12), locking washer (13 & 16), guidances (11) and
nut (15) and greas the threads with a thin layer of grease.
- Press the plate assembly together and tighten the bolts alternately and diagonally. Be
careful so that the frame plate and the pressure plate are always in parallel.
- The dimension “A” can be calculated as next.
N=number of plates in the plate assembly
A= x N
The real dimension “A” may never be less.
- If the plates are correctly asembled, the edges form a “honeycomb” pattern.
date:
Ed. 06 EN
12.4. CHARGE AIR COOLER.

12.4.1. DESCRIPTION (Fig.12.6 & 12.7)
Fig. 12.6
date:
Ed. 06 EN
Fig. 12.7
The charge air cooler consists of:
- a cast iron frame (1) containing the cooling block
- a top closing cover (2) and a bottom cover with flanges (3), for connection to the
water circuit. The joints (5)(6) ensure the water tightness. The covers are internally
coated with corrosion resistant coating.
Cooling water is flowing in the tubes of the cooling block and air between the tubes
which are provided with a multitude of cooling fins.
Cooler type Mass (kg)

Cooler complete 232
date:
Ed. 06 EN
Code Jobs
M1-05 Check free passage blow off hole on air cooler, if provided.
M6-07(*) Check he differential pressure of the air cooler and clean if
necessary
O2-23* Complete cleaning the charge air cooler
12.4.3. SPARE PARTS

12.6 6 Joint (water flanges) 2
12.7 5 Joint 1
12.7 6 Joint 1
12.7 14 Joint (air flanges) 2
12.4.4. TOOLS
date:
Ed. 06 EN
12.4.5. MAINTENANCE (Fig.12.6 & 12.7)

12.4.5.1. Pressure drop charge air cooler.
Generally prescripted the charge air cooler must be completely cleaned when the initial
pressure drop of the air cooler (newly build engine) has been increased by 50%.
A pressure drop that is double the original value must be considered as an absolute
working limit for the engine.
12.4.5.2. Complete cleaning of the charge air cooler.

Staff required : 1 service man and 1 assistant
(in case the cooler is removed apart from the engine)
1. Dismantling.
To have good access to the tubes internally for cleaning, it is necessary to remove the
covers. The air cooler may remain on the engine.
- drain the water circuit - plugs (4)
- disconnect the cooling water piping at the flanges
- remove the covers (2) and (3).
- in order to clean thouroughly the air side it is preferable to take the cooler away from
the engine.
- disconnect the funnel inlet cooler (see fig. 11.2 chapter 11).
- loose the cooler fixation screws.
- slide the cooler to flywheel side to render free the funnel outlet cooler from the air
receiver or manifold. Remove funnel from cooler (see fig.11.1. chapter 11).
2. Cleaning / Inspection.
The cooler can be cleanened by means of a ultrasone cleaner at ABC. ABC advises
cleaning in the factory. When this is not possible the cooler can be cleaned manually.
The cooler consists of 2 sides; the water side and the air side.
Water side:
- Close off at one end the cooler by means the cover plate (2) with joint (5).
- The water side of the cooler can be cleaned by a product like Silicene (SID Benelux)
or a equivalent product.
- Poor the product, using the appropriate concentration with water, into the water side
of the cooler.
- Be careful when gas is produced by the product, no open flames may be in the
vicinity because of probable flammable gas. Make use of necessary PPE like
date:
Ed. 06 EN
chemical resistant mouth cover and chemical resistant gloves. Do this in open air or
if not else possible in a well ventilated room.
- After the product has worked out and no gas is any more produced, the product can
be drained. Collect the product in a chemical resistant jug and dispose of the product
in an environmental friendly manner following local/international laws.
- After this, rense the water side of the cooler thoroughly with water.
- Clean the interior of the tubes with a barrel-brush.
- If there are any hard deposits in the tubes a long thin pipe can be used to push
carefully remaining deposits out of the cooling pipes. Do this with the utmost care
without damaging the tubes and/or cooler itself.
- Thoroughly inspect the tubes for signs of corrosion or erosion, particularly in the
vicinity of the water inlet. These signs give on early warning of leaking tubes.
- Examine the protective coating of the covers. If there are signs of cracking or
blistering, the cover must be renewed or new coating must be applied by a
specialized company.
- Examine the protection anode(s). Its renewal is essential if it is corroded for 50%.
- Rince the tubes with clear water.
Air side:
- The cooler can be cleaned chemically using a product like Oltec Clean 9100 (IAS),
or another product for cleaning engine components.
- Remove all covers of the cooler.
- Submerge the cooler, preferably using a tackle with sufficient lifting capacity (see.
Cooler mass 12.4.1), into a bath with the product using the appropriate concentration
with water. Do this procedure at least in a well ventilated room.
- Leave the cooler as long as necessary into the product mix.
- Lift/take out the cooler using appropriate personal protective equipment like
chemical resistant gloves.
- Dry the cooler with compressed air or also clear water can be used.
- When the cooler can’t be cleaned by the previous procedure, the air side can also be
cleaned by using a degreaser like “Ultra Clean” (Innotec), gas-oil or white spirit.
Clean the air sides in both directions.
Remark:
* Care must be taken not to subject the tube block to temperatures above
120°C
* High water pressure cleaning is to be avoided, because the cooling fins may
be damaged or bended, which can disturb the air flow.
date:
Ed. 06 EN
3. Assembly.
- renew screws and washers if needed.
- proceed in the reverse order of the dismantling procedure.
- renew all joints and seal-O-rings on funnels (see spare parts by chapter 11)
- proceed in the reverse order of the dismantling procedure
- we recommend that, after assembly, the charge air cooler should be subjected to a
water pressure test.
4. Water pressure test.

Required staff
One service man
Procedure
- Mount the cover (2, Fig. 12.7) with the joint (5, Fig. 12.7) on the air cooler to close
off one side of the cover. Also mount all necessary plugs and seals in the cover and
the air cooler.
- Place the air cooler vertically on its covered side and fill it completely with water (up
to the top of the cooler).
- Close off the air side with sealing plates and the standard air cooler gaskets. Use one
sealing plate with an air pressure connection.
- Put the air cooler under a pressure of 7 bar and check all tubes for leaks. There is a
leak when air or air bubbles come out of the tube.
- Do one of the following:
If... Do the following...
There are no leaks You can stop the test and remove all testing
components.
There are leaks • Mark all the leaking tubes and remove the testing
components.
• Seal the tube with a conical, red copper plugs. Mount the
plugs with Loctite 275.
You cannot have more than three plugged tubes in an air cooler. If there
are more leaking tubes in the air cooler, the tube block has to be repaired
or replaced.
5. Note.
When the cooler has been reinstalled on the engine, the air must be allowed to escape
while the system is being refilled. Shortly after the engine has been started, it is
advisable to expel any air again.
CHAPTER 13
TECHNICAL SPECIFICATIONS PRODUCTS
13.1. SPECIFICATIONS OF PAINT .............................................................................................. 1
TECHNICAL SPECIFICATIONS Pag 1
PRODUCTS Ed. 5 E
13.1. SPECIFICATIONS OF PAINT
PRODUCTS Ed. 5 E
PRODUCTS Ed. 5 E

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B24

Anglo Belgian Corporation

This edition supersedes any previous editions of this document.

ALL RIGHTS RESERVED

GENERAL 6-8 DZC Ed. 11

Chapter 1 : CYLINDER HEAD Ed. 9

Chapter 2 : DRIVE UNIT (PISTON/CONNECTING ROD) Ed. 6

Chapter 3 : CYLINDER BLOCK Ed. 7

Chapter 4 : INJECTION SYSTEM Ed. 7

Chapter 5 : GOVERNOR SYSTEM Ed. 7

Chapter 6 : CRANKCASE Ed. 7

Chapter 7 : CRANKSHAFT Ed. 7

Chapter 8 : TIMING GEAR Ed. 7

Chapter 9 : ENGINE DRIVEN PUMPS Ed. 8

Chapter 10 : STARTING SYSTEM Ed. 7

Chapter 11 : TURBOCHARGER Ed. 8

Chapter 12 : COOLERS Ed. 7

Chapter 13 : TECHNICAL SPECIFICATIONS PRODUCTS Ed. 5

GENERAL SAFETY GUIDELINES

1.1 PRELIMINARY REMARKS

1.2 MACHINE LIMITATIONS

The diesel engine is intended to be used as a prime motor for:

1.2.2 Possible improper use

 Air intake temperatures

1.2.4 Installation, operation and maintenance

The operation and maintenance must be executed as described in the:

1.3 RESIDUAL RISKS

1.3.3 Thermal risk

 Place the engine in an enclosed and sound-insulating space.

1.3.6 Hazardous materials and substances

1.4 ADDITIONS TO MANUALS

1.4.1 Installation prescriptions

1.4.2 Operating manual

1 Before every engine start:

1.4.3 Maintenance manual

 Closing shut-off valves on compressed air bottles

1.4.4 Putting out off service, dismantling and removal

2 IMPORTANT PRESCRIPTIONS FOR SAFETY AND HEALTH

2.1 GUIDELINES FOR OWNER, USER OR ENGINE ROOM STAFF

2.4 TOOLS, EQUIPMENT, CLOTHING AND METHODS TO USE THEM

2.7 MAINTENANCE/OVERHAUL, PRECAUTIONS TO BE TAKEN

Auxiliary systems include:

 Pre-lubrication and preheating.

This symbol indicates a note or a remark.

THIS SYMBOL INDICATES A WARNING.

GENERAL 6/8 DZC

1 DEFINITIONS AND TERMINOLOGY

1.1 ENGINE TYPE INDICATION

DZC Type of engine, 4 stroke, in line, supercharged engine with intercooler

1000 Engine speed in rpm

Code Number Pme (bar)

A Direction of rotation counter-clockwise as seen by an observer looking at

K Direction of rotation clockwise as seen by an observer looking at the

1.2 NUMBERING OF THE CYLINDERS

Ref. Sense of rotation

Fig. 0.1 Numbering of the cylinders

1.3 TABLE OF ABBREVIATIONS

BDC Bottom dead center

Con rod Connecting rod

PPE Personal protective equipment

rpm Revolutions per minute (rev/min)

TDC Top dead center

TKP Turbo side pump-side