KV Major Mk3

Instruction Manual
SECTION INDEX

SECTION CONTENTS

SECTION N0. SUBJECT

PRELIMINARY HEALTH & SAFETY INFORMATION

TECHNICAL DATA

SECTION N0 1. GENERAL DESCRIPTION OF ENGINE

AND ASSOCIATED SYSTEMS

SECTION N0 2. ENGINE BUILD AND MAIN ASSEMBLIES

SECTION N03. COMMISSIONING AND OPERATING PROCEDURES

SECTION N04. GENERAL MAINTENANCE INFORMATION

SECTION N05. FAULT LOCATION AND REMEDIES

SECTION N06. WATER TREATMENT

SECTION N07. HEAVY FUEL EQUIPMENT (WHEN APPLICABLE)

SECTION N08. CONTROL AND PROTECTION SYSTEM

(Each Section has a Table of Contents)

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Instruction Manual
PRELIMINARY SECTIONS

CHAPTER INDEX
INSTRUCTION MANUAL VOLUME 1.
PARAGRAPH N0 SUBJECT PAGE N0

SECTION 1.
1. PREFACE 1
2. INTRODUCTION 1
2.3. Identification of pages and illustrations 1
3. CONTENTS OF PRELIMINARY SECTIONS 2
4. ABBREVIATIONS 2
5. ENGINE 3
6. SUPPORTING SYSTEMS 3
7. VITON FLUORELASTOMER 4
8. SYMPTOMS 5
8.1. Inhalation (Breathing) --- Immediate 5
8.2. Inhalation (Breathing) --- Delayed 6
8.3. Skin Contact 6
9. TREATMENT 6
9.1. Inhalation 6
9.2. Skin Contact 6
9.3. Eye Contact 7
10. DUST FROM GRINDING 7
11. ACCIDENTAL BURNING 7
11.1. Combustion Products of Vulcanizate 8
11.2. Precautions in the Event of a Fire 8
12. HIGH---TEMPERATURE SERVICE 8
SECTION 2.
TECHNICAL DATA 1
BASIC ENGINE DATA 1
SCHEDULE OF RUNNING CLEARANCES 3
APPROXIMATE WEIGHT OF ENGINE
& MAJOR COMPONENTS 6
APPROXIMATE WEIGHT OF ITEMS
UNAFFECTED BY NUMBER OF CYLINDERS 6

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INSTRUCTION MANUAL VOLUME 1.

1. PREFACE

The purpose of this volume of the manual is to explain to suitably qualified engineers how the
engine should be operated and maintained.

Instructions given are for information and guidance, but the Company cannot accept
responsibility for the manner in which they are observed.

2. INTRODUCTION

2.1 The complete manual comprises three volumes as below, each divided into sub---sections and
paragraphs as per the Contents list at the beginning of each section.

Volume 1 Engine and systems --- this volume.

Volume 2 Auxiliary equipment --- turbocharger governor, coolers, etc.

Volume 3 Engine parts list --- including pictorial illustrations.

2.2 References in the text and index to sections, chapters and paragraphs are defined by the number
of the section and chapter followed by a number or letter or combination of number and letter
denoting the paragraphs. For example: Section 2. Chapt 3 Para 1.1a. The section/chapter
reference may be abbreviated in some cases to Sect 2.3 ie. Section 2. Chapter 3

Maintenance paragraphs usually follow the general description of the particular equipment
or system in the relevant Section or Chapter.

2.3 Identification of pages and illustrations

a) Even---numbered pages are generally printed on the back of their preceding

odd---numbered page.
b) Some ’B’ pages have also been printed on the back of their respective ’A’ pages.
c) Illustrations described as Figure or Tool number, are generally located at the end
of the chapter in which they have first been mentioned.
d) Pages are numbered consecutively through each chapter where the illustrations
are located at the end of the chapter. Where the illustrations are located at the
end of the whole section, the pages may be numbered consecutively
throughout the section.

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3. CONTENTS OF PRELIMINARY SECTIONS

PRELIMINARY SECTION 1
TITLE PAGE
Index to sections 1
Preface and introduction 1
Health and Safety 3
PRELIMINARY SECTION 2
Technical data 1
Schedule of running clearances 3
Weights of components 6
4. ABBREVIATIONS

Abbreviations for units of measurement generally conform with the relevant British Standard
Specifications, (BSS 350 and 1991). The S.I. equivalents have been added in parenthesis after the
Imperial values.

Examples of the common abbreviations are listed below, together with the factor to be applied to
convert to the equivalent unit (in the last column).
Abbreviation Meaning in full Conversion Equivalent
factor unit
in inch 25.4 mm
ft foot 304.8 mm
mm millimetre 0.0394 in
cm centimetre 0.3937 in
hp (brake) horsepower 0.7457 kW
lb/in2 pound per square inch 68.95 mb
0.006895 MN/m2
mb millibar 100 N/m2
kgm kilogram metre 7.233 ft lb
cm3 cubic centimetre 0.061 in3
in 3 cubic inch 16.39 cm
UK gal/min Imperial gallon per minute 4.546 l/min
Btu British thermal unit 1055 J
0F degrees Fahrenheit (t) 5/9 (t---32) 0C
0C degrees Centigrade (T) 1.8T + 32 0F
kWh kilowatt hour 3.6 MJ
rev/min revolution per minute
Hz cycle per second
lb pound (av) 0.4536 kg

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HEALTH & SAFETY

5. ENGINE

5.1 The engine emits noise, which over long periods, may damage hearing. Operators and personnel
should wear ear protectors when in the area in which an engine is running.

5.2 Fuel or oil spillage can render platforms, ladders and the floor slippery.

5.3 No work should be carried out on the engine unless the start system is made inoperative. This is
particularly the case for an auto start set, which may otherwise turn without warning at any time.

5.4 There are many moving parts on an engine, the majority of which are guarded; but it is not practical
to guard some slow moving parts such as control gear. Engine covers and guards should not be
removed while the engine is running, unless necessary to facilitate maintenance work by a trained
engineer. Unqualified personnel should not be allowed on the engine while it is running.

5.5 Parts of the engine are hot and can cause burns e.g. exhaust pipes, air ducts, engine structure.

5.6 Very high pressures are generated in the fuel injection system. Should a leak develop, do not
attempt to seal it while the engine is running. Shutdown the engine immediately and change the
component.

5.7 Fuel leaks must be dealt with immediately, since a fire hazard will exist, particularly in the vicinity of
hot exhaust pipes. The fire fighting equipment should be compatible with this type of hazard i.e.
dry---powder or CO2 type extinguishers, not water. These will also give protection against any
electrical fires.

5.8 The majority of components on the engine are too heavy to lift manually. The correct lifting tackle
and a crane should always be used.

5.9 DO NOT use fluids of any kind to facilitate starting the engine. The introduction of starting fluids
can cause a serious explosion, particularly in engines started by compressed air.

6. SUPPORTING SYSTEMS

6.1 The methods of maintenance and the schedules prescribed in this manual are part of the
insurance of safe working and should be implemented as directed.

6.2 Many of the above points apply equally to the supporting systems, e.g. hot surfaces, moving parts
(pumps), heavy lifts, automatic start.

6.3 As the operation of this engine type involves operation on light fuel oil and landfill gas, all
appropriate precautions should be taken when working on the systems containing gas, both on
and off the engine. Any leakage of gas should be identified and rectified immediately.

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6.4 Leaks in exhaust gas piping should be rectified at the earliest opportunity. Exhaust gas has
harmful constituents.

6.5 A steam system may be installed for heating. Leaking steam is dangerous and pipes are hot.

6.6 If fuel or lubricating oil enters the eyes or ears or is swallowed obtain immediate first aid attention.
The Oil Companies issue information leaflets on the handling of their products

6.7 When using materials, such as epoxy grout and sealants, care should be exercised and the
manufacturers’ handling instructions observed.

6.8 Interlocks, safety devices and alarms are provided in the systems for the engine. These must not
be interfered with, except for maintenance or to check their function.

6.9 The generator and electrical control gear is handling high voltages and maintenance should be
carried out only by a competent electrical engineer conversant with the installation.

IF IN DOUBT ASK
CONTACT:
Service Department,
MAN B&W Diesel Ltd,
Bramhall Moor Lane,
Hazel Grove,
Stockport,
Cheshire.
SK7 5AH.

Telephone No. +44---0161---483---1000

Telefax No. +44---0161---487---1465

7. VITON FLUORELASTOMER

Upon advice from the manufacturer the following has been prepared in respect to the safety
precautions required when this material is utilised on various seals, gaskets and ’O’ rings.

Viton, as used in manufacturing various seals, gaskets and ’O’ rings fitted to the above range of
Mirrlees Blackstone engines is a Fluorelastomer i.e. a synthetic, rubber---like material.

During normal use and under conditions for which they have been designed these seals are
perfectly safe and have an adequate service life. However, it has been noted that should such
seals be exposed to temperatures in excess of 316 degrees Celsius, (600 degrees Fahrenheit) the

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material does not burn, but goes into a process of decomposition. One of the effects of this
decomposition is the evolution of hydrogen fluoride and the formation of hydrofluoric acid if ANY
water is present.

The level of water content needed to form hydrofluoric acid may vary from water present in the
atmosphere to the amount obtained from a major leak of a cooling system or to the ultimate the
volume of water required to extinguish a fire.

THIS ACID IS HIGHLY CORROSIVE and extremely difficult to remove if it comes into contact with
the skin.

Should it be necessary to dismantle any engine components that have been subjected to
temperatures in excess of 3150C (6000F) then the condition of the gaskets and ’O’ rings should be
closely visually examined to determine if the seals have decomposed. If decomposition has taken
place the seals will be charred in appearance or may have changed to a black sticky mass.
IN NO EVENT SHOULD ANY PART OF THE BODY, WHETHER PROTECTED OR NOT, BE
PERMITTED TO COME INTO CONTACT WITH SUCH DECOMPOSED MATERIAL.
If decomposed fluorelastomer seals are found then this condition should be approached as noted
in the section “Accidental Burning” contained within this Section.

DO NOT touch any component until such procedures have been implemented and the area
considered safe.

It should be noted that all seals used in the engine are not exposed to high temperatures in normal
operation and may be expected to be found in harmless and satisfactory condition except where
abnormal temperature conditions have existed.
NOTE:
Neither natural rubber or nitrile rubber seals present any such hazard and are, therefore,
not subject to the previous procedures.
It is possible that the evolved acid may be neutralised following contact with metallic
components of the engine as the acid strength will dissipate as it attacks the metal.
8. SYMPTOMS

8.1 Inhalation (Breathing) --- Immediate

. Coughing
. Choking
. Chills lasting 1---2 hours after exposure

8.2 Inhalation (Breathing) --- Delayed

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. Fever
. Cough
. Chest tightness
. Pulmonary edema (congestion)
. Bronchial pneumonia

8.3 Skin Contact

Symptoms may be apparent immediately, soon after contact, or a considerable delay may
be experienced before the onset of any symptoms. Do not assume that there has been no
damage because of the lack of immediate symptoms; delays of minutes in treatment can
have severe consequences:

. Dull throbbing ache

. Severe and persistent pain
. Black discolouration under nails
. Skin swelling and redness
. Blistering
. Sometimes pain without visible change

9. TREATMENT

9.1 Inhalation

Remove to fresh air and obtain medical supportive treatment immediately. Treat for
pulmonary edema.

9.2 Skin Contact

In the event of skin contact with hydrofluoric acid it is recommended to:---

a) Remove any contaminated clothing immediately

b) Irrigate the affected areas with clean, running water for at least fifteen minutes

c) Liberal applications of 2% calcium gluconate gel to be massaged into the affected

areas for at least fifteen minutes or until medical assistance becomes available.

d) Further applications of gel should be made if the symptoms re---occur.

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e) The application should be continued until the pain subsides.

f) Refer the case to a hospital

Calcium Gluconate gel can be obtained from:

Industrial Pharmaceutical Service Ltd

Bridgewater Road
Altrincham
Cheshire.
WA14 --- 1NA
The product name is H---F antidote Gel and there is a minimum purchase of 12 off 25g tubes.

In the event of a fire occurring where quantities of fluorelastomer materials are stored it is
ESSENTIAL that fire-fighters are informed of the possibility of HIGHLY TOXIC fumes being
present and the precautions recommended.

9.3 Eye Contact

Wash/irrigate eyes immediately with water followed by a solution for 30---60 minutes. Obtain
immediate medical attention.

The manufacturer of Viton has issued the following guide-lines in respect to Viton and
this is repeated as:

10. DUST FROM GRINDING

Fine dust resulting from the grinding or abrading of raw VITON polymer or products made from it
can generate toxic decomposition products if burned. Operators engaged in grinding or abrading
vulcanizate of VITON should be cautioned to avoid contaminating smoking materials with the fine
dust. Smoking in such work areas should be prohibited. Workers should also be advised to wash
their hands thoroughly before smoking anywhere. Inhalation of dust particles should be avoided.
As with all grinding operations, respirators and safety goggles should be worn and adequate
ventilation should be used.

11. ACCIDENTAL BURNING

Intentional burning of VITON or its vulcanizate is not recommended, except in an approved

incineration process, because of the possible formation of toxic and corrosive combustion
products. However, in the event of an accidental fire involving VITON, fire-fighters should be
made aware of the possibility of toxic and corrosive vapours. The following information is
proved for guidance.

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11.1 Combustion Products of Vulcanizate

Quantitative measurements of the combustion products of VITON E---60C and VITON

B---910 have been made under good combustion conditions (excess of oxygen). The
formulations tested and the resulting combustion products have been measured. Note: This
data is from a one---time test and may not be representative of an actual fire situation. They
are only for purposes of information.

11.2 Precautions in the Event of a Fire

Highly toxic products of combustion, including hydrogen fluoride, carbonyl fluoride, carbon
monoxide and low molecular weight fluorocarbon fragments can be generated in a fire
involving VITON. Personnel fighting such a fire must wear face masks and self contained
breathing apparatus. All unprotected personnel must leave the area immediately. Anyone
exposed to fumes from the fire should be moved to fresh air at once and treated by a
physician

PLEASE NOTE: Anyone handling residues of VITON polymer or parts of VITON which have
been involved in a fire MUST wear Neoprene gloves to avoid skin contact with these possibly
highly corrosive residues which likely include hydrogen fluoride. (Polyvinylchloride, PVC,
gloves may be used if the temperature of the residue is below the melting point of the glove).
Such residues should be decontaminated by washing in limewater (calcium hydroxide
solution) and disposed of in the same manner as VITON polymer. The gloves MUST be
discarded after use.

12. HIGH -- TEMPERATURE SERVICE (above 2750C/5270F)

In most applications parts of VITON can be exposed to temperatures up to 2750C/5270F without

significant decomposition or health hazard. Above this temperature, small quantities of
decomposition products, including hydrogen fluoride, may be formed and precautions should be
taken to protect personnel from exposure.

Laboratory test evidence suggests that evolution of hydrogen fluoride (HF) from cured parts of
VITON is unlikely unless the vulcanizate is severely degraded. However, if operation at
temperatures above 3160C/6000F is required , or is possible through accident, the user should
assure himself that medical treatment is available for HF burns or other exposure which might
result from inhalation, contact with a decomposed part, or contact with HF condensate. If
condensate is suspected, equipment and parts should be washed well with limewater (calcium
hydroxide solution). Neoprene or PVC gloves should be worn when handling the equipment and
parts for treatment, and then discarded.

The laboratory tests mentioned above were run in an air atmosphere using very small quantities of
test specimens prepared from a standard vulcanizate of VITON E---600C. The results may not be

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valid if other compounding materials or environments are present since their effect on
decomposition cannot be predicted. Therefore, the use or testing of vulcanizate of VITON above
the range of initial exotherm (310---3250C)/(590---6170F) or in other media, is not recommended
unless effective precautions are taken to protect personnel from exposure to the fumes. It is the
responsibility of the part manufacturer and the end user to determine whether a specific
application is safe, particularly at temperatures above 3160C/6000F.
NOTE: The foregoing applies only to parts made from conventional FKM type
fluorelastomer. It does not apply to parts made from Du Pont Teflon fluorocarbon resin or
KALREZ perfluoroelastomer, which have different high temperature properties.

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TECHNICAL DATA

BASIC ENGINE DATA

For Major turbocharged and intercooled diesel engines with direct fuel injection and operating on a four
stroke cycle.

Cylinder bore 15.750 in 400.05 mm

Piston stroke 18 in 457.20 mm
Cylinder capacity 3870 in3 63417 cm3
Swept volume 3507 in3 57469 cm3
Clearance volume 363 in3 5948 cm3
Mechanical clearance (between top
of piston and underside of head) 1.1875 in 30.16 mm
Compression ratio 10.67 : 1
Compression pressures 380 to 410 26.4 to
lb/in2 28.5 bar
Mean piston piston speed at 500 rev/min 1,500ft/min 760cm/sec
600 rev/min 1,800ft/min 914 cm/sec
Direction of rotation Standard is clockwise
looking on flywheel end

Lubricating oil system pressures with engine driven pumps

Pressure relief valve settings (SAE 30 Oil at 500F(100C)) :---

Pressure not to Exceed 130 lb/in2 9.0 Bar
Re---seating on falling Pressure 90 lb/in2 6.2 Bar
Pressure regulating valve setting (with SAE 30 oil at 500F (100C) :---
Pressure not to exceed 80 lb/in2 5.5 bar
Re---seating on falling pressure 60 lb/in2 4.1 bar
Normal working pressure in oil gallery 50 to 60 3.4 to 4.1
lb/in2 bar
Starting system air pressure (standard) 400 lb/in2 27.6 bar
Fuel injection nozzle setting pressure 3000 lb/in2 206 bar
Fuel injection pressure 12,000 lb/in2 833 bar

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Capacity of water---jacket (per cylinder) 40 gal 182 litres

Angle between cylinder banks 450
Lubricating oil capacities

Number of Cyls. gal litre

12 340 1545
16 440 2000
18 490 2235

Cylinder Pressures

For details of cylinder pressures see the works test sheet.

Engine firing sequence.

Because there is a 450 angle between cylinder banks ’A1’ bank cylinder fires, and the
opposite ’B’ bank cylinder fires 3150 crankshaft degrees later. A1---B1 cylinder pistons and
connecting rods drive onto No. 1 crankpin of the crankshaft. Similarly A2---B2 onto No.2
crankpin, A3---B3 onto No. 3 crankpin etc.
The camshafts must always be set relative to the crankshaft so that A1 cylinder fires then B1
after the 3150 interval. It would be possible to set a camshaft one crankshaft revolution out of
phase, but this is not permissible, as the torsional and dynamic systems would be affected.

Firing order

For an engine rotating clockwise (viewed from flywheel end):

315 crankshaft degrees

KV12 A1---B4---A3---B2---A5---B1---A6---B3---A4---B5---A2---B6

KV16 A1---B6---A3---B7---A2---B4---A5---B1---A8---B3---A6---B2---A7---B5---A4---B8

KV18 A1---B6---A3---B4---A5---B2---A7---B1---A9---B3---A8---B5---A6---B7---A4---B9---A2---B8

Valve tappet clearances (cold)

Air 0.030 inch 0.76 mm

Exhaust 0.085 inch 2.159mm
(Nimonic valves)

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SCHEDULE OF RUNNING CLEARANCES

DESCRIPTION NOMINAL FITTED MAX UNIT

DIMENSION CLEARANCE CLEAR.
CRANKSHAFT

Main bearing journals 12.5 0.010---0.015 0.018 inch

318.0 0.25---0.38 0.46 mm
(minimum permissible clearance 0.006 inch 0.15 mm)
Thrust location bearing Fitted 0.007---0.009 0.020 inch
0.18---0.23 0.51 mm
CAMSHAFT

Camshaft bearings 5.00 0.0035---0.008 0.012 inch

127 0.09---0.20 0.31 mm
Thrust location Fitted 0.005---0.010 0.020 inch
0.13---0.25 0.51 mm
CYLINDER LINERS (Max. wear is the difference between worn part of liner and
unworn part of liner bore)
Caution: Chromium ---plated rings must NOT be fitted in chromium ---plated liners.
15.750 at top of top ring travel 0.060 inch
400.05 1.52 mm
Cast Iron Liner
at bottom of liner 0.010 inch
0.25 mm

PISTON ASSEMBLY

Piston bushes 6.00 0.002---0.0055 0.010 inch

152.0 0.05---0.14 0.25 mm
Compression Rings Vertical 0.003---0.006 0.018 inch
clearance 0.08---0.15 0.31 mm
in groove

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DESCRIPTION NOMINAL FITTED MAX UNIT

DIMENSION CLEARANCE CLEAR.

PISTON ASSEMBLY (Continued)

Slotted oil---control ring Vertical 0.002---0.004 0.008 inch

clearance 0.05---0.10 0.20 mm
in groove
NOTE: Check ring gaps with ring in an unworn part of the liner and in a level plain.
Top compression ring Closed gap 0.047---0.057 0.095 inch
(chromium---plated unless the 1.19---1.45 2.41 mm
liners are plated see above)

Two taper face Closed gap 0.047---0.057 0.105 inch

Compression rings 1.19---1.45 2.67 mm

Slotted oil---control ring Closed gap 0.047---0.057 0.105 inch

1.19---1.45 2.67 mm

CONNECTING ROD

Large end bearing shell 11.500 0.008---0.012 0.018 inch

292.10 0.200---0.31 0.46 mm

Minimim vertical
diametrical clearance in 0.0045 inch
large end bearing with 0.11 mm
piston at top dead centre

Small end bearing 6.00 0.005---0.008 0.010 inch

152.0 0.13---0.20 0.254 mm

The limit of ovality of crankpins due to wear is 0.002 in (0.05 mm). We undertake the
reconditioning of crankpins with the crankshaft in position in the engine and supply
undersize bearings to suit.

CAMFOLLOWER GEAR

Camfollower pistons 4.00 0.0035---0.007 0.012 inch

(tappets) 101.60 0.09---0.18 0.30 mm

Fuel, air and exhaust 1.5 0.0025---0.0035 0.008 inch

camfollower rollers 38.1 0.063---0.09 0.20 mm

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DESCRIPTION NOMINAL FITTED MAX UNIT

DIMENSION CLEARANCE CLEAR.
VALVES & ROCKER GEAR

Inlet valve 0.9375 0.002---0.004 0.012 inch

and guide 23.8 0.031---0.062 0.3048 mm
Exhaust valve 0.943 0.0025---0.0045 0.0065 inch
& guide 23.95 0.06---0.11 0.16 mm
Valve lever 2.50 0.002---0.0055 0.012 inch
bracket bearings 63.5 0.05---0.14 0.31 mm
Exhaust valve 3.00 0.003---0.006 0.012 inch
operating lever 76.2 0.076---0.152 0.31 mm
bearing
TIMING GEAR TRAIN

Crankshaft and 0.012---0.016 0.027 inch

camshaft gears to 0.31---0.40 0.69 mm
inter---gears backlash
Intermediate 4.00 0.0015---0.003 0.010 inch
gear bearing 101.6 0.04---0.08 0.25 mm
GOVERNOR DRIVE GEARS

Governor drive 1.5 0.002---0.004 0.010 inch

spindle bearings 38.1 0.05---0.10 0.25 mm
Spur gears 0.012---0.014 0.025 inch
0.31---0.36 0.64 mm
Bevel gears 0.004---0.006 --- --- inch
0.10---0.15 --- --- mm
Overspeed governor drive 0.012---0.014 0.025 inch
0.31---0.36 0.64 mm

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DESCRIPTION NOMINAL FITTED MAX UNIT

DIMENSION CLEARANCE CLEAR.

LUBRICATING OIL PUMP

Drive gears backlash 0.010---0.016 0.025 inch

0.25---0.4 0.64 mm

Rotor end float 0.006---0.008 0.012 inch

0.15---0.20 0.31 mm

Rotor backlash 0.003---0.007 0.020 inch

0.08---0.18 0.51 mm

APPROXIMATE WEIGHT OF ENGINE & MAJOR COMPONENTS

No, of Cylinders 12 16 18

Dry weight of complete 80.5 103.5 115.0 ton

engine without flywheel 82,000 105,500 117,000 kg
and without lifting---beam

Lifting beam 5.0 5.0 5.0 ton

5090 5090 5090 kg

Assemblies:---

Bedplate with main 16.2 20.9 23.5 ton

bearing cap 16,500 21,300 23,900 kg

Column including
camshaft, studs, 16.0 22.4 24.0 ton
camfollowers and 16,250 22,400 24,400 kg
(inspection) doors

Crankshaft without 5.6 8.0 9.2 ton

balance weights 5700 8150 9350 kg
and without flywheel

Cylinder---casing (one
only) including liners 8.0 10.1 11.5 ton
and the studs for 8150 10,300 11,700 kg
cylinder head attachment

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APPROXIMATE WEIGHT OF ITEMS UNAFFECTED BY NUMBER OF CYLINDERS

Component or Assembly Units

lb kg

intermediate 335 152

Bearing caps, main (without shells)
(included with bedplate weights wide 418 190
above)
thrust 100 45

intermediate 8.0 3.6

Bearing---shells (halves) main wide 10.0 4.5

thrust 10.0 4.5

Camfollowers and bracket assembly 95 43

Flywheel end gear casing ’A’ bank 374 170

’B’ bank 420 190
Casings Free end casing 903 410
and covers
Mounting plate at free end for 660 300
lubricating oil pumps

Charge---air (inter)cooler G.E.A. Size 1245 x 770 x 570 empty 2233 1015
full 2345 1066

Charge---air manifold (one section) 190 86

Connecting rod only 210 95

Large end bearing housing complete 330 150

Cylinder head assembly with all valves but excluding 1120 508
rocker gear, covers and injector

Rocker gear 238 108

Cover assembly 130 59

Cylinder liner 850 386

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Component or Assembly Units

lb kg
Damper, Geislinger Type D110/48 18 cylinder 600 rev/min 3200 1455
Damper, Geislinger Type D110/22 12---16 cyl. 600 rev/min 3158 1430
Exhaust valve cage assembly 60 28
Fuel injection pump 92 42
Fuel injector 30 14
Flywheel, Dia. 5’5”(1650 mm) Rim width 5.28”(134 mm) 3743 1700
Flywheel, Dia. 5’5”(1650 mm) Rim width 7.25”(184 mm) 4700 2140
Flywheel, Dia. 5’5”(1650 mm) Rim width 9.81”(250 mm) 6100 2770
Flywheel, Dia. 6’0”(1830 mm) Rim width 6.90”(175 mm) 7200 3270
Flywheel, Dia. 6’0”(1830 mm) Rim width 12.0”(305) 10200 4640
Governor, Woodward EGB50 140 64
Governor, Woodward UG40 100 45
Intermediate gears and bracket assembly 310 140
Overspeed governor assembly 50 23
Piston with rings etc. but excluding pin 458 208
Piston pin only 93 42
Push rod 8 3.6
Through bolt 94 43
Turbocharger :---
Brown Boveri VTR 401 without filter 2760 1255
Piston assembly with connecting rod only fitted 761 346
Large end housing --- top half 130 59
Large end housing --- bottom half 150 68
Connecting rod only with large end housing halves fitted 531 242
and with bolts, studs and nuts.

Last Issued 14.5.04 Page No. 8

KV Major Mk3
Instruction Manual
SECTION 1 INDEX

GENERAL DESCRIPTION OF ENGINE AND ASSOCIATED SYSTEMS

CHAPTER/PARA N0. SUBJECT

CHAPTER N0.1. INTRODUCTION AND IDENTIFICATION OF CYLINDERS

CHAPTER N0 2. GENERAL DESCRIPTION

CHAPTER N0 3. WORKING CYCLE

CHAPTER N0 4. STARTING AIR, CHARGE AIR, AND EXHAUST SYSTEMS

CHAPTER N0 5. COOLING WATER SYSTEMS

CHAPTER N0 6. LUBRICATING OIL SYSTEM

CHAPTER N0 7. STANDARD FUEL SYSTEM

The text and illustrations relate mainly to typical (standard) systems. For contractual
systems which have additional or alternative equipment, information and system diagrams
etc. will be included in Volume 2.

Last Issued 20.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 1

CHAPTER INDEX

INTRODUCTION AND IDENTIFICATION OF CYLINDERS

PARAGRAPH N0 SUBJECT PAGE N0

1. INTRODUCTION 1

2. IDENTIFICATION OF CYLINDERS 1

3. INSPECTION ON ARRIVAL AT SITE 1

4. INDUSTRIAL INSTALLATIONS 2

4.1. Foundations 2

5. MARINE INSTALLATIONS 2

6. INSTALLATION INSTRUCTIONS INDUSTRIAL

AND MARINE INSTALLATIONS 2

7. TYPICAL MARINE INSTALLATIONS 3

Last Issued 1/6/00 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 1

INTRODUCTION AND IDENTIFICATION OF CYLINDERS

1. INTRODUCTION

The ’KV’ Major range of diesel engines has been produced as a result of long study and careful
research and development of our ’K’ type engines. The operational experience gained from many
installations at home and abroad, both industrial and marine applications, has enabled us to
design a range of engines which will give long trouble---free service with high performance,
reliability and the minimum of maintenance. The instructions given in this manual should be
carefully carried out.
The ’KV’ Major is a single acting four---stroke cycle compression ignition oil engine turbocharged
with charge---air coolers, designed to operate on light and heavy fuel oils.
The ’Vee’ type engines comprise two banks of cylinders, each bank at 22½_ to the vertical. They
are produced in 12, 16 and 18 cylinder versions.

2. IDENTIFICATION OF CYLINDERS

The identification numbers of the cylinders are in accordance with British Standard (BS) 1599 i.e.,
looking on the free end of the engine, the cylinders to the left are in ’A’ Bank and those to the right
are in ’B’ Bank. The cylinders are numbered 1 to 6, 7, 8 or 9 on each bank. Cylinders ’A1’ and
’B1’ are at the free end. The crankshaft main bearings are also numbered in sequence from the
free end.
3. INSPECTION ON ARRIVAL AT SITE

All parts should be unpacked and examined at the earliest opportunity commensurate to erection
needs to allow maximum time to obtain replacements for any parts found to be damaged or lost
in transit. All damages or losses should be reported at once to facilitate immediate replacement
and to enable a claim to be made on the carrier. Take care when opening the cases not to damage
any of the contents.
Every endeavour is made to protect all parts against weather and exposure. Packing cases should
be stored under cover whenever possible.
During packing, some holes are blanked off with wood, metal or plastic plugs to keep out dirt.
Care should be taken that all these protection devices are removed, the holes washed out with
clean fuel (or paraffin) and the parts fitted in their respective assemblies as soon as possible after
cleaning.
The cast surfaces of the engine interior are painted with oil---resisting enamel paint to ensure clean
surfaces for oil draining. If this paint becomes chipped off in places, it must be repainted. This
is a special paint which we can supply; ordinary paint is unsuitable for the purpose.
When an engine is not supplied as a complete unit, the machined surfaces of all components are
coated with a preservative. This preservative must be removed with paraffin or white spirit, and
the surfaces thoroughly cleaned and coated with lubricating oil before final assembly.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 1

4. INDUSTRIAL INSTALLATIONS

4.1. Foundations:---

a) Particulars regarding size, position of bolt holes, chases and trenches are given on drawings
supplied in advance of engine delivery.

b) All particulars regarding the mounting and lining---up of the engine and driven machinery are
also given on the engine foundation drawing.

c) The concrete foundation will absorb any oil spillage and will eventually rot if not protected by
treating either with Silicate of Soda after the grout has set, or with proprietary sealing paints.

d) To use Silicate of Soda, thoroughly mix gallon (2 litre) with 2 gallons (9 litre) of cold water,
which should be sufficient for the complete treatment of 200 square feet (19 square metre).
Apply by watering can and brush.

e) Repeat the operation at intervals as each coat dries, until the concrete absorbs no more of
the solution. Three coats are usually sufficient.

f) This treatment can be used with advantage on engine---room floors and will help to reduce
the formation of dust.

5. MARINE INSTALLATIONS

5.1. The following drawings, necessary for installation are usually supplied with each contract.

a) Seating arrangement.

b) Arrangement of all terminal connections on engine.

c) Piping diagrams for water, lubricating oil, fuel and compressed air systems.

6. INSTALLATION INSTRUCTIONS INDUSTRIAL AND MARINE INSTALLATIONS

6.1. Locate the ancillary equipment so that all piping is as short as possible, consistent with ease of
operation, and good accessibility for maintenance.

6.2. Ensure that distant reading gauges and alarms are clearly visible to the plant operators.

6.3. Ensure that the bores of all pipes are perfectly clean, particularly the lubricating oil pipe between
the filter and the engine. See Section 1 Chapter 6.

6.4. Piping to be accessible to facilitate inspection and repair when necessary.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 1

6.5. The jacket water make---up tank to be above the highest point of the cooling circulating system.

6.6. The fuel piping must not pass over or close to exhaust piping. The possibility of any overflowing or
leaking fuel coming into contact with hot surfaces must be avoided to prevent fire risk.

6.7. The light fuel service tank should be mounted high enough to ensure that there is sufficient head to
maintain a supply to the engine in the event of a failure of the pressurising pump. A standby pump
may be required if the head is inadequate.

6.8. Protect the engine and ancillary equipment from damage while work is proceeding in the vicinity.

6.9. Install a crane, capable of lifting the heaviest engine component. The capacity required depends
upon the size of engine.

7. TYPICAL MARINE INSTALLATIONS

Assuming the engine is despatched as a complete unit proceed as follows:

7.1. Line up thrust block and/or gearbox and propeller shaft.

7.2. Check the engine seatings.

7.3. Lower the engine on to the seatings.

7.4. Fit the flywheel to the crankshaft coupling flange by setscrews.

7.5. Align the coupling face of the flywheel with the gearbox or thrust shaft coupling flange. Adjust the
height of the engine by the bedplate levelling screws.

7.6. Drill the seating from the engine bedplate.

7.7. Check the crankshaft alignment and deflections (See Section 2 Chapter 1) and if satisfactory fit
chocking blocks.

7.8. Insert several holding down bolts and tighten down.

7.9. Ream holes in seating for fitting bolts where indicated and fit the bolts.

7.10. Fit all remaining bolts including the flywheel coupling bolts.

7.11. Record the final crankshaft deflection readings.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 2

CHAPTER INDEX

GENERAL DESCRIPTION

PARAGRAPH N0 SUBJECT PAGE N0

1. BEDPLATE 1

2. CRANKSHAFT 1

3. COLUMN 1

4. CYLINDER CASING AND LINERS 1

5. CONNECTING RODS 1

6. PISTONS 2

7. CYLINDER HEADS 2

8. CAMSHAFTS AND CAMFOLLOWERS 3

9. GOVERNOR 3

10 FUEL INJECTION EQUIPMENT 3

.11. OVERSPEED GOVERNOR 3

12. STARTING 4

13. LUBRICATING OIL PUMPS 4

14. TURBOCHARGER, CHARGE---AIR COOLER

(INTERCOOLER) AND MANIFOLDS 4

15. FLYWHEEL & TURNING GEAR 4

16. CONTROL AND INSTRUMENT PANEL 4

17. LUBRICATING OIL AND FUEL FILTERS 4

ILLUSTRATIONS FIGURE
Sectional Elevation of Typical KV Major III 1
Cross Section of Typical KV Major III 2

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 2

GENERAL DESCRIPTION

1. BEDPLATE
The bedplate is made of high quality cast iron and is of deep section, giving rigid support to the
crankshaft bearing housings. The main bearing caps are each secured by four high tensile steel
studs with provision for lifting the caps to facilitate maintenance of the bearings without disturbing
other main components. The lubricating oil gallery, an integral part of the casting, runs along the
entire length of the bedplate. Lubricating and cooling oil is fed from the gallery through vertical
holes to each crankshaft main bearing. The pre---fit main bearings are of the thin---shell type with
a high load carrying capacity.
2. CRANKSHAFT
The crankshaft, machined from a high grade steel forging, conforms to the requirements of the
Classification Societies for the maximum output of the engine. Drilled holes through the shaft,
feed lubricating oil from the main bearings to the large end bearings. Balance weights, when
required are bolted to the crankwebs. The crankshaft is fitted with a split gearwheel, at the flywheel
end, for driving the camshaft gear train.
3. COLUMN
The column, forming the upper half of the crankcase, consists of a single cast---iron box---section
structure which incorporates the camshafts and camfollower gear. Large inspection doors on
both sides of the column permit easy access to the running gear. The doors on one side of the
column carry large relief valves and gauze flame traps.
The pressure inside the crankcase is reduced by an extractor fan. See Section 2 Chapter 2. para
4.
4. CYLINDER CASING AND LINERS
A separate cast---iron cylinder casing is provided for each bank of cylinders. The cylinder casings
are secured to the column by long through---studs. Wet type cylinder liners are fitted in the cylinder
casing and are manufactured of high grade cast---iron. The liner incorporates a flame ring at the
top of the liner and is sealed by a steel joint under the flange and secured by the cylinder head.
The lower end of each cylinder liner is fitted with rubber rings to form a water seal and allow
downward expansion. See Section 2 Chapter 2. para 8.
5. CONNECTING RODS (See Section 2 Chapter 3 for full details)
The connecting rods are machined from high grade steel forgings and have a palm end which
attaches to the large end housing using four high tensile steel studs. Detachment at the palm end
enables the piston and connecting rod to be removed or fitted to the cylinder from the top of the
engine. The small end steel/Cu---Pb bearing bush is an interference---fit, but is easily fitted by
pre---freezing the bush before insertion into the connecting rod bore. The large end ’block’
bearing housing is fitted with thin wall shell half bearings and the top and bottom halves of the
housing are secured by four high tensile steel bolts precisely tensioned. The piston and
connecting rod are removed without opening up the large end bearing.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 2

The large end bearing housing and connecting rod have drilled through oil ways to pressure
lubricate the top end bearings and supply cooling oil to the piston crown chamber.

6. PISTONS (See Section 2 Chapter 3 for full details)

The pistons are of two---piece construction and consist of a heat---resisting alloy---steel crown of
the ‘Hesselman’ design carrying the compression rings, and a skirt made of Meehanite cast iron.
The ring belt is of cantilever construction, thus ensuring freedom from stress at the roots of the
ring grooves. The skirt carries the piston pin, which is of the floating type. The compression rings
are cooled by circulating oil at high velocity through an annular space behind the rings. The
returning oil from each piston is caught in a tray below the bottom of the liner and piped to the
engine sump via a direct---reading thermometer.

7. CYLINDER HEADS (See Section 2 Chapter 5 for full details)

7.1 The cylinder heads are made of special close grain cast iron and are of the four valve type. The
flame plate has a network of drilled passageways which intensifies cooling of the flame plate and
ensures water circulation round the more vital surfaces.

7.2 Each head is fitted with:

a) Two direct---seated air inlet valves.

b) Two caged exhaust valves with water---cooled seats and guides. Each exhaust valve is fitted
with a rotator and the stem is pressure lubricated.

c) A cylinder pressure measuring position with isolation cock.

d) A starting---air valve.

e) A pressure relief valve, (marine engines only).

f) A centrally---located fuel injector of low inertia. Nozzles are water---cooled when using
residual (heavy) fuels.

7.3 Cooling water is supplied to the exhaust valve guides and seats and fuel injectors (when
applicable) from a separate treated water circuit.

7.4 The seal between the cylinder head and liner is completed by a steel ring and each head is secured
to the cylinder casing by eight high tensile steel studs.

7.5 The valves levers are push rod operated from the camshaft and camfollowers located in the
column.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 2

8. CAMSHAFTS AND CAMFOLLOWERS

(See Section 2 Chapters 2 & 4 for full details)

8.1 The steel camshaft carries separate hardened steel cams cottered onto the shaft. The driven gear,
keyed onto the tapered end of the shaft is secured by an end plate and stud/bolt.

8.2 The camshaft is driven through a compound gear---train from the crankshaft.

8.3 The camfollower roller mechanism, fitted to the column, is pressure lubricated.

9. FUEL INJECTION EQUIPMENT (See Section 2 Chapter 11 for full details)

Individual fuel pumps and injectors are provided for each cylinder, the fuel pumps are operated
by cams and camfollower gear. Adjustment being provided by a tappet screw. The fuel pumps
are of positive displacement type, incorporating special design characteristics for optimum
performance. Circulation of fuel ensures an even temperature distribution through the pump.
10. GOVERNOR (See Section 2 Chapter 7 & Governor manual in Vol. 2)

The hydraulic servo type governor is driven by spur and bevel gearing from the camshaft drive
gear train.
Engine speed can be adjusted either manually or by remote control.
11. OVERSPEED GOVERNOR (Centrifugally -- actuated engine shutdown device)
(Also see Section 2 Chapter 9)

11.1 The engine overspeed ‘governor’, driven by the camshaft gearwheel, is independent of the main
engine governor in para 10. above.

11.2 If the engine overspeeds, operation of the overspeed governor initiates:

a) Retraction of the fuel pump control racks to the ‘no---fuel’ position and

b) pneumatic operation of plungers at each fuel camfollower. Spragging the follower in the
’UP’ position and preventing any further fuel pump strokes and fuel injections into the engine
cylinders.

The governor overspeed setting is adjusted during the Works trial to that specified in Section 2
Chapter 16.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 2

12. STARTING

The engine is ’push---button’ started, functionally controlled by the pneumatic system.

Starting air is admitted to manifolds connected to the fuel---pump bases. (See Section 8). The
fuel pump tappet operates as a timing device admitting starting air to the starting valve in each
cylinder head. See Section 2 Chapter 4 para 3.
13. LUBRICATING OIL PUMPS (See Section 2 Chapter 8 for further details)

The lubricating oil pumps are of the positive displacement type, the rotors of which are carried in
roller bearings. Two pumps are fitted at the free end of the engine, driven by a gearwheel located
on the crankshaft.
14. TURBOCHARGER, CHARGE -- AIR COOLER (INTERCOOLER) AND MANIFOLDS

See Sections 1 Chapter 4 and Section 2 Chapter 13 also instruction manuals in Volume 2.
15. FLYWHEEL & TURNING GEAR

The flywheel bolted to the crankshaft, comprises a disc, with teeth on its periphery enabling the
engine to be turned by hand and/or by electric motor as described in Section 2 Chapter 15.
16. CONTROL AND INSTRUMENT PANEL (See Section 2 Chapter16)

The instrument panel, incorporating engine and turbocharger speeds, temperature and pressure
indicators, is normally mounted near the flywheel end of the engine in a free---standing console,
which also houses all auxiliary controls, engine starting, stopping and running controls.
Pneumatic and mechanical equipment on the engine also enables the engine to be stopped,
speed controlled etc. at a location at the flywheel end of the engine. These engine mounted
controls are only to be used in an emergency or in the event of failure or fault in pneumatic or
electrical systems.
17. LUBRICATING OIL AND FUEL FILTERS

See Sections 2 Chapter 17 and Section 2 Chapter 18 for light---fuel engines. For engines running
on heavy fuel see also Section 2 Chapter 19.

Last Issued 19.5.04 Page No. 4

KV MAJOR MK3
INSTRUCTION MANUAL
SECTION 1 CHAPTER 2 FIGURE 1

Title: Date: Man. No

SECTIONAL ELEVATION OF A TYPICAL KV MAJOR Mk III ENGINE 6/00 1740
KV MAJOR MK3
INSTRUCTION MANUAL
SECTION 1 CHAPTER 2 FIGURE 2

Title: Date: Man. No

TYPICAL CROSS SECTION 6/00 1727
OF A KV MAJOR III
KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 3

CHAPTER INDEX

WORKING CYCLE

PARAGRAPH N0 SUBJECT PAGE N0

1. AIR INLET STROKE 1

2. COMPRESSION STROKE 1

3. POWER STROKE 1

4. EXHAUST STROKE 1

ILLUSTRATIONS FIGURE
Valve Timing Diagram 1

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 3

WORKING CYCLE (FIG. 1)

1. AIR INLET STROKE

This commences when the piston is at the top of the cylinder and starts to move downwards.
Since inlet valves are already open, air from the turbocharger is blown into the cylinder.
Reference to Fig. 1 will show that the air inlet valves do not close immediately the piston
reaches the bottom of its stroke; the reason for this is that when the crank is passing the
bottom dead centre, air is passing the comparatively restricted openings of the air inlet
valves with considerable velocity, ensuring that the cylinder is fully charged with air. It should
be noted that the maximum quantity of air will only enter the cylinder if the timing is correct.

2. COMPRESSION STROKE

This takes place with the up---stroke of the piston, the inlet and exhaust valves being closed.
The air in the cylinder is compressed and its temperature rises sufficiently to ignite the diesel
fuel which is injected slightly before top dead centre.

3. POWER STROKE

The pressure in the cylinder is further increased by the combustion of the fuel and the
resultant expansion of the gases causes the piston to move downward on its power stroke.
The exhaust valves open before the piston reaches the bottom of its stroke, so that exhaust
may commence while the burnt gases are still under slight pressure.

4. EXHAUST STROKE

The piston on its next up---stroke, forces the exhaust gases out of the cylinder past the
exhaust valves. The air inlet valves open before the end of the exhaust stroke and a period of
cooling and scavenging takes place before the exhaust valves close. Thus the engine
makes two revolutions, of four piston strokes, to complete the cycle in a cylinder.
NOTE: The valve timings shown on the diagrams apply with ‘working’ tappet clearances
(cold) as quoted.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 3

(Viewed on flywheel end for clockwise engines; free end for anti---clockwise
engines)
When re---timing the engine after fitting new parts, follow the procedure in
Section 2 Chapter 6 para.7.
TDC = Top dead centre
BDC = Bottom dead centre
AVO = Air inlet valve opens
AVC = Air inlet valve closes
EVO = Exhaust valve opens
EVC = Exhaust valve closes
*IC = Spill port closure/Injection commences = 210 B.T.C. camshaft nominal setting.
NOTE: The timing angles shown apply with ’working’ tappet clearances.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 4

CHAPTER INDEX

STARTING AIR, CHARGE AIR, AND EXHAUST SYSTEMS

PARAGRAPH N0 SUBJECT PAGE N0

1. STARTING AIR SYSTEM 1

2. CHARGE AIR SYSTEM 1

2.1. Water cooled system 1

2.2. Air---cooled system 2

3. EXHAUST GAS SYSTEM 2

ILLUSTRATIONS FIGURE
Typical Starting Air, Charge Air, And Exhaust
Systems (Water Cooled). 1
Typical Starting Air, Charge Air, And Exhaust
Systems (Air Cooled). 2

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 4

STARTING AIR, CHARGE AIR, AND EXHAUST SYSTEMS (FIG. 1 OR 2)

1. STARTING AIR SYSTEM (See Section 2 Chapter 12)

To start the engine, compressed air is piped from the air receiver to the starting air master valve
located in the air supply pipe at the free end of the engine. When the start button is pressed,
control air from the pneumatic system operates the starting air master valve which admits air to
the rectangular distributor pipe connected to each fuel pump base. To ensure that air enters the
engine cylinder at the correct point in the cycle of operations, the opening of the inlet port is
controlled by the top edge of the annulus in the tappet plunger.
The outlet port in each fuel pump base is connected via a pipe to the cylinder head and thence
to the starting valve.
2. CHARGE AIR SYSTEM (See Sections 2 Chapters 13 & 14)

Air drawn from the atmosphere is pressurised by a turbocharger, cooled and supplied to the air
inlet valves. The engine cylinders are thereby charged with an increased weight of air, this enables
a greater quantity of fuel to be consumed, thus increasing the output per cylinder compared with
that of a similar size normally---aspirated engine. The exhaust and air inlet valves are open
simultaneously for a time at each side of top dead centre exhaust stroke (See Section 1 Chapter
3 Fig. 1). This enables the incoming turbocharged air to assist in scavenging the exhaust gases
and cooling the combustion chamber.
The turbocharger comprises a single---stage axial flow exhaust gas driven turbine driving a
centrifugal air compressor. The compressor draws air from the filter and noise attenuator. For
industrial applications a separate filter and air attenuator are used. For marine applications the
filter and noise attenuator are normally integral with the turbocharger.
Lubrication is provided by a self---contained system (See turbocharger manual in Volume 2). The
gas inlet and outlet casings are cooled by a water tapped off the engine jacket water system.
The charge air may be cooled by water or air.
(The air temperature at the engine air inlet manifold must be controlled.
See Sections 2 Chapter 14, Section 3 Chapter 2 para 9, and Section 3 Chapter 3 para b).

2.1 Water cooled system Fig. 1

The charge air passes over a series of tubular elements in a cooler through which raw water flows.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 4

2.2 Air---cooled system Fig. 2

The charge air is ducted to radiators located outside the building.

The radiators are cooled by fan---driven air.

The ducting is fitted with a radiator by---pass section. A valve in the bye---pass is thermostatically
controlled to ensure that air returned to the engine air manifold is not over cooled during periods of
low engine loading or low ambient air temperature conditions at site.

3. EXHAUST GAS SYSTEM (See Section 2 Chapter 14)

Exhaust pipes between the cylinder heads and the turbine in the turbocharger are arranged to
reduce interference between the exhausts from the different cylinders. A common pipe directs
the gases from the turbine to atmosphere, usually via a silencer and/or an exhaust gas boiler.

Last Issued 19.5.04 Page No. 2

KV MAJOR MK3
INSTRUCTION MANUAL
SECTION 1 CHAPTER 4 FIGURE 1

EXT.L
VALVES AND FITTINGS ENGINE SYSTEM INSTRUMENTATION

GLOBE VALVE PRESSURE GAUGE

P P
LOCALLY MOUNTED
VALVE (NRML. CLOSED)
TEMP. GAUGE
T T
LB/IN2
SPRING LOADED LOCALLY MOUNTED
RELIEF VALVE PANEL MOUNT GAUGE
SCREW DOWN
NON--RETURN VALVE
HPS HPS
HIGH PRESS. SWITCH
LPS LPS LOW PRESS. SWITCH
F.P. FUSIBLE PLUG

FILTER

START--AIR VALVE

Item Description Item Description

1 Diesel--driven 10 Exhaust Pipe
Air Compressor
2 Motor--driven 15 Charge--air attenuator
3 Air reciever 16 Control and protection
5 Filter systems Compressed
6 Ducting 17 Auxiliary systems air supply
Charge--air
7 Cooler system 18 Supply to other engines
8 Turbocharger
9 Exhaust Silencer

Title: Date: Man. No

TYPICAL STARTING AIR, CHARGE AIR & EXHAUST 6/00 1286/3
GAS SYSTEMS (Water Cooled)
KV MAJOR MK3
INSTRUCTION MANUAL
SECTION 1 CHAPTER 4 FIGURE 2

EXT.L
VALVES AND FITTINGS VALVES AND FITTINGS ENGINE SYSTEM INSTRUMENTATION

BUTTERFLY VALVE GLOBE VALVE PRESSURE GAUGE

P P
LOCALLY MOUNTED
VALVE (NRML. CLOSED)
START--AIR VALVE TEMP. GAUGE
T T
LB/IN2
SPRING LOADED LOCALLY MOUNTED
NON--RETURN VALVE RELIEF VALVE PANEL MOUNT GAUGE
SCREW DOWN
NON--RETURN VALVE
HPS HPS
HIGH PRESS. SWITCH
LPS LPS LOW PRESS. SWITCH
F.P. FUSIBLE PLUG

FILTER

Item Description Item Description

1 Diesel--driven 11 Exhaust Pipe
2 Motor--driven Air Compressor 15 Charge--air attenuator
3 Air reciever 16 Control and protection Compressed
5 Charge--air Filter systems air supply
7 Charge--air Radiator 17 Auxiliary systems
9 Turbocharger 18 Automatic Temperature control
10 Exhaust Silencer 19 Supply to other engines

Title: Date: Man. No

TYPICAL STARTING AIR, CHARGE AIR & EXHAUST 6/00 1256/4
GAS SYSTEMS (Air Cooled)
KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 5

CHAPTER INDEX
COOLING WATER SYSTEMS
PARAGRAPH N0 SUBJECT PAGE N0

1. ENGINE COOLING SYSTEM 1

1.2. Adjusting The Pressure In The System 1

1.3. Draining The System 1

2. EXHAUST VALVE CAGE (& INJECTORS)

COOLING SYSTEM 1

2.2. Checks Before Filling The Bedplate With Oil 2

2.3. Checks While The Engine Is Running 2

2.4. Partially Draining The System 3

2.5. Re---filling The System After Partial Draining 3

3. LOSS OF COOLING WATER 4

ILLUSTRATIONS FIGURE
Typical Diagram for Systems Cooled by Water 1
Typical Diagram of Water System for Air Cooling 2

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 5

COOLING WATER SYSTEMS

1. ENGINE COOLING SYSTEM (Fig. 1)

1.1 Description
The engine jacket water is pressurised and contained in a closed system with a make---up or
expansion tank. Soft treated water must always be used for the engine cooling system (See
Section 6).
Drains are provided at the lowest point of the cylinder casings. The turbochargers are cooled by
jacket water ’by---passed’ off the engine system (See Section 2. Chapter 13).
The engine jacket water is cooled by raw water in a heat exchanger.
The heat exchanger is of plate type construction. Engine jacket water is passed between alternate
plate surfaces and is cooled by raw water circulating through between adjacent plate surfaces.
1.2 Adjusting The Pressure In The System
To maintain the pressure in the system, adjust the pressurising valve in the jacket water outlet pipe
to produce a pressure at the pump outlet equal to the designed pumping head plus the static head
at the inlet to the pump
1.3 Draining The System

a) Connect a flexible hose to the drain cock(s), in the bottom of the cylinder casing(s) at the
flywheel end.

b) Open the vent cock(s) and direct the water away from the engine.

2. EXHAUST VALVE CAGE (& INJECTORS) COOLING SYSTEM (Fig. 1)

2.1 Description
The engine is fitted with water---cooled exhaust valve cages and seats. If supplied for running on
residual fuels the injectors are also water---cooled. The cooling system for these components is
separate from the engine jacket water system and consists of a water header tank, motor driven
circulating water pump, filter, cooler, (raw water as the secondary cooling medium) thermostatic
control valve, thermometer and pressure gauges. A drain cock is fitted at the lowest point of the
system.
The water tank has a baffle plate separating the inlet compartment from the outlet section. The
inlet compartment has an observation window (to check for oil contamination) and a removable
top cover plate and vent pipe. The outlet section usually includes a water---level sight glass and
a low---level float alarm switch. There is no provision for automatic filling of the tank.
For marine applications, when the engines may have to stop while running on heavy fuel, electric
immersion heater(s) are incorporated in the tank. Marine installations also have a standby pump.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 5

2.2 Checks Before Filling The Bedplate With Oil

a) Check and tighten all joints and open all valves.

b) Fill tank with treated water until the level reaches the ‘cold fill level’ viewed through the sight
glass.

c) Start the motor---driven water pump, and check that a pressure of between 65 and 80 lb/in2
(4.5 to 5.5 bar) is indicated at the gauge upstream of the filter.

d) Stop the pump and establish the pressure at which the low pressure alarms (audible and
visual) are initiated. See Section 2 Chapter 16 para 3. for the correct pressures.

e) Re---start the pump and check as (c) above.

f) Close the valve at the engine outlet (or tank inlet).

g) Check all connections and ensure that there are no traces of water in the bedplate (sump),
rectify any faults.

h) Re---open engine outlet/tank inlet tank valve if system is now leak proof.

2.3 Checks While The Engine Is Running

a) Ensure that the water level in the tank does not fall at an excessive rate. The low level switch
will initiate an alarm if the level drops below that specified in Section 2 Chapter 16 para 3.
CAUTION: If the water level is falling at an excessive rate, and the source of the leaks(s)
cannot be located, stop the engine immediately. Cure the leak(s) before restarting.
b) When the engine has reached normal running temperature, the thermostatic valve will main-
tain the water temperature within the limits quoted in Section 3 Chapter 3.

c) Ensure that there is no oil floating on the water visible in the observation window in the
header tank. Presence of oil on engines with cooled injectors indicates that fuel is leaking
from one or more of the nozzle holders, probably from the joint faces of the transfer blocks.
(See Section 2 Chapter 11 Figure 2).
Oil contamination is unlikely on engines with ’dry’ (uncooled) nozzles because the pressure
in the water system is greater than that in the exhaust valve stem lubrication system.
If nozzle leaks are suspected, inspect and clean the injector(s) as described in Section 2
Chapter 11.
d) Clean the element in the water filter by one complete turn of the handle on top at the intervals
specified in Section 4 Chapter 1. (See Volume 2 Section 3 for filter maintenance).

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 5

2.4 Partially Draining The System (To Change A Valve Cage Or Injector)

a) Shut---down the engine.

b) Stop the circulating water pump and close a valve downstream of the pump.

c) Open the vent cock.

d) With a suitable collection system in position (if necessary), open the system drain valve.
Open the tank drain only when draining the whole system.

e) Close the drain valve when the water level has dropped enough to permit removal of valve---
cage(s) and/or injector(s).

2.5 Re---filling The System After Partial Draining

a) Ensure that the system is complete.

b) Isolate the low level alarm in the tank.

c) Start the pump and slowly open the valve downstream of the pump (closed in paragraph
2.4b above). Maintain a reasonable water level in the tank by topping---up if necessary.

d) When all air has been expelled from the system, and the valve downstream of the pump is
fully open, close the vent cock.

e) Finally top up the tank to the correct level.

f) Switch on the low---level alarm (isolated in (b) above).

CAUTION: When fitting or tightening the exhaust valve cooling water inlet and outlet pipes,
shown in Section 2 Chapter 5 Figure 6, the head of the tee piece (7) must be held with a
spanner, while tightening the stand ---pipe adaptor nut (9).

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 5

3. LOSS OF COOLING WATER

If a water cooling circulating system failure occurs, the engine must be shutdown immediately.
Continued running will result in more steam being generated in the engine jacket water cooling
system. Steam will force water out of the system and an overflow will probably occur at the fresh
water make---up tank. Providing there is no personal danger the supply into the make---up tank
should be shut off so that the engine system is not immediately replenished when the engine has
started to cool and steam pockets are dispersed. Engine surfaces that have been overheated
particularly cylinder heads and cylinder liners must not be almost immediately doused with water.
The engine must be left in its partially water filled state until it has cooled down over a long period.
Before the engine is refilled with water it should be possible to retain a hand on outer surfaces of
the top of the cylinder block and cylinder head.
When sufficiently cooled admit water to the make---up tank and immediately note that there is no
continuing generation of steam relieved at the vent cock of the top of the engine outlet pipe as
the engine refills with water. When the system is full, close all vent cocks and if there is an electric
pump available start this and circulate and pressurise the system. Generally inspect all water
joints, water pipes and cooling equipment for leaks. Remove the engine crankcase doors and
ensure there are no water leaks from the cylinders or cylinder liners to the crankcase. A leak from
the liner bore could denote a cracked cylinder liner or a cracked cylinder head. A leak from the
outside of the liner could denote failure of the liner rubber sealing rings.
Check the lubricating oil sump or sump tank contents, if it is high, water may have entered the oil
system. Any water would need to be centrifuged out of the lubricating oil or the system would need
to be drained, cleaned out and refilled with new oil.
Open the cylinder cocks or plugs to relieve compression, bar the crankshaft round gently and
slowly, by hand only, if the engine is free and barring is uninterrupted after two revolutions by hand
the barring can be continued using electric motor drive. Observe the indicator cocks particularly
for any evidence of the discharge of water. Whilst barring have the engine lubricating oil priming
pump running, observe the discharge of oil at each main and large end bearing. As each piston
is at T.D.C. observe the liner bore and ensure there are no signs of scuffing of the running surface.
While inspecting within the crankcase ensure there are no signs of bearing metal flakes. Also
remove the lub. oil filter element cartridge that was in use at the time of the water failure and ensure
there is no evidence of a bearing failure denoted by lining metal on the element.
Providing that the inspection has not revealed any apparent damage or failure the engine can be
completed for running and can be restarted.
After starting immediately observe the engine water outlet flow indicator, any incidence of bubbles
could indicate a cracked cylinder liner or cylinder head, in which case the engine must be shut
down immediately.
During initial re---running on load, keenly observe all engine conditions and performance
parameters and determine that there has been no apparent damage that is causing any
detrimental result.
The loss of water circulation and of water from the engine cooling system is a serious incident,
and it is essential to ascertain that no apparent damage has resulted before an attempt to restart
the engine is actioned.

Last Issued 19.5.04 Page No. 4

KV MAJOR MK3
INSTRUCTION MANUAL
SECTION 1 CHAPTER 5 FIGURE 1

Title: Date: Man. No

TYPICAL DIAGRAM OF SYSTEMS COOLED BY 6/00 1637
WATER
 KV MAJOR MK3
INSTRUCTION MANUAL
SECTION 1 CHAPTER 5 FIGURE 2

VALVES AND FITTINGS VALVES AND FITTINGS ENGINE

XTL
SYSTEM INSTRUMENTATION
PRESSURE GAUGE
GATE VALVE OPEN VENT LOCALLY MOUNTED
FILTER STRAINER SIGHT--LEVEL TEMP. GAUGE
INDICATOR LOCALLY MOUNTED
NOTES A SET J.W. PRESSURISING VALVE TO GIVE
DESIGN PUMPING HEAD, PLUS STATIC HEAD PRESS VLV.(GLOBE PANEL MOUNTED
FLOW INDICATOR
ON PUMP DELIVERY GAUGE. VALVE WITH BLEED) GAUGE
VALVE NORMALLY
B VENTS & DRAINS TO BE FITTED ON CLOSED HIGH TEMP. ALARM
HIGHEST AND LOWEST POINTS OF ORIFICE PLATE LOW PRESSURE
EACH SYSTEM PLUG COCK (RESTRICTOR) ALARM
C RUN J.W. PUMP FOR 15 MINS. AFTER FLOAT OPERATED
SHUTDOWN FOR AFTERCOOLING. VALVE LOW LEVEL ALARM
D V.C./NOZZLE SYSTEM TO BE FILLED WITH
DE--IONISED OR DISTILLED WATER, INHIBITED BY ADDING FORMET 326 AT A E THERMOSTATIC VALVES TO
BE PIPED FOR DIVERTING AS
RATE OF 1LB PER 50 GALS.(1KG PER 500 LITRES). A SPECIAL INDICATOR KIT
IS NEEDED TO CHECK THE SOLUTON. IF ANTI--FREEZE IS REQUIRED, USE FOLLOWS:--
A--INLET
ETHYLENE GLYCOL IN THE PROPORTION DICTATED BY THE TEMPERATURE. B--BYPASS OUT
ALKALINE BASED INHIBITORS MUST NOT BE USED WITH RADIATORS. C--TO RADIATOR

Title: Date: Man. No

TYPICAL DIAGRAM OF WATER SYSTEM FOR AIR 6/00 1636
COOLING
KV MAJOR MK3
Instruction Manual
SECTION 1 CHAPTER 6 FIGURE 1

Title: Date: Man. No

TYPICAL LUBRICATING OIL SYSTEM DIAGRAM 6/00 S170408
KV MAJOR MK3
Instruction Manual
SECTION 1 CHAPTER 6 FIGURE 2

Rocker gear lubrication

FLYWHEEL KEY:--
END
Pressure
Regulator
Hydraulic pressure line
D D from Governor booster
Fuel oil pump plunger manifold
Fuel oil pump plunger manifold (Clean Oil) Lub. oil reduced pressure
’B’ BANK line for Exhaust valve guides
Intermediate
gear sprays
Pressure Lub. oil return line
Regulator D
Camshaft & follower manifold
BEARING
SUPPLY Pratt brg. brg.
Distributor valve
Camshaft ROCKER GEAR
brg. F.W.E. Thrust
bearing LUBRICATION
1 (see scrap view) Lub. oil inlet
INLET
Fuel MAIN LUBRICATING OIL GALLERY
Governor tappets
drive Air Exh.
Distributor
brg. brg.
’A’ BANK
Pressure Camshaft & follower manifold
Regulator
Pedestal Intermediate
bearing gear sprays For details of the
take--off Auxiliary system
Fuel oil pump plunger manifold (Clean Oil)
booster refer to Fig.1
Fuel oil pump plunger manifold EXHAUST VALVE STEMS
Overspeed
Governor D Exhaust valve stems manifold D

PV4

D Rocker gear lubrication

D
LCI
Overspeed Low pressure
trip cylinder trip cylinder

SUMP
D
BEARING MAIN L.O. PRIMING PUMP SUCTION
RETURN

MAIN L.O. PUMP OUTLET

CRANKSHAFT & PISTON

Title: Date: Man. No

LUBRICATING OIL SYSTEM SCHEMATIC DIAGRAM 6/00 2994
KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 6

CHAPTER INDEX
LUBRICATING OIL SYSTEM
PARAGRAPH N0 SUBJECT PAGE N0

1. LUBRICATING OIL SYSTEM EXTERNAL

TO THE ENGINE 1

2. ENGINE PART OF LUBRICATING

OIL SYSTEM 1

3. ENGINE PROTECTION AGAINST LOW

OIL PRESSURE 1

4. CLEANLINESS 2

5. ENGINE SHUTDOWN DUE TO LOW

LUBRICATING OIL PRESSURE 2

ILLUSTRATIONS FIGURE
Typical Lubricating Oil System Diagram 1
Typical Engine Lubricating Oil System Schematic 2

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 6

LUBRICATING OIL SYSTEM

1. LUBRICATING OIL SYSTEM EXTERNAL TO THE ENGINE

Lubricating oil drawn by pumps from the sump via course strainers.
From the pressure pumps, the oil flows through a cooler (water cooled) and a filter, before
returning to the engine, where it enters the oil gallery integral with the bedplate. Excess pressure
at the outlet from the pumps is relieved by a relief valve, while the pressure at the engine inlet is
controlled by a regulating valve.
2. ENGINE PART OF LUBRICATING OIL SYSTEM (See Fig. 2)

The lubricating oil, at the regulated pressure in the gallery, is fed to the main bearings through
drillings in the bedplate.
Holes drilled in the crankshaft pass oil to the large end bearings. Oil passage drillings in the large
end bearing housings and connecting rods transmit oil to the top end bearings and piston pins.
The lower end of the connecting rod is fitted with a non---return foot valve to prevent inertia back
flow of lubricating oil.
The oil circulates through the piston pins, lubricating the small end bearings and piston bosses,
and through holes drilled in the pistons to cool the ring belts and piston crowns, returning by
gravity to a tray below each cylinder liner. The oil then drains into the bedplate sump. A
thermometer is fitted at every drain to indicate each piston oil drain temperature.
Tappings off the free end of the lubricating oil gallery, supply the camfollower gear and valve rocker
gear. A branch pipe from the camfollower distributor supplies lubricating oil through a pressure
reducing valve to the exhaust valve guides.
From the flywheel end of the oil gallery, oil is piped to distributor block(s) feeding the gear sprays
and bearings, the governor drive and the camshaft bearings.
The system is primed by a motor driven pump.
The oil level in the bedplate is measured by a dipstick located on ’B’ bank side close to the oil filler.
3. ENGINE PROTECTION AGAINST LOW OIL PRESSURE
(See Section 2 Chapter 16)

Except on some marine engines a low pressure sensing shutdown device stops the engine if the
lubricating oil system fails. The device forms part of the pneumatic control system which is
described fully in Section 8.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 6

4. CLEANLINESS

Whenever engine lubricating oil pipes are removed wash them through thoroughly before they
are refitted.
The bores of the lubricating oil pipes and fittings between the filter and the engine inlet must be
scrupulously clean. Generally the pipe sections must be manufactured from one piece lengths
with welded on end flanges, the flanges having a sealing run of weld at the inside bore of the flange
at each end of the pipe. Weld slag, splatter and scale is then completely removed and the pipes
thoroughly washed out. They are then drained and fitted.
If any of this pipework is ever removed observe strict cleanliness procedures and wash thoroughly
with a non---corrosive material before refitting. Do not dry by using cloths or swabs which may
leave lint in the bore, which could initiate damage to the engine bearings.
Ensure that the bores of joints have clean cut edges and that the joint face width only spans the
flange face width to avoid any of the joint projecting into the bore of the pipe.

NO DIRT OR ANY OTHER DEBRIS MUST ENTER THE ENGINE LUBRICATING OIL
SYSTEM DURING INSTALLATION OR WHEN SUBSEQUENT MAINTENANCE WORK
IS BEING CARRIED OUT.

5. ENGINE SHUTDOWN DUE TO LOW LUBRICATING OIL PRESSURE

If an automatic shutdown occurs actioned by a low lubricating oil pressure trip device, an
inspection must be carried out before any attempt is made to restart the engine. The reason for
the low lubricating oil pressure having occurred should be determined and any corrective action
taken before the engine is restarted.
Check:---
5.1 The lubricating oil filter and condition of the elements.

5.2 The level of the lubricating oil in the bedplate or sump tank.

5.3 The condition of the oil:

a) Viscosity low Strong fuel smell, Possibility of fuel oil dilution

b) Foaming excessively, Ingress of water

c) Take a sample to submit to the oil company for analysis

5.4 Remove the engine crankcase doors and run the lubricating oil priming pump

a) Look for any abnormally free discharge from any bearing.

b) Look for any free discharge from any lubricating oil pipe or its end connections.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 6

c) Check gear supply flexible pipes and fittings and spray nozzles.

5.5 Inspect the suction filter for the main pump and ensure that it is not excessively fouled or restricted
by anything such as a cleaning rag.

5.6 Inspect pump suction piping and ensure all joints are completely intact and that no air intake is
possible.

5.7 Ensure that the crankshaft gearwheel and the pump gearwheel and drive shaft are intact

5.8 Ensure that relief valves and pressure regulating valves are intact

a) Not hung up and permanently wide open.

b) Springs are intact and adjusting screws are normally in place.

5.9 Main lubricating oil pump has not sustained any damage or abnormal wear to result in excessive
clearances and low efficiency.

5.10 Generally inspect the whole pipe system and determine that no abnormal restriction is resulting
that has in turn caused a reduction of pressure at the engine.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 7

CHAPTER INDEX

STANDARD FUEL SYSTEMS

PARAGRAPH N0 SUBJECT PAGE N0

1. LIGHT FUELS 1

2. LIGHT FUEL SYSTEM 1

3. HEAVY FUELS 1

4. HEAVY FUEL SYSTEM 2

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 7

STANDARD FUEL SYSTEMS

1. LIGHT FUELS

Distillate fuel oils approved for use in the K Major range of engines, comply with the British
Standards Institution Specification 2869 to either Class A1, Class A2 or Class B1.
2. LIGHT FUEL SYSTEM (Fig.1)

Light fuel is conveyed from a bulk storage tank by a motor---driven transfer pump to one or more
service tanks. When multiple tanks are employed they are usually connected by a balance pipe
to maintain an equal level in each tank. High and low level switches are fitted to the tank, to indicate
or alarm and usually to actuate starting and stopping of the fuel transfer pump automatically.
Fuel oil is gravity fed from the service tanks to the suction of a motor driven pressurising pump.
This pump then delivers fuel via a filter to the engine fuel injection pumps.
The injection pumps have “through flow” of their supply chambers. A fuel inlet bus rail on the
engine supplies fuel into each injection pump, and a return bus rail takes fuel back to the
pressurising fuel pump suction. A pressurising valve is fitted to maintain a bus rail pressure of 10
lb/in2 (0.7 bar) and the excess fuel is discharged back to the pressurising fuel pump suction from
the outlet of this valve.
Maintaining a pressurised and circulating supply of fuel to the injection pumps ensures
satisfactory supply chamber filling. The injection pumps operate at constant stroke and when the
measured quantity of fuel is delivered to the injectors the excess is spilled back to the supply
chamber. This spill back can cause gasification, turbulence and shock waves in the fuel injection
pump supply chamber and fuel system and affect the efficiency of filling of the fuel injection pump
plunger/barrel chamber. Pressurising and circulating the fuel supply eliminates these effects and
ensures constant injection characteristics.
Usually a by---pass pipe is fitted across the pressurising pump so that fuel can be supplied to the
engine, gravity fed from the service tank only. This allows the engine to be operated if the
pressurising pump is out of use. The fuel supply will then be at low pressure and non---circulated.
If the fuel head pressure is less than 5 lb/in2 (0.35 bar) gasification in the fuel bus rails may occur
which could result in inefficient fuel injection pump filling and erratic running of the engine.
3. HEAVY FUELS (See Section 7)

Providing correct processing equipment is installed this range of engines can operate using
approved blended or residual fuels of up to 4000 Secs Redwood No. 1 viscosity and up to 4%
sulphur content.
The possibility of using higher viscosity fuels or crude fuels can be considered if full technical
particulars of the specific fuel in question are submitted to our works.
Providing the characteristics of the fuel are acceptable and a suitable pre---treatment can be
satisfactorily applied we may be able to grant our approval to the use of the heavy fuel against
the data advised.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 7

4. HEAVY FUEL SYSTEM -- See Section 7

An engine which is to operate on blended or residual fuels must also have a light fuel system. The
engine is started utilising the light fuel oil, and prior to stopping the engine must run on light fuel
for a short period to clear the system. The light fuel oil system described in para. 2. is integrated
into a total system.
Prior to use the blended or residual heavy fuel oil must be processed which involves heating to
reduce its viscosity to facilitate pumping, centrifuging and clarifying, so as to remove water and
solids.
The standard heavy fuel system has a bulk storage tank with a connection for filling from delivery
bowsers. The tank is fitted with internal heaters, an outflow heater, thermometer, vent pipe, drain
valve, contents indicator and cleaning door. The delivery from the tank is through the outflow
heater to the suction side of a motor---driven transfer pump which is fitted with a relief valve
A line heater between the pump and the centrifuges increase the fuel temperature for processing.
The fuel is re---circulated through the line heater until the correct temperature is maintained for
centrifuging. The fuel is then passed through a purifier for water separation and for removal of
medium to heavy particles, is further processed for the removal of small particles of sediment and
is then pumped directly to the service tank(s).
The purifier is provided with a hot water tank to supply heated water for sealing the bowl.
Self---cleaning purifiers are also provided with a cold water tank to enable the purifier to be cleaned
without dismantling. A common drain tank receives the sludge and is fitted with an internal heater
and disposal pump.
The service tank is positioned at a height sufficient to gravity feed the fuel forwarding module pump
suction and so ensure that the pump is always primed. This tank is fitted with a contents indicator,
thermometer, vent pipe, drain valve and outflow heater. If required, for check on fuel consumption,
a flow meter can be fitted in the pipe line between the service tank and the fuel forwarding module
pump.
The fuel forwarding module contains two sets of pumps, a mixing tank, heater, filter and
viscometer. The pumps have a capacity of approximately three times the engine consumption
when operating on full load, and are fitted with a relief valve. The forwarding module heater,
situated in the pipe line from the pump delivery, heats the fuel to the required temperature for
injection.
After the heater a viscosity control unit is fitted prior to admission of fuel to the engine busrail
system. When operating on heavy fuel the viscosity control unit controls the stage heaters of the
busrail heater so that heavy fuel at admission to the engine busrails is generally maintained at
70---80 seconds Redwood N0 1.
A heavy fuel filter is located on the forwarding module, before the heater and before the shut
off/diverting valve. The filter is the water/steam jacketed type fitted with inlet and outlet pressure
gauges and a large drain cock. A three way changeover valve is fitted between the light and heavy
fuel systems. It is arranged so that the light fuel is cut off from the forwarding module and engine
busrail when the valves are positioned for heavy fuel operation.
A pressurising valve set to maintain 20 lb/in2 (3.5 to 7 bar) is fitted in the re---circulating line, to
maintain the pressure in the busrail system. The recirculating line enables the fuel to be circulated

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 1 CHAPTER 7

through the module heater and filter, by---passing the engine and returning to the module pump
suction until the correct temperature for injection remains steady at the diverting valve.
If selection to heavy fuel is required when the engine is running on light fuel, the changeover valve
is positioned to ’heavy fuel’; the valve in this light fuel system will then be closed to the engine and
pressurised heavy fuel will circulate the engine busrail and injection pumps. The surplus fuel will
return from the busrail through the pressurising valve in the re---circulating line and back to the
forwarding module pump suction, thus ensuring that the injection pumps are always primed with
heavy fuel under pressure
A flushing line is coupled into the fuel return line to the heavy fuel service tank. By selection of light
fuel at the three way changeover valve, this allows light fuel to enter the fuel forwarding module
mixing and ultimately flushing away the heavy fuel. If flushing is required opening the purge valve
allows all the light fuel flow through the forwarding module to be diverted to the heavy fuel daily
service tank. Flushing is not normally required unless the engine is to be shut down for a long
period, or maintenance work is to be carried out on the system. The normal procedure of starting
and stopping on light fuel is sufficient to keep the engine busrail and injection system free from
coagulated heavy fuel.
Hand valves, relief valve, vent cocks, non return valve, drain valve, pressure gauges and
thermometers with check facilities are provided where necessary.
Section 7 provides greater detail of heavy fuel system.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 2 INDEX

ENGINE BUILD AND MAIN ASSEMBLIES

CHAPTER/PARA N0. SUBJECT

CHAPTER No. 1. BEDPLATE MAIN BEARINGS & CRANKSHAFT

CHAPTER No. 2. COLUMN, CAMSHAFT, CYLINDER CASING AND LINERS

CHAPTER No. 3. PISTON & CONNECTING ROD

CHAPTER No. 4. CAMFOLLOWERS, PUSHRODS AND FUEL PUMP BASES

CHAPTER No. 5. CYLINDER HEAD VALVES AND ROCKER GEAR

CHAPTER No. 6. CAMSHAFT AND GOVERNOR DRIVES

CHAPTER No. 4. CAMSHAFT AND GOVERNOR DRIVES

CHAPTER No. 5. THE GOVERNOR

CHAPTER No. 6. LUBRICATING OIL SYSTEM EQUIPMENT

CHAPTER No. 7. EMERGENCY STOP GEAR

CHAPTER No. 8. FUEL PUMP EQUIPMENT

CHAPTER No. 9. FUEL INJECTION EQUIPMENT

CHAPTER No. 10. STARTING -- AIR SYSTEM EQUIPMENT

CHAPTER No. 11. TURBOCHARGER AND CHARGE AIR EQUIPT

CHAPTER No. 12. CHARGE AIR AND EXHAUST MANIFOLDS

CHAPTER No. 13. FLYWHEEL AND TURNING GEAR

CHAPTER No. 14. INSTRUMENT,ALARM AND PROTECTION EQUIPMENT

CHAPTER No. 15. FLYWHEEL AND TURNING GEAR

CHAPTER No. 16. INSTRUMENT , ALARM AND PROTECTION EQUIPMENT

CHAPTER No. 17. LUBRICATING OIL FILTER

Last Issued 17.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 INDEX

CHAPTER No. 18. FILTER FOR LIGHT FUEL

CHAPTER No. 19. HEAVY FUEL FILTER SIMPLEX TYPE (SINGLE CANISTER)

CHAPTER No. 20. GEISLINGER TORSIONAL VIBRATION DAMPER

CHAPTER No. 21. TOOLS FOR MAINTENACE

CHAPTER No. 22. TENSIONING STRESSED BOLTS

CHAPTER No. 23. STRESSED BOLT SCEDULE

Last Issued 17.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 1

CHAPTER INDEX

BEDPLATE MAIN BEARINGS & CRANKSHAFT

PARAGRAPH N0 SUBJECT PAGE N0

1. BEDPLATE & MAIN BEARINGS 1

1.1. Installation of industrial engines 1

1.2. Fitting main bearings 2

2. CRANKSHAFT 2

2.1. Description of assembly 2

2.2. Installation procedure 3

2.3. Checks after installation of crankshaft 3

3. CRANKSHAFT AND MAIN BEARING

MAINTENANCE 4

3.1. Alignment checks 4

3.2. Changing main bearing and checking clearances. 6

3.3. Remove the crankshaft gearwheel 6

3.4. Refitting the crankshaft gearwheel 6

3.5. Rehabilitation of the gearwheel fit if wear

or damage has occurred 7

3.6. Checking the security of balance weights 7

ILLUSTRATIONS FIGURE
Typical Bedplate (Free End) 1
Typical Bedplate (Flywheel End) 1a
Crankshaft Assembly 2

Last Issued 17.5.04 Page No. 1

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 1 FIGURE 1

SEE PARTS LIST FOR PART DETAILS

Title: Date: Man. No

TYPICAL BEDPLATE FOR VEE ENGINE(FREE END) 6/00 1729
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 1 FIGURE 1A

SEE PARTS LIST FOR PART DETAIL

Title: Date: Man. No
TYPICAL BEDPLATE FOR VEE ENGINE 6/00 1446
(FLYWHEEL END)
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 1 FIGURE 2

Title: Date: Man. No

CRANKSHAFT ASSEMBLY 6/00 2565
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 2

CHAPTER INDEX

COLUMN, CAMSHAFT, CYLINDER CASING AND LINERS

PARAGRAPH N0 SUBJECT PAGE N0

1. COLUMN 1
1.1 Fitting column to bedplate 1
1.2 Camshaft drive backlash checks 1
2. PISTON COOLING OIL CATCHERS. 1
3.4. Measurement of crankcase depression 2
3.5. Cleaning the filter 2
3.6. Coalescer maintenance 2
4. CRANKCASE RELIEF VALVE 2
5. CAMSHAFT 3
6. CAMSHAFT MAINTENANCE 4
6.1. Cam replacement 4
6.2. Fitting cam cotters 5
6.3. Intermediate bearing replacement 6
7. CYLINDER CASING 6
7.2. Fitting cylinder casing to the column 6
8. CYLINDER LINER MAINTENANCE 7
8.1. Inspection of water---side of liner 7
8.2. Measuring liner wear 7
8.3. Renewing a cylinder liner 8

ILLUSTRATIONS FIGURE
Typical Column Assembly 1
Crankcase Extractor Fan Assembly 2
Oil Separator (Coalescer) 3

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 2

ILLUSTRATIONS FIGURE
Crancase vacuum Test Point 4
Crankcase Relief Valve 5
Camshaft to Gearwheel Assembly 6
Assembly of Camshaft Balance Weight 6a
Removal Tool for Camshaft Balance Weight 6b
Typical Camshafts 7
Typical Column 8

Last Issued 17.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 2

COLUMN, CAMSHAFT, CYLINDER CASING AND LINERS

1. COLUMN (FIG. 1)

1.1 Fitting column to bedplate

a) Clean the column and bedplate, particularly the mating surfaces, which must be clean and
free from bruises.
b) Apply the jointing material, 0.010 inch (0.254mm) thick to cover both sides of the bedplate.
(See Vol. 3 for part number of joint.).
c) Cut the holes and trim the jointing material to size, using the bedplate as a template. Ensure
that the material does not extend beyond the barrier groove in the bedplate
d) Insert round section seal (SD119/41) into the 1/2” groove in the bedplate top face. In addition
apply Hylomar 2000 to the mating surfaces.
e) Rotate the crankshaft until No.1 crankpin is at the top position.
f) Assuming, as is usual, that the camshaft and gears are installed in the column, rotate the
intermediate gearwheel to align its marks with those on the camshaft and crankshaft
gearwheels, as shown in Section 2 Chapter 6 Fig.1.
g) Coat dowel (steady) pins with anti---seize compound then lower the column onto the
bedplate and drive home the two dowel (steady) pins, one at each end of the column. Use
the dowel pins to accurately locate the column during the last 0.040” (1mm) of lowering.
h) Tighten the column---to---bedplate bolts to the procedures in Section 2 Chapter 23.
1.2 Camshaft drive backlash checks (See Preliminary Section 2 page 5)

a) Ensure that the gearwheels have meshed correctly.

b) Check the backlash. Providing the column jointing material and dowels have been correctly
fitted the backlash should be satisfactory.
c) If the backlash is incorrect the intermediate gearwheel assembly would have to be
repositioned and the bracket re---secured using new oversize dowels.
2. PISTON COOLING OIL CATCHERS.

2.1 Oil catchers fitted below each liner, are attached by long studs to the inside of the column. Drain
pipes return the oil to the bedplate sump, via oil resisting rubber connections from each catcher.
The temperature of the oil is indicated, before it returns to the sump, by thermometers mounted in
the side of the column.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 2

3. CRANKCASE EXTRACTOR FAN (FIG.2), COALESCER (FIG.3)

3.1 A depression is maintained in the crankcase by an extractor fan. A pipe, from the control end
gearcasing to the extractor fan unit, draws fumes from the crankcase through a filter between a
butterfly valve and the fan. The fumes are discharged to atmosphere via a coalescer which traps
any air born oil and prevents discharge to atmosphere.

3.2 At intervals specified in Section 4 Chapter 1, confirm that the crankcase depression (vacuum
reading), with the engine running on full load and the fan running, is between 0.5 and 0.75 inches
(13 and 19 mm) water gauge.

3.3 Adjust the depression, if necessary, by rotating the butterfly control in the extractor fan intake (Item
3 on Figure 2).

NOTE: A number of factors can affect the ability of the extractor fan to maintain a vacuum
ie. air being drawn into the crankcase, excessive piston ring blow ---by, a hot bearing,
blocked extractor fan filter or coalescer filter, etc.

3.4 Measurement of crankcase depression

a) Connect a water manometer to the cock on the engine (see Figure 4). Tool 30 in Section 2
Chapter 21 may be used after filling with water.

b) The depression (vacuum reading) is the height of the column of water connected to the
engine tapping above that of the column open to atmosphere.

3.5 Cleaning the extractor fan filter

a) At the intervals specified in Section 4 Chapter 1.

b) Lift out the filter as shown in Figure 2.

c) Immerse and clean in paraffin (Kerosene)

d) Dry with compressed air

e) Refit

f) Re---adjust the crankcase depression in Paragraph NO TAG above.

3.6 Coalescer maintenance

a) Renew the elements when the pressure loss across the coalescer commences to exceed 5”
Water.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 2

4. CRANKCASE RELIEF VALVE (FIG. 5)

4.1 Spring---loaded relief valves are fitted in the crankcase inspection doors on the “A” Bank side of the
engine. The valves incorporate a gauze flame trap and a protection cowl. The valves afford
protection against high crankcase pressures if any explosion results due to any local overheating
condition within the engine. They relieve pressure in excess of 0.75 lb/in2, absorb the flame, and
close to prevent air re---entering which might promote conditions for a secondary explosion.

4.2 At the intervals specified in Section 4 Chapter 1 withdraw the valves for inspection as follows:---

a) Remove the cowl (4).

b) Depress the valve spring (19) and remove pin (21).

c) Unscrew spring cap (2) and remove valve spring (19) and valve (17).

d) Inspect ’0’ rings (16 and (9). Renew if necessary.

e) Apply graphite grease to the ’0’ rings and re---assemble.

f) Inspect the gauze flame trap (10) and if necessary clean in a bath of paraffin (Kerosene). This
can be done without removing the flame trap gauze from the carrier (11). If the gauze
assembly has to be renewed proceed as follows:---

g) Remove the existing gauze assembly.

h) Place new gauze assembly in position with clip supplied.

i) Tighten clip as much as possible.

j) Hammer the clip all the way round the periphery to mould the gauze over the carrier lip and
enable the clip to be tightened still further.

k) Repeat j) until the clip is level with the carrier rim.

5. CAMSHAFT (FIG. 7)

The camshafts are carried in prefinished white metal lined shell bearings mounted in housings in
the column. The intermediate housings and bearings are in halves, the housings being located in
the column by a peg.

The steel cams are secured to the camshaft by cotter pins, and operate the air and exhaust valves
and fuel pumps. The camshaft bearings are pressure lubricated.

The camshaft is tapered at the flywheel end for the gearwheel which is keyed and secured by an
endplate with a tensioned stud and nut. See Fig. 6.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 2

(16 Cylinder Engines Only) The camshaft is recessed and tapped at the free end to facilitate fitment
of a tunning mass, the mass being secured by a central stud and nut. See Fig. 6a.

6. CAMSHAFT MAINTENANCE

6.1 Cam replacement Fig. 7

a) Remove access plate on free end gear casing.

b) (16 Cylinder Engines Only) Remove the locking wire from the camshaft tuning mass and
remove the centre screw and end plate. Slacken and remove the tuning mass securing nut.
Note:--- the torque on this nut is 500lbs/ft. Having removend the nut, fit the weight extractor
K57653 (See Fig. 6b) and jack the weight out of the camshaft spigot. Remove the weight
from the engine.

c) Remove camfollower gear (See Section 2 Chapter 4 para 4). Barr the engine round until the
cam follower rollers are on the base circle of the cams, before removing each set of
camfollowers.

d) Disconnect lubricating oil pipes from the camshaft bearings (5) as required.

e) Remove cotter pins (11) from cams, up to and including those to be replaced.

f) Remove locating peg (7) of bearing housing at free end and slide housing towards flywheel
end until free of column. Split the housing by removing setscrews and remove complete
housing from camshaft.

g) Slide adjacent cams along shaft and through access hole, laying them on bench or floor in
correct sequence of removal. Fit a hardwood block to support camshaft at bearing position.

h) Carry out procedure (e) for next bearing housing.

i) Remove hardwood block and slide off next set of cams as procedure (f). Repeat procedure
(e), (f) and (h) as necessary.

j) Inspect cams and renew as necessary.

k) Refit cams and bearing housings in the same relative order on shaft.

l) Fit new cotter pins and drive tightly in the direction of rotation. Ensure the ends of the pins
are 1/8 in (3 mm) below the cam surface. See “Fitting Cam Cotters”.

m ) Refit lubricating oil pipes to bearing housings.

n) Refit camfollower gear. Position the camshaft so that the rollers run on to the base circle of
the cams as the cam followers are refitted.

Last Issued 19.5.04 Page No. 4

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 2

o) (16 Cylinder Engines Only) Refit camshaft tunning mass to its spigot and dowel. Tighten the
securing nut to 500lbs/ft. Refit the end plate and screw and wirelock.

p) Refit access plate.

q) Check and reset all air, exhaust and fuel pump tappets, as required.
6.2 Fitting cam cotters

During works assembly a pneumatic hammer (Rand Type 3A1) is used to finally harden up the
cotters until they cease to move any further when the hammer is powered by a 65 psi (4.5 bar) air
supply. The air supply volume and hose sizes must be adequate so that there is no excessive
pressure drop as the hammer operates which would reduce the “Blow” energy of the hammer. If a
reducing valve is used to enable air from a high pressure storage source to be used a 2 cu.ft.
volume of 65 psi air should be interposed between the reducing valve and the pneumatic hammer.

For hand hammer fitting adopt the following procedure.

a) Align the cam cotter hole and camshaft slot then push in the cotter pin.
b) Hammer the cotter pin using a 2 lb (1 kg) hammer to strike the large end of the pin --- use
medium force, to drive the cotter pin tight.

c) Mark the cotter pin at each end at the cam profile.

d) Remove the cotter pin and cut off the large end of the pin at the mark. Cut off the small end of
the pin at a 1/4” (6 mm) to 5/16” (8 mm) more than the mark so that the cotter pin is shorter by
this amount than the cam cotter hole length. Dress off the cut ends of the pin.

e) Refit the cotter pin, driving it to the original position a 2 lb (2 kg) hammer --- use a drift --- do
not hammer the cam profile.

f) Use a 7 lb hammer (3 kg) tupping (short shaft) hammer and drive the cotter pin in hard with
medium energy blows. Finally the ends of the cotter pin should be 1/8” to 3/16” below the
cam profile surface at each end (1/16 ” (1.5 mm) minimum).
NOTE:
(a), (b), (c), (d) and (e) also apply if final operation (f) is carried out using the pneumatic
hammer.
During the manufacture the cam is machined so that its profile surface will generally be
parallel to the camshaft after the cotter pin has been driven in. Since the cotter pin is
displaced towards the end of the cam to avoid follower roller tracking over the cotter pin,
there is a tendency for the profile to be raised at the cotter pin end of the cam.
This canting of the cam profile is usually within a tolerance of 0 to 0.003” (0.07 mm) i.e. the
profile can be 0.003” (0.07 mm) higher at the cotter end of the cam profile than at the

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 2

opposite end. Use a “vee” block on the camshaft carrying a dial indicator registering on the
cam nose profile to check that the profile is parallel within this tolerance. The cotters have
to be driven in hard but not excessively to avoid abnormal distortion. Re ---fit or renew any
cam that exceeds 0.004” (0.10 mm) profile deviation.
6.3 Intermediate bearing replacement (Fig 7)

To renew an intermediate camshaft bearing, proceed as follows:---

a) Disconnect bearing lubrication oil pipe.

b) Remove the bearing housing location pegs (7).
c) Withdraw the bearing housing (5) from the column by sliding it along the camshaft.
d) Remove nuts and bolts connecting the bearing halves.
e) Separate the bearing housing and remove from camshaft.
f) Renew bearing half liners (6) ensuring that locating tabs register correctly in bearing
housing.
g) Replace bearing housing by reversing the removal procedures.
6.4 Schedule of running clearances

See Preliminary Section 2.

7. CYLINDER CASING (FIG. 8)

7.1 The cylinder casing carries wet type liners. The liners are flange---seated on top of the casing with a
thin steel joint interposed.

The water space is sealed at the bottom with heat and oil---resisting rubber ’O’ rings, fitted in the
liner grooves.

7.2 Fitting cylinder casing to the column

a) The bottom face of the casing and the top of the column must be clean and free from burrs
and bruises.
b) The primary seal between column and cylinder casing is made with an ‘O’ ring around each
liner location, in addition Loctite gasket eliminator jointing compound or Hylomar 2000 is
applied to the whole of the mating surface, as described in Section 4 Chapter 2.
c) Fit the cylinder casing locating dowels in the column.
d) Using lifting gear Tool No. 7 in Section 2 Chapter 21 lower the cylinder casing onto the
column and allow it to contact the dowels.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 2

e) Set the longitudinal location of the casing from the flywheel end as follows:---

Set ’A’ Bank casing 8.750 inch (222.25 mm) from flywheel end of column.

Set ’B’ Bank casing 2.250 inch (57.15 mm) from flywheel end of column.

f) Tighten the nuts securing the cylinder casing as described in Section 2 Chapter 23.

8. CYLINDER LINER MAINTENANCE

8.1 Inspection of water---side of liner

a) At the intervals specified in Section 4 Chapter 1 withdraw one or two liners to examine the
water space. See Para. 8.3 below for removal and fitting instructions.

b) If heavy scale is present remove the remaining liners and descale.

c) If the liner appears to be corroded the jacket water must be treated as described in Section 6.

d) If there is no evidence of scale or corrosion it is necessary only to reverse---flush the water

spaces and/or the jacket water system at the intervals specified in Section 4. Chapter 1.

8.2 Measuring liner wear

Measure the bore of the liner at the top (unworn) part and at the top of the top ring travel (where the
wear is always greatest) and at the bottom of the liner. At all three positions measure across two
diameters using an internal micrometer:---

a) Parallel to the line of the crankshaft.

and

b) At right angles to the line of the crankshaft.

If the diameters at the worn parts of the liners exceed those of the unworn (top) of the liner by more
than the allowable specified in Preliminary Section 2, renew the liners.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 2

8.3 Renewing a cylinder liner

a) Remove the cylinder head, piston and connecting---rod assemblies, as described in

Sections 2. Chapter 5 and Section 2 Chapter 3.

b) Using Tool 9 in Section 2 Chapter 21 secure the beam (5) to the cylinder head studs as
shown.

c) Locate the forcing beam (8) under the liner and connect the drawbar (7) to the hydraulic ram.

d) Connect the hydraulic hand pump to the hydraulic ram and apply pressure to loosen the
liner from the casing.

e) Remove Tool 9.

f) Apply Tool 8, assembled as shown in Section 2 Chapter 21, to lift the liner clear.

g) Ensure that the grooves for the ’O’ rings in the replacement liner, the fitting band and the
bore of the cylinder casing are perfectly clean.

h) Fit the two rubber ’O’ rings in the grooves and a new steel joint ring under the flange of the
liner (all in a dry condition).

i) Lightly smear the casing bore with grease to facilitate entry of the rings and liner.

j) Hold the liner down by tubular distance pieces over the cylinder head studs retained by the
nuts.

k) Check for leaks between liner and casing using water, at a maximum pressure of 60 lb/in2
(4.1 bar) if possible.

l) Continue re---assembly as in Sections 2 Chapter 3 and Section 2 Chapter 5.

Last Issued 19.5.04 Page No. 8

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 2 FIGURE 1

Title: Date: Man. No

TYPICAL COLUMN ASSEMBLY 6/00 1730
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 2 FIGURE 2

FAN ASSEMBLY

BUTTERFLY VALVE / NON RETURN

FLAP ASSEMBLY

MOTOR

INLET FROM
MOUNTING
ENGINE
FOOT

OUTLET TO
COALESCER

Title: Date: Man. No

CRANKCASE EXTRACTOR FAN ASSEMBLY 6/00 2169
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 2 FIGURE 3

Title: Date: Man. No

OIL SEPARATOR (COALESCER) 6/00 2167
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 2 FIGURE 4

1 -- Pipe to Crankcase Extractor

2 -- Cock for pressure Gauge

Title: Date: Man. No

CRANKCASE VACCUUM TESTING POINT 6/00 1081/3
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 2 FIGURE 5

Title: Date: Man. No

CRANKCASE RELIEF VALVE ASSEMBLY 6/00 1356/1
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 2 FIGURE 6

The camshaft thread and stud thread are degreased and the stud is then securely driven into the camshaft.
Apply drops of Nutlock Grade 242 to one thread of the stud at approx. 3/8 from the metal end of the stud.

Remove the cotter pin (8) in thrust ring (7).

Fit the camshaft gearwheel (1), and plate (3). Degrease the nut end of the stud and the nut thread. Apply
drops of Nutlock Grade 242 to one stud thread approx. 3/8 from the end plate face. Fit the nut (5) and torque
tighten to 750 lbs ft. Use a 5:1 gearbox, socket and reactor plate and a torque wrench set to 150 lb ft.

Fit the lightly tap in the cotter of thrust ring (7), adjust the position of the ring so that there will be 0.005” to
0.010” end float clearance then hammer the cotter fight.

NOTE:--- To gain in line access to cotter pin (8) remove the 1/2” BSP plug from the front of the column face.

Title: Date: Man. No

CAMSHAFT TO GEARWHEEL ASSEMBLY 6/00 1909
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 2 FIGURE 6A

Title: Date: Man. No

ASSEMBLY OF CAMSHAFT BALANCE WEIGHT 6/00 2543
(16 CYLINDER ONLY)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 2 FIGURE 6B

Title: Date: Man. No

REMOVAL TOOL FOR CAMSHAFT BALANCE 6/00 2542
WEIGHT (16 CYL ONLY)
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 2 FIGURE 7

Title: Date: Man. No

TYPICAL CAMSHAFT ASSEMBLY 6/00 1712
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 2 FIGURE 8

64 40 56 56a
53
39
60 52
59
61 58
65
66
57
62
63

’B’ BANK F.W.E.

43
41
42
14

44
54 45
55
15
16
32
33
34
4
54 2
6 3

5
54
18 17
6
49 7
50 29
1 35
28
27 36

11
46 37
25
13 38
47 12 26
9
10 24 30
20
48 19 31
8
10 22 21
23
51

11 DETAIL AT FREE END

Title: Date: Man. No

TYPICAL CYLINDER CASING ASSEMBLY 6/00 3055
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 3

CHAPTER INDEX

PISTON & CONNECTING ROD

PARAGRAPH N0 SUBJECT PAGE N0

1. GENERAL DESCRIPTION 1
1.1. Piston 1
1.2. Connecting rod and large end bearing housing 1
2. REMOVING AND DISMANTLING
PISTON/CONNECTING ROD ASSEMBLY 2
3. PISTON MAINTENANCE 4
3.1. Piston cleaning 4
3.2. Separating the piston---crown from the skirt 4

3.3. Checks on Piston Crown Studs and Clamping Faces 5

3.4. Re---assembling piston---crown and skirt (Fig 1) 6

3.5. Piston ring checks 7

3.6. Ring groove checks 7

3.7. Piston boss bushes 9

4. CONNECTING ROD MAINTENANCE 9
4.1. Foot---valve 9
4.2. Small end bush 10
4.3. Re---fitting the connecting rod into the piston 11
5. LARGE END BEARING MAINTENANCE 11
6. DEGLAZING OR CLEANING CYLINDER
LINERS IN SITU 13
7. RE---FITTING THE LARGE END BEARING
HOUSINGS TO THE CRANKSHAFT 14
8. RE---FITTING THE PISTON AND
CONNECTING ROD 15
9. CHECKING RUNNING CLEARANCE 16

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 3

ILLUSTRATIONS FIGURE
Piston Assembly 1
Connecting Rod Assembly 2
Fitting a New Crown to an Existing Skirt 3
Fitting a Crown to an Existing Skirt 3a
Connecting Rod Foot Valve 4
Installation of Piston Bushes 5
Installation of Connecting Rod to Piston 6
Fitting Large End Bearing Blocks to Crankpin 7

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 3

PISTON & CONNECTING ROD

1. GENERAL DESCRIPTION

1.1 Piston (Fig 1)

The crown of ‘Hesselman’ profile, is secured to the skirt of the piston by four studs in the crown
together with castle nuts locked by locking plates, tab washers and split pins.

See Sections 2 Chapter 21 & Section 2 Chapter 23 for tools and tensioning instructions.

The ring pack comprises two chrome plated top compression rings, one plain taper---faced
compression ring, and one slotted oil---control rings. If the piston is to operate in a liner having a
chrome plated bore, the chrome plated top ring is replaced by a cast iron plain face rings.

A floating type piston---pin is retained in position by circlips in the grooves of the piston boss
bushes.

1.2 Connecting rod and large end bearing housing (Fig 2)

The block type L.E. bearing housing is finished machined in a unit and paired top and bottom
halves and identified by “STAMPING”. It is essential that the correct pairing is maintained
throughout the operational life of the engine and housing halves MUST NOT be intermixed. To
ensure correct assembly the bottom cap half is fitted with a fouling pin which locates to a slot in the
top half, when the halves are assembled they are then re---matched as initially machined and bore
size and alignment is re---established.

The bearing shells are the thin wall type, steel backed/lead, bronze, tin lined and tin flashed. The
bottom half is grooved and slotted to permit the supply of lubricating oil to the connecting rod and
thence to the top end bearing and piston. The top half shell is “plain” except for partial grooving
and slots at the butts. The bearing shell locating tangs are specifically positioned to ensure that
correct bearing shell halves are fitted in each half housing.

Fouling pins in the top half large end housing and connecting rod palm end face ensure “one way”
fitting re---assembly to re---establish previously as fitted conditions when maintenance work has
been completed. A cadmium plated shim plate is fitted between the palm end and top half large
end bearing housing, this is to protect the faces against the possibility of fretting corrosion which
can occur at joint faces of similar metals.
CAUTION:
The large ---end shells are very accurately manufactured to achieve the correct running
clearance and must not be scraped.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 3

2. REMOVING AND DISMANTLING PISTON/CONNECTING ROD ASSEMBLY

Prior to dismantling, run the lubricating oil priming pump to wet all bearing and running surfaces.

Avoid excessive barring round and rotation of the engine to facilitate piston removal and
re---assembly when pressure lubricating can no longer be applied due to assemblies of the engine
being dismantled. By planning the work and removing and re---fitting piston assemblies in crank
order sequence this can reduce the barring round to only one or two revolutions.

Engines having an even number of cylinders in each bank have two pistons at top centre at the
same instant.

i.e.12 cyl. engines 1&6 ’A’ Bank

1&6 ’B’ Bank
2&5 ’A’ Bank
2&5 ’B’ Bank
3&4 ’A’ Bank
3&4 ’B’ Bank
16 cyl. engines 1&8 ’A’ Bank
1&8 ’B’ Bank
2&7 ’A’ Bank
2&7 ’B’ Bank
3&6 ’A’ Bank
3&6 ’B’ Bank
4&5 ’A’ Bank
4&5 ’B’ Bank
Work can be carried out on these paired cylinders at the same crankshaft orientation
simultaneously.

2.1 Remove the cylinder head as described in Section 2 Chapter 5.

2.2 Rotate the crankshaft until the piston crown is below the liner flame ring.

2.3 Remove the flame ring from the top of the liner. Removal of the flame ring will also take with it the
majority of the carbon build up from the liner top. If any carbon is present between the top of the
ring travel and the bottom of the flame ring position, remove this with a scraper and scrape away
any ridge formed by the top ring at the end of its travel, to provide a smooth passage for the piston
rings.

Last Issued 19.5.04 Page No. 2

 KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 3

2.4 Rotate the crankshaft to a convenient location.

2.5 Apply the hydraulic jacks and slacken back the four nuts on the palm end studs --- but do not
remove them at this stage. See Section 2 Chapter 23.

2.6 Rotate the crankshaft until the piston is at T.D.C. (top dead centre).

2.7 Attach the lifting tackle to the piston crown, with the shackle towards the centre of the engine (See
Tool 14 in Section 2 Chapter 21).

2.8 Remove the shackle and pin from the lifting beam and re---fit with a sling. Then use the crane to just
take up the slack in the sling.

2.9 Fit two hardwood spacers between the two front cylinder head stud nuts and the cylinder liner
flange, these will protect the studs and piston from bruising as the piston is withdrawn, and will also
stop the liner from being disturbed.

2.10 Remove the palm end stud nuts and the palm end studs.

2.11 Apply slight tension to the sling and ease off the palm end of the connecting rod from the face and
dowel pins of the large end bearing housing.

2.12 As the palm end and housing separate, prevent the con---rod from swinging on to the liner, apply
additional lifting until clear the shim plate can then be removed. Fit the liner protecting pads ( Tool
K53395) to the palm end of the connecting rod.

2.13 Guide the connecting rod palm end into the liner bore taking care not to trap your fingers between
the rod and liner as the piston is slowly lifted out of the liner.

2.14 Steady the palm end of the connecting rod against any violent side swing as the palm end clears
the top of the liner.

2.15 Lower the connecting rod and piston assembly to the engine room floor and to a horizontal
position on wooden battens, then remove the lifting gear. The palm end should be vertical to avoid
twist loading on the small end bearing. Use wedges or side chocks at the piston to prevent rolling.

2.16 If it is desired to separate the connecting rod from the piston, re---sling from the palm end of the rod
and lift the assembly and stand it on the piston crown rim.

2.17 Remove the circlip from one piston boss bush and whilst taking the weight of the connecting rod
push out the piston pin. As the piston pin emerges from the side, support its weight to avoid cross
locking and possible damage to the piston boss bush. Lift the connecting rod clear and lay it
horizontal on floor battens.

2.18 Many engine users construct a substantial wood or metal type “Trestle Frame” with parallel top
bars spaced sufficiently wide for the palm end to pass through and the bottom of the skirt rests on

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 3

the top bars. Such trestles are usually sufficiently long to hold six piston and rod assemblies and
have two end ’A’ frames and one or two intermediate ’A’ frames with bottom stringers for rigidity.
Such a frame is a useful accessory to clean pistons at a convenient working height or to store
cleaned assemblies until they are batch re---fitted into the engine.

3. PISTON MAINTENANCE

3.1 Piston cleaning

a) Remove the piston rings (use Tool 13 --- See Section 2 Chapter 21) and clean out any carbon
from the grooves with a piece of broken ring filed to a suitable angle and used as a scraper.
The inside edges of the scraper should have 1/32 inch (0.8 mm) radius to avoid notching the
root of the ring groove.

b) Pass a 5/16 inch (8 mm) drill through the oil drain holes of scraper ring grooves to clean
them.

c) Remove the carbon from the small gap between the ring belt of the crown and skirt.

d) Remove carbon from all other parts of the piston and rings.

3.2 Separating the piston---crown from the skirt (Fig 1)

Normally when pistons are removed for maintenance the piston crowns should be separated from
the skirts and all carbon removed from the internal cooling surfaces and all oil passage holes
cleaned through. This may not be necessary on every occasion, but engines which operate using
heavy fuel oil usually have a higher lubricating oil contamination rate and piston cooling chambers
can become fouled resulting in a reduction of heat transfer. One or two piston crowns should be
removed on each occasion and an assessment made of their internal condition. If they are
reasonably clean and clear and with less that 1/32” (.75 mm) thickness of local deposits cleaning
of the remaining piston cooling chambers could be waived on that particular occasion. A record
should be kept of the cylinder numbers of sample pistons so examined and on the next occasion
one or two of the other pistons should be opened up for assessment.

Any piston opened up for assessment should be cleaned thoroughly before re---assembly.

When it is necessary to separate the piston crown from the skirt, proceed as follows:---

a) Remove the four split pins and bend the tab washers away from the nuts and locking plates
inside the skirt.

b) Using Tool No.16 (Section 2 Chapter 21) unscrew the nuts and remove the spacers (8).

c) Mark the piston skirt and crown so that they can be re---assembled to the same orientation.

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d) Install piston splitting Tool 17 (K53685) as shown in the illustration in Section 2 Chapter 21
ensuring the Tufnol pads react against the piston pin bushes. Jack the piston halves apart
with the centre jacking screw.

e) When the two parts are loose, sling the piston skirt from the lifting eye on the Tool jacking
screw and lift the skirt clear of the piston crown.

3.3 Checks on Piston Crown Studs and Clamping Faces

a) The tightness of the stud into the crown should be checked by applying a torque of 20 lbs ft
(27Nm) in the tightening direction using a 7/8” BSF stud box. The torque spanner should
‘break’ without any movement of the stud taking place. This indicates that the stud is tight
and suitable for re---use.

If movement of the stud does occur, then the stud should be removed from the crown and
discarded.

In some instances the studs have been difficult to remove using the conventional method of
“two nuts”. In such cases the stud concerned should be heated, using an oxy---acetylene
torch on the shank of the stud near to the crown. The heat should be applied up to the point
where the stud shows a dull red colour and the stud can then be extracted more easily.

Any studs to which heat has been applied should not be re---used.

b) Examine the crown/skirt mating faces for signs of fretting damage.

If there is no evidence of metal transfer or loss of metal on the faces, the procedure from 3.5
onwards should be followed.

c) If the faces show slight indications of fretting (i.e. cosmetic with minor evidence of war or
metal transfer) with studs should be removed and the faces lapped together using fine
carborundum paste after which the contact area should be cleaned and checked using
Engineer’s Blue which must show a well distributed contact over at least 80% of the area.

d) If heavy fretting is evident, both the crown and skirt faces should be machine skimmed to
remove all evidence of fretting damage to restore an evenly machined smooth finish.

The newly machined clamping faces should be lapped together and checked as described
in (c) above.

The clearance between the crown and skirt at the O.D. of the piston should then be checked
and corrected if necessary to the dimensions shown on fig.3a.

Since the existing studs may have suffered damage, new studs should be fitted.

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SECTION 2 CHAPTER 3

e) The tapped holes in the crown should be cleaned out using a special 7/8” x 12 TPI tap
(available from our Spares Department). Screw the studs into the piston crown until the
pintle end contacts the bottom of the tapped hole. Unscrew the studs by one complete
revolution.

Measure the extreme of lateral movement of the free end of the studs when hand pressure is
applied in opposite directions. If the total movement exceeds 3/16” (4.5mm)repeat the
procedure with a new stud. if the total movement still exceeds 3/16” (4.5mm), the piston
crown should be replaced.

Only crown/stud assemblies in which the total movement of the free end of the stud is less
than 3/16” (4.5mm) are suitable for further use.

f) If the total movement of the free end of all four studs in each piston is less than 3/16” (4.5mm)
the studs should be removed. They and the tapped hole should be de---greased coated with
Loctite sealant grade 242 and then fitted into the crown with a torque of 70 lb.ft (95Nm).
Supplies of Loctite 242 are available from our Spares Department.

3.4 Re---assembling piston---crown and skirt (Fig 1)

NOTE: Before refitting the crown to the skirt, check the piston ring groove vertical
clearances. If the clearances are in excess of the maximum allowable limit, the grooves
would require machining, which would require the crown to be separated from the skirt.
(See Para 3.6).
If fitting a new crown to an existing skirt, see special checks described on Figure 3a.

g) Clean the piston skirt ‘O’ ring grooves. Lightly grease and fit new ‘O’ rings.

h) Place the crown on a bench or the floor with the studs uppermost and carefully lower the skirt
on to the crown. In the event of piston rehabilitation described in paragraph 2.8 being
carried out the markings mentioned in paragraph 3.2(c) would not apply.

I) Gently rock the piston assembly until the piston crown settles over the ‘O’ rings and
alignment to the skirt is achieved.

j) Place the four spacers (7) over the studs. Position the locking plates and tab washers, apply
clean lubricating oil to the threads and fit castle nuts.

k) Tighten the studs evenly to 120 lbs.ft (162.7 Nm) then release all 4 nuts and re---tighten the
nuts evenly, applying a torque of 50 lbs.ft (67.8 Nm). Fit the stretch rotation template No.
70241 marking the starting point adjacent with the leading edge of the cut---away . Tighten
the nut using tool 16 until the trailing edge of the cut---away aligns with the starting point
marked. If the tightening template is not available on site then mark the nut and bridge plate

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SECTION 2 CHAPTER 3

to establish a position at 50 lbs.ft and rotate the nut a further 65 degrees (1.1 flats of hexagon
nut). If necessary the nut should be further tightened to align the castellations to the next
split pin hole.

a) Fit split pins and bend over tab washers to lock each nut to the locking plate.

3.5 Piston ring checks

a) Individually insert the rings in the top unworn bore of a cylinder liner below the flame ring
recess and level them at approximately 1” (25 mm) below the recess. Check the gap of each
ring at the butts. Discard any rings that are so worn that they have wide gaps. (See
Preliminary Section 2 for limits). Also discard any ring that would be worn well beyond the
limits before the next piston maintenance occasion.

b) Usually rings nearer the top of the piston wear the most. If the rings are within acceptable
wear limits refit the ring with the smallest gap in the upper ring groove available to the type of
ring in question.

c) Closely check the face of the top chrome faced rings. The chrome must be fully intact and
there must be no evidence of chipping, flaking or fine hair line cracks in the face. Chrome
chips breaking free can cause extensive liner scoring and damage to the other rings and in
severe instances could result in piston seizure and possibly other engine damage.

d) Check the edges of scraper rings, they should normally be sharp but not ragged. Use a fine
hand honing stone to remove such raggedness but leave the edge straight and sharp. A
honed off edge could result in a high engine lubricating oil consumption. Do not use the
honing stone on the periphery.

e) Where the chrome condition is imperfect on any used ring discard the ring and fit new ones.

3.6 Ring groove checks

a) Assemble the rings to the piston using Tool No.13 --- See Section 2 Chapter 21 --- so as to
avoid excessive expansion of the rings as they are fitted. Refit rings the correct way up or if
no specific way is indicated, refit the way the ring has previously run.

b) Ensure that the spring for the scraper ring is correctly joined and fitted to the back groove of
the ring, and exerts a satisfactory expansion force on the ring. Compare with a new ring and
spring.

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SECTION 2 CHAPTER 3

Sketch 1. Enlarged section of gas ring grooves

Top of Crown

Plus
Piston Diameter
at base of Groove
Minus
--- 0.000” Width of
14.687” 1/32” R (0.79mm)
--- 0.010” Groove
32

--- 0.00 mm
373.06mm
--- 0.25 mm
Edges to be broken by 0.005” (0.13mm)
Chamfer at 45˚

Width of groove
0.222” (5.63mm)
For standard rings
0.224” (5.68mm)
0.242” (6.14mm)
For 0.020” oversize rings
0.244” (6.19mm)

0.262” (6.65mm)
For 0.040” oversize rings
0.264” (6.70mm)
0.282” (7.16mm)
For 0.060” oversize rings
0.284” (7.21mm)

The third compression ring is taper faced and must be fitted so that the largest dia. of the ring
face is at the bottom. To avoid error the top face of the ring is etched “TOP”, look for this
etching and ensure that the rings are fitted correctly.

As each ring is fitted, check the side clearance of the ring to the groove and ensure that the
clearance is not excessive, (See Preliminary Section 2).

Where ring groove wear has ultimately resulted in excessive side clearance the ring grooves
can be re---machined true.

Rings oversize on width can be supplied to order, but in regular steps of plus .020”, .040” and
.060” ( Finally ensure that the rings slip freely about in their grooves). If new rings have been
extensively fitted the liner bores should be honed.

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SECTION 2 CHAPTER 3

c) Experience has shown that the maximum allowable vertical clearance of the compression
rings in their grooves is 0.018”.

d) When a compression ring groove requires opening up for an oversize ring, it should be
machined as per the Sketch 1.

e) Note that the majority of material should be removed from the bottom face of the ring groove,
the minimum being taken off the top face.

NOTE: Records should be kept of liner bore sizes and as fitted piston ring gaps for onward
assessment of the wear of these components.
3.7 Piston boss bushes

Piston boss bushes can normally be expected to have an infinite life, but if they do become
worn or damaged new bushes can easily be fitted.

To facilitate fitting they are frozen in liquid nitrogen.

Old, worn bushes can be removed using a mechanical or hydraulic press and a thrust plate
slightly less in diameter than the piston boss bore. Extremely tight bushes can be relieved by
sawing or chiselling through the bush wall. Do not cut too deep to avoid damage to the
piston boss bore.

New bushes can be fitted by following the instructions on Figure 5.

When old bushes have been removed carry out an inspection check of the piston skirt bores
and a *Dye penetrant check to ensure that there is no incident of cracking evident.

* Alternatively magnetic (Magnaflux) crack detecting or other suitable methods for crack
detecting cast iron components could be used.

4. CONNECTING ROD MAINTENANCE

4.1 Foot---valve

Maintenance of the foot---valve is necessary at the intervals specified in Section 4. Chapter 1

and if the piston return oil temperature rises above the limits specified in Section 3. Chapter
3, para. 1.

a) Remove the foot---valve using special adaptor K57180 and a ratchet wrench. Examine the
foot valve. The valve should slip about freely. Examine the unit visually for signs of significant
wear on the valve.

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Fit a new foot---valve assembly if the original valve is not satisfactory.

NOTE: The valve is a press assembly unit and cannot be taken apart.
b) Stand the connecting rod palm end uppermost to allow the oil to drain away.

c) Remove surplus oil from the screwed threads in the palm end bore, and from the long central
hole. Use Agmasol or any other suitable proprietary solvent or degreasing agent.

d) Degrease the foot valve in a similar manner.

CAUTION: Use only Loctite 222. Studlock 270 and Nutlock 242 must not be used otherwise
it will be most difficult to remove the valve for future servicing. Use sufficient Loctite to coat
the threads only. DO NOT cover the foot ---valve working surfaces.
e) Apply two streaks of Loctite 222 along the full length of the foot---valve threads 1800 to each
other.

f) Apply a spot of Loctite 222 in the first two threads of the connecting rod tapped hole.

g) Screw the foot---valve assembly into the connecting rod and tighten as specified in Section 2
Chapter 23.

h) Wipe away surplus Loctite with a rag soaked in the degreasing agent, ensure the loctite
does not come into contact with the shuttle part of the assembly.

4.2 Small end bush

The small end bush is frozen in liquid nitrogen before being pushed or lightly driven into the
connecting rod bore.

An old worn bush can be removed using a thrust plate marginally less than the connecting
rod bore and a mechanical or hydraulic press. An exceptionally tight bush can be relieved by
sawing or chiselling through the bush wall before removal. Do not cut too deep, avoid any
damage to the connecting rod bore.

a) Clean the connecting rod bore and remove any burrs at the bore edges.

b) Clean all preservative from the new bush and examine the outside diameter and end outer
edges, hone off any projections or burrs.

c) Freeze the bush in liquid nitrogen, immerse for 10 minutes and fit into the connecting rod
bore with the oil groove and drilled holes of the bush centrally disposed at the top of the rod.
Extreme accuracy of the bush position is not important because oil passes round the
outside of the bush via a groove in the connecting rod bore until it gains access to the holes
in the bush.

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SECTION 2 CHAPTER 3

TAKE EXTREME CARE WHEN USING LIQUID NITROGEN, FOLLOW THE SUPPLIERS
INSTRUCTIONS IMPLICITLY. THE BUSH IS USUALLY INSERTED SLOWLY INTO THE LIQUID
ON THE END OF A HOOK OR WIRE AND SIMILARLY REMOVED. DO NOT HANDLE THE
FROZEN BUSH UNLESS THE HANDS ARE INSULATED BY ADEQUATE GLOVES.
4.3 Re---fitting the connecting rod into the piston

Proceed as follows:---

a) Stand the piston on its crown rim.

b) Insert the piston pin into one side of the piston, and support the free end.

c) Lift the connecting rod slung by its palm end.

d) Turn the palm end so that its inner dowel pin is at the same side as the piston skirt lubricating
oil drain (See Fig.6).

e) Lower the connecting rod into the piston until the small end eye aligns with the piston boss
bore. Fine adjustment of the connecting rod height is required for this operation. The use of
a turnbuckle between the sling and the crane hook may be advisable for precise adjustment
when using cranes that have a course action. When the alignment is correct push the piston
pin into the small end of the connecting rod. Re---site the alignment of the pin to the piston
boss bore --- adjust the connecting rod height slightly if necessary, then push the pin into the
boss.

f) Finally fit the circlips to the grooves in the piston boss bushes. Ensure that they bottom in the
groove all round and have good spring tension. Loose or lightly sprung circlips could
promote groove wear.

5. LARGE END BEARING MAINTENANCE

5.1 To remove the large end bearing housing from the crankpin:

a) Slacken back the nuts using the hydraulic jacks and equipment, see Section 2 Chapter 23 ---
DO NOT remove the nuts at this stage.

b) Remove the large end bearing housing halves from the crankpin and out through the
crankcase door openings --- for tooling and instructions see Section 2 Chapter 21 Tool 10.

c) Remove the large end bearing shells and thoroughly clean the housings. Ensure that the oil
drillings in the top half bearing housing are clean and clear.

d) Handle the bearing shells with care --- do not stack them or clip them together --- avoid any
marking of the lining. Retain the same two halves together if they are to be refitted. If

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SECTION 2 CHAPTER 3

re---used they should be assembled into the same bearing housing, to re---establish the
same running conditions as previously. The cylinder number should be identified on the
back of the shell using a felt tip pen.

e) Examine the lining of each bearing shell, they may be re---used;

i) If complete full surface overlay plating is still evident.
ii ) If some of the overlay plating is removed exposing a grey or silver grey coloured
surface. The extent of areas of overlay plating removal should not extend beyond a
9” arc in the crown of the bearing and should be disposed 1” inwards away from the
ends of the bearing shell.
iii ) If bronze colour is showing over an arc of no more than 6” in the crown of the top half
bearing shell of part width or full width of the shell. When bearing shells showing
extensive bronze colour are refitted full Section 4. Chapter 5 para 2 and 3 running---in
procedures must be carried out before the engine is returned to unrestricted service.
The bronze colour should be dark, red---brown. A colour of straw yellow or dark
blue---violet would indicate overheating having taken place, in which case the shells
should not be re---used.
Check the lining of shells showing bronze colour for any possible signs of lining
fatigue or heat tension cracks. Do not re---use the shells if any cracks are evident.
iv ) Shells having circumferential dirt scores or scratching of the lining may be re---used
if the damage is superficial. Not more than two scores up to 1/16” (1.50 mm) wide and
not more than ten fine dirt scratches. Scrap any bearing shells more extensively
marked.
v) Bearings having linings ’pocked’ with dirt usually denoted by a black eye centre and
a bright outer ring up to 3/32” (2.5 mm) dia. can be re---used if not too extensively
pocked. Not more than ten pocks in any half bearing shell, randomly distributed. Any
dirt held in the pocks should be picked out using a fine point scribing tool or the tip
of a pointed knife blade.
Scrap any bearing shells more extensively pocked.
Scrap any bearing impregnated with metal particles resulting from any incidence of
engine damage.
DO NOT CLEAN UP ANY BEARING SHELL LININGS BY SCRAPING OR ANY OTHER
METAL REMOVING MEANS.
f) Examine the back and butts of the bearing shells, remove any edge burrs. If any superficial
fretting has occurred on the back of the bearing shell use a hand honing stone to flush off
any raised projections. Inspect the bearing housing and flush off similarly any
complimentary marking in the housing bore.

Prior to re---fitting used bearing shells or fitting new shells always ensure that the backs are
smooth and clean. The contour and size of the bearing shell bore when fitted to the housing

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SECTION 2 CHAPTER 3

depends entirely on a good clean fit of the back of the bearing shells to the housing. Never
use any grease on the backs of the shells to retain them in position as the grease could
cause fit deviations. The shells and housing should be dry or only have a very minimum oil
film.

Scrap any shells that are damaged by having been heavily knocked or bruised or have
fretting on the back over an area of more than 2 sq.inches (13 square centimetres).

g) Check the free spread of the shells before fitting. If the shells have closed in their free spread
--- distance across the butts --- can be restored by using Tool 47 Section 2 Chapter 21.

6. DEGLAZING OR CLEANING CYLINDER LINERS IN SITU

NOTE: When deglazing or cleaning cylinder liner bores prevent any contamination of the
crank case or piston oil catchers by carbon, abrasives or cleaning fluids.
6.1 It is recommended that the highly polished surface of a cylinder liner is de---glazed when new
piston ring packs are fitted in an existing liner. This honing process helps to bed---in the piston
rings thus improving the gas---tight seal and control of the lubricating oil consumption. Blow---by is
reduced to a minimum, lubricating oil consumption is reduced and the exhaust is cleaner.
NOTE: New liners have already been honed to the correct surface finish during the final
manufacturing processes.
NOTE: Under no circumstances must the flame ring recess at the top of the liner be honed.
6.2 Our Service Department will be pleased to quote for this operation to be completed by a ALSTOM
Engines engineer using the equipment and procedures described --- See Tool No. 15 Section 2
Chapter. 21.

6.3 If the liners are not to be honed, clean them thoroughly, use medium Aloxite cloth wetted with
paraffin or light fuel oil to remove all the carbon and any oil stain. Use the cloth with long sweeping
strokes obliquely, circumferential and vertically. Examine the bores for any superficial scratches or
scores, use a rounded fine hand honing stone to remove any sharp edges or blend out shallow
depth scoring. Blend out any wear ridge formed at the top ring travel location.

Finally wash the bore thoroughly and wipe dry, then apply a film of lubricating oil. Check the bore
size of the liner at the top ring travel position, mid depth, and bottom. Take two readings at each
position across the bore i.e. air to exhaust side and parallel to the crankshaft. Record the sizes,
date taken and operational hours of the engine.

See Preliminary Section 2 for wear limits.

Cover the top of the liner to prevent the ingress of dust etc. until the piston is fitted.

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SECTION 2 CHAPTER 3

7. RE -- FITTING THE LARGE END BEARING HOUSINGS TO THE CRANKSHAFT

7.1 Ensure that the large end bearing housings, bearing shells, crankpin and oil holes are
scrupulously clean.

7.2 Load the housings to the crankpin using the tooling and methods described in Section 2 Chapter
21 Tool 10.

7.3 Particularly note that the housings must be fitted to the crankpin as shown on Fig. 7, so that the
palm end face dowel holes are correctly located to receive the palm ends dowels in the connecting
rod. This will ensure that the piston oil drain is correctly located when the piston and connecting
rod are fitted into the engine.

7.4 Note that the bottom half housing must be loaded into the engine correctly orientated so that the
dowels will locate to the top (palm end) half housing at the butts.

7.5 During engine manufacture the large end housings were stamped with the cylinder number to
which they were fitted. When refitting them after maintenance they should be located to the same
cylinder number. The top and bottom half housings are a mated pair each identified to the other by
stampings. They must always be refitted correctly paired, it is not permissible to mix half housings.
Similarly the bearing shells are marked with the cylinder number by felt tip pen. Used bearing shell
halves should retain the pairing and be re---fitted to the same cylinder number and L.E. housing.
New bearing shells should be marked with the cylinder number to which they are being fitted.

7.6 When the half housings are inside the crankcase fit the bearing shells. The backs of the shells and
housing bore should be clean and dry or at the most should only have a very minimum oil film.
Ensure that the shells have adequate free spread so that they clip into the half housings, see that
the shell tang is located to the housing slot. Observe that the shells fit snugly at their butt edges
and are not held off from the housing bore for any reason.

7.7 Continue loading the housings with shells to the crankpin as para. NO TAG). Smear the bearing
shell lining and crankpin with one of the assembly lubricants listed in Section 2 Chapter 8 before
engaging the housing to the crankpin.

7.8 Fit the bolts and tension them as instructed in Section 2 Chapter 23.

7.9 If desired plastigage could have been used to check the bearing clearance at this stage. The jacks
could have been pressurised then the housing re---opened to check the plastigage and bearing
clearance. If plastigage is used ensure that all traces are removed before the housing is
re---closed and tightened. The clearance can be taken at a later stage by the Knock up method
using Tool 2, after the piston and connecting rod have been fitted.

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SECTION 2 CHAPTER 3

8. RE -- FITTING THE PISTON AND CONNECTING ROD

8.1 Attach the lifting beam Tool 14 to the piston crown. Orientate the beam so that the offset lifting
shackle is towards the exhaust side --- note that the piston drain and outer dowel in the connecting
rod palm end is at the air side of the piston. Check that the connecting rod is correctly fitted into the
piston with respect to the palm end dowel and piston drain.

8.2 Lift the piston and rod assembly, turn the piston rings, so that their gaps are opposite or at least
staggered 900 from each other. Fit the piston ring guide Tool 12 into the flame ring recess in the top
of the liner, ensure the guide is clean and free from burrs or damage marks. See that the guide sits
down fully into the liner. Fit the liner protection pads to the palm end of the con---rod.

8.3 Fit two hard wood blocks between the two front cylinder head studs and the ring guide to protect
the studs and piston as the assembly is fitted into the engine.

8.4 Lift the piston and rod assembly and align the piston centrally with the cylinder bore. Carefully
lower and guide the connecting rod palm end into the ring guide and liner bore. Lower until the
bottom of the piston skirt is at the top of the guide.

8.5 Position the crankshaft at Top Dead Centre (T.D.C) for the particular cylinder. Fit the shim to the
L.E. housing, orientated to match the dowel holes in the housing face. Position the L.E. housing
top face parallel to the end of the liner. Fit two dummy palm end stud diagonally as guides for the
con---rod palm end.

8.6 Copiously apply lubricating oil to the piston skirt and to run down the ring guide and liner bore.
Then guide the skirt into the ring guide and liner and lower until the rings start to enter the guide.

8.7 Lower slowly and carefully, the piston should slide under its own weight into the bore through the
ring guide. If downward progress is interrupted this will be due to piston rings entering the bore.
When slight slackness appears in the sling, shake the sling and push the top of the piston.
Continue lowering until all rings have entered the bore. Carry out this operation slowly and
carefully to avoid any possible damage to piston ring edges as the rings enter the liner bore. When
the rings have commenced to enter the bore do not lift the assembly as a piston ring may spring
out and be trapped between the liner top and piston ring guide.

8.8 Fully support the palm end of the connecting rod as it emerges from the bottom of the liner.
Remove the protecting pads and guide the connecting rod palm end onto the L.E. housing during
the final stages.

8.9 Remove the location studs from the L.E. housing and fit the component studs. See Section 2
Chapter 23, for tensioning instruction etc.

8.10 Remove the wooden blocks protecting the cylinder head studs and remove the piston ring guide.

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SECTION 2 CHAPTER 3

8.11 Ensure the flame ring is clean and free of burrs etc and fit it to the liner with the chamfered end first.
It is important the ring is fitted the correct way up, ensure the ring bottoms fully in the liner.

9. CHECKING RUNNING CLEARANCE

Check the running clearance at 6000 hour intervals as follows (Tool 2 in Section 2 Chapter 21):---

9.1 Attach a suitable dial gauge to the connecting rod shank with the gauge plunger resting on the
adjacent crankweb.

9.2 Either set the gauge to zero or note the reading.

9.3 Using the piston lifting gear, carefully lift the piston and connecting rod assembly until all the
clearance in the large end bearing has been taken up. The piston should be lifted at least twice to
displace the oil film before actually taking a reading.

This clearance can be checked even if the cylinder head is still fitted by using a suitable size
hydraulic jack between the large end and the bottom of the bedplate. Care however should be
exercised in using a hydraulic jack to ensure excessive force is not applied to the large end or the
bedplate.

9.4 Read the dial gauge.

9.5 If the difference between the readings in (NO TAG) and (NO TAG) above exceeds either the upper
or lower limits specified on Preliminary Section 2, fit new bearing shells. Take at least two sets of
dial indicator readings. The first reading may be false if cold oil is being displaced as applied
during assembly.

9.6 If the running clearance with new bearing shells is at or below the lower limit specified in
Preliminary Section 2 the bearing housing should be removed from the engine for further
investigation.

9.7 The housing should be assembled together with a connecting rod (without bearing shells) and the
bolts and palm end studs tightened as per the procedures in Section 5 Chapter 2.

NOTE: A connecting rod MUST be assembled to the large end housing before measuring
the the housing bore otherwise the measurements obtained will be inaccurate and
unrepresentative.

9.8 The large end bore size and shape should be measured, 90 degrees to the split line and both sides
of the split line (see sketch). If the housing is found to be oval, the advice of the Service
Department of MAN B&W Limited, Mirrlees Blackstone, should be sort for remedial action.

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Instruction Manual
SECTION 2 CHAPTER 3

Split line

Measuring Large End Bore

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KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 3 FIGURE 1

Title: Date: Man. No

PISTON ASSEMBLY 6/00 2944
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 3 FIGURE 2

Title: Date: Man. No

CONNECTING ROD ASSEMBLY 6/00 1713
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 3 FIGURE 3

FITTING A NEW PISTON CROWN TO AN EXISTING SKIRT

A new piston crown can be fitted to an existing skirt providing the skirt conforms to the
following minimum dimension. There must be a minimum clearance of 0.010” (0.25 mm)
between the thrust---face of the skirt and the ring land of the crown. To check this clearance
hold a straight---edge against the skirt thrust---face and apply feeler gauges between the
straight---edge and the crown ring lands, as illustrated.

MEASURE HERE WITH FEELER GAUGES

(Measure on second ring land down)

Straight Edge

‘B’ BANK ROTATION ‘A’ BANK

LOOKING ON
FLYWHEEL

NOTE A used (undamaged) crown can be fitted with a new skirt in the normal manner
as described in Section 2. Chapter 3.

Clockwise rotation piston skirt thrust---faces as illustrated.

Anti---clockwise rotation thrust---face is on opposite side of piston.

IF THE STUDS ARE REMOVED FROM THE CROWN, CLEAN AND DEGREASE THE
THREADS IN THE CROWN AND ON THE STUD. RE---FIT USING “LOCTITE” 242
(NUTLOCK) APPLIED TO THE TAPPED HOLES AND TO THE STUD THREADS. ENSURE
THE STUDS ‘BOTTOM’ IN THE CROWN AND TIGHTENED TO A TORQUE OF 70 FT LB
Title: Date: Man. No
FITTING NEW PISTON CROWN TO EXISTING 6/00
PISTON CROWN
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 3 FIGURE 3A

Occasionally when a piston crown has been removed some incidence of fretting may be
apparent on the mating faces of the crown and the piston skirt, i.e. pewtered type surface
marking.

If the fretting is superficial just file or stone off any raised projections on the crown and skirt
surfaces and lap the crown to the skirt until the surfaces have 80% minimum bedding
contact when checked using engineers blue.

Machining or lapping these surfaces will reduce the gap between the piston crown rim under
face and the piston skirt shoulder. After tensioning the securing studs there must be a
minimum gap ’A’ of .025” (.64 mm), to allow for piston crown expansion.

If the gap is less, machine the under face of the piston crown rim, as indicated on Fig. 3a.
Check that there is the minimum gap on every occasion that piston crowns are removed and
re---fitted.
NOTE: That the as new dimension ’B’ from the bore of the piston boss bush to the
crown rim is 9.187” (233.3 mm). Subsequent machining must not reduce this
dimension by more than.063” (1.60 mm) or the compression ratio of the cylinder will
be reduced excessively.

Title: Date: Man. No

CROWN TO SKIRT LIMITING DIMENSION 6/00
KV Major Mk3
INSTRUCTION MANUAL Mirrlees
SECTION 2 CHAPTER 3 FIGURE 4 Blackstone

Loctite ‘222’ Screwlock

applied to valve threads

Title: Date: Man. No

CONNECTING ROD FOOT VALVE 6/00 2526/1
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 3 FIGURE 5

Title: Date: Man. No

INSTALLATION OF PISTON BUSHES 6/00 1853/3
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 3 FIGURE 6

VIEW LOOKING ON UNDERSIDE OF

PISTON AND PALM END

CONNECTING ROD PISTON OIL DRAIN/

PALM END FACE LINER SPRAY

WHEN FITTING CONNECTING ROD INTO PISTON, ENSURE

INNER DOWEL PIN HOLE IS IN CORRECT RELATIONSHIP
TO PISTON OIL DRAIN AS SHOWN.

Title: Date: Man. No

INSTALLATION OF CONNECTING ROD TO PISTON 6/00 1975/1
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 3 FIGURE 7

‘B’ BANK SIDE

FLYWHEEL END

‘B’ BANK ‘A’ BANK L.E.

L.E. BLOCK
BLOCK

‘A’ BANK SIDE

NOTE :-- WITH MATING FACES FOR PALM END FACING UPWARDS.

‘A’ BANK LARGE END BLOCK INNER DOWEL IS TOWARDS

‘A’ BANK CRANKCASE INSPECTION DOOR.

‘B’ BANK LARGE END BLOCK INNER DOWEL IS TOWARDS

‘B’ BANK CRANKCASE INSPECTION DOOR.

Title: Date: Man. No

FITTING LARGE END BEARING BLOCKS TO 6/00 1749/1
CRANKPIN
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 4

CHAPTER INDEX

CAMFOLLOWERS, PUSH RODS AND FUEL PUMP BASES

PARAGRAPH N0 SUBJECT PAGE N0

1. CAMFOLLOWERS 1

2. PUSH RODS --- AIR AND EXHAUST 1

3. FUEL PUMP BASE 2

4 CAMFOLLOWER GEAR MAINTENANCE 2

ILLUSTRATIONS FIGURE
Camfollower Bracket Assembly 1
Pushrod and Tube Assembly 2
Fuel Pump Tappet and Base 3

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 4

CAMFOLLOWERS, PUSH RODS AND FUEL PUMP BASES

1. CAMFOLLOWERS (FIG. 1)

The air, exhaust and fuel camfollowers are fitted to the column above the crankcase inspection
doors.

Piston type tappets operate in a cast iron piston block. The central fuel pump tappets and the air
and exhaust tappets are made of a cast iron construction. Each tappet has a hardened steel
camfollower roller operating on an aluminium bronze pin. The top end of each tappet is fitted with
a hardened steel concave/spherical pressure pad, cup type on the air and exhaust, washer type
on the fuel, they are retained to the piston block by pins (21) secured by tab washers (22), the pins
allow the full tappet stroke determined by the cam lift. The tappets are also located to the piston
block by a tongue on the end of each roller pin. Oilways drilled through the piston block casting
distribute pressure fed lubricating oil to the tappets and camfollower rollers.

A plunger is fitted at each fuel tappet, this plunger is held clear of the tappet by a compression
spring. In the event of an engine overspeed incident or any other emergency shutdown
requirement, compressed air is applied to the end of the plunger. Air pressure drives the plunger
inwards against the spring force and when the tappet is in the ’UP’ position the end of the plunger
projects under the tappet to prevent the tappet coming down again. This prevents any further fuel
pump full strokes and cuts off fuel injection to the engine cylinder, to stop the engine.
NOTE: Operating the overspeed tappet plungers also renders the starting air system
inoperative.
When the air pressure is removed and the system exhausted, the springs retract the plungers and
allow normal engine operation to be resumed.
NOTE: In order for the spring to retract the plunger, the tappet must be lifted. This is most
easily achieved by engaging the engine barring gear, opening the indicator cocks and
turning the engine two complete revolutions to unload each plunger.
A NU---LIP Seal is fitted to the plunger to prevent air leakage or any lubricating oil leakage to the air
system.

2. PUSH RODS -- AIR AND EXHAUST (FIG. 2)

2.1 The push rods consist of hardened steel ends brazed into steel tubes. The concave upper ends of
the push rods contact the ball end pads of the valve levers. The lower ends are spherical and seat
in the top of the respective camfollower tappets.

2.2 The push rods operate in tubes through which oil drains from the cylinder heads. The tubes are in
two sections joined together near the top by a synthetic rubber sleeve. The top section is flanged
to the underside of the cylinder head and the bottom section to the column.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 4

2.3 Oil draining from the cylinder head lubricates the tappets, and drains back to the engine sump.

3. FUEL PUMP BASE (FIG. 3)

3.1 Attachment of pump base to column

a) The fuel pump base is attached to the column by two studs (19) and carries the fuel pump
and drip tray, which are secured by four studs (21) passing through the base from the
column.

3.2 Fuel pump tappet

a) The fuel pump tappet, located inside the pump base, provides timing of the starting air
supply to the engine cylinder and is non---adjustable.

b) Fine adjustment of the fuel system timing to balance cylinder firing pressures is made by
adjusting the tappet screw --- Item 9. The locknut must be tightened after making an
adjustment.

The tappet screw must not be adjusted too high as this may cause damage to the fuel injection
pump --- see Section 3 Chapter 2 para’s 2 and 3..

4. CAMFOLLOWER GEAR MAINTENANCE (See Section 2. Chapter 21 for tool details)

During inspection of the cams, ensure that the nuts securing the fuel pumps to their bases are
tight.

At the maintenance periods specified in Section 4 Chapter 1, strip and clean the camfollower gear
as follows:---

4.1 Removing the camfollowers

a) Support the fuel pump tappet:---

Remove the fuel pump base inspection door and turn the engine until the fuel pump tappet is
at the top of its stroke. Position Tool 18 so that the tongue fits under the tappet washer and
secure it to the fuel pump base, then turn the engine to bring the fuel pump follower away
from the the pump base tappet.

b) Remove the front valve lever bracket and levers assembly from the cylinder head, and pull
out the air and exhaust push rods.

c) Unscrew the eight nuts securing the camfollowers using the lifting bar, Tool No.19.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 4

d) Withdraw the bracket and camfollowers using the lifting bar, Tool No. 19.

e) Carry out a visual inspection of the camfollower assembly and by hand movement of the
rollers and tappet pistons determine if there appears to be any excessive wear.

Ensure that all the oilways are clear by applying an oil bath hose to the lubricating oil inlet of
the piston block bracket and observing that oil issues at each tappet and roller (or use
compressed air).

f) Inspect the camfollower roller periphery and cam profiles. Any across face superficial
marking of the cam profile should be carefully honed out using a fine hand honing stone.
Any roller showing a damaged running surface must be renewed.

g) The tappet can be removed from the piston block by removing pin (21). The roller and pin
can be removed from the tappet by removing the location screw (7).

Check the clearances and replace any parts that have a clearance beyond the limits
permissible --- See Preliminary Section 2.

h) On each occasion remove plunger (10), and spring (11) clean the plunger and chamber and
refit using a new oil seal (12) if necessary. Ensure the plunger moves freely.

i) When refitting the tappets to the piston block note orientation of tappet to piston block bore
denoted by coinciding marker holes in top of tappet and top of piston block --- See Fig.1.

Also note that outer air and exhaust valve tappets have a high concave/spherical cup washer
and the central fuel tappet has a thin concave/spherical washer.

j) Retain each set of camfollower gear to its original, as stamped cylinder location and
assemble it to the engine in the reverse order to the removed procedure. Ensure the joint to
the column is in good condition. Use the dowels to align the piston block bracket before
tightening the securing nuts.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 4 FIGURE 1

Title: Date: Man. No

CAMFOLLOWER BRACKET ASSEMBLY 6/00 3161
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 4 FIGURE 2

Title: Date: Man. No

PUSHROD & TUBE ASSEMBLY 6/00 1726/1
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 4 FIGURE 3

Title: Date: Man. No

FUEL PUMP BASE ASSEMBLY (‘DD’ PUMPS) 6/00 1735
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

CHAPTER INDEX

CYLINDER HEAD VALVES AND ROCKER GEAR

PARAGRAPH N0 SUBJECT PAGE N0

1. CYLINDER HEAD AND VALVES 1

1.1. Air inlet valves 1

1.2. Exhaust valves 1

1.3. Starting valve 2

1.4. Fuel injector assembly 2

1.5. Cooling system 2

2. ROCKER GEAR 2

2.5. Valve rocker---gear lubrication 3

3. MAINTENANCE OF CYLINDER HEAD

AND VALVES 3

3.6. Exhaust system removal 3

3.7. Charge---air inlet manifold removal 3

3.8. Valve operating gear removal 4

3.9. Exhaust valve cage removal 4

3.10. Cylinder head removal 4

3.11. Servicing the cylinder head 4

3.12. Starting valve servicing 5

3.13. Servicing the valves and operating gear 5

3.14. Re---fitting the cylinder head 5

3.15. Re---fitting the valve operating gear 6

3.16. Re---fitting pipework and manifolds 7

3.17. Completion of assembly 7

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

PARAGRAPH N0 SUBJECT PAGE N0

4. MAINTENANCE OF EXHAUST VALVES

AND CAGES 7

4.5. Restoring the Seating Faces 8

4.6. Check wear of valve seats and/or weakening springs 10

4.7. Valve guides 10

4.8. Fitting valve cage assembly in cylinder head 11

5. LENGTHS OF AIR AND EXHAUST

VALVE SPRINGS 12

6. RECONDITIONING AIR INLET VALVES

AND SEATS 12

7. FITTING OF SHEATHED FUEL PIPES 14

ILLUSTRATIONS FIGURE
Cylinder Head Assembly 1
Cylinder Head Assembly 1a
Typical Exhaust Valve Cage Assembly 2
Regrind Limits for Exhaust Valves and Cages 3
Cylinder Head Relief Valve 4
Exhaust Valve Rotocap 5
Water Pipes for Exhaust Valve Cages 6
Water Outlet Manifold Tie Bars 7
Typical Air Inlet Valve Assembly 8
Air Valve and Valve Seat Wear Limits 9

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

CYLINDER HEAD VALVES AND ROCKER GEAR

1. CYLINDER HEAD AND VALVES

The cylinder head is of a bore cooled design incorporating a network of drilled passageways
behind the flame face to intensify the cooling in this area. The head is secured to the cylinder
casing by eight high tensile steel studs which are hydraulically tensioned.

1.1 Air inlet valves (Figs 8 & 9)

The air inlet valves operate in renewable guides pressed into the head, and are direct---seated on
the head with a face---to---seat angle of 300 to the horizontal. Pairs of springs, with carriers
attached to the valve spindles by split collets, hold the valves on their seats. Worn cylinder head
valve seats can be restored by fitting new seat inserts.

See Para 6 for the reconditioning procedure.

1.2 Exhaust valves (Fig 2)

a) The exhaust valves are assembled in removable water---cooled cages and fitted in the
cylinder head as complete assemblies. The cages are stamped ‘Right Hand’ and ‘Left
Hand’ when viewed from the air manifold side. The valves operate in renewable guides
pressed into the cages and 300 seats are machined at the bottom of the cages. Pairs of
springs hold the valves on their seats.

b) ‘Rotocaps’ (Fig 4) form the spring carriers and are attached to the valve spindles by split
collets. The ‘Rotocap’ rotates the valve slowly, assisting in prevention of formation of carbon
on the valve seat and helping to maintain uniform temperatures throughout the valve head.

c) The valve guides and seats are cooled by water supplied by a system separate from the
engine jacket cooling system. The valve spindles and guides are pressure---lubricated from
the engine system, through a pressure reducing valve. The valve spindle has two
diametrically opposite flats which, due to the rotation of the valve, periodically line up with
the drilled holes in the valve guide. In this position the oil is forced down the inlet flat, round
an annular cavity at the bottom of the valve guide and passes along the return flat, through a
hole in the guides and up the holes in the cage to the overflow at the top. The oil can flow
through the cavity, only when the valve is fully open, thus exhaust gas pressure limits the
downward flow of oil, reducing fouling of the valve head and minimizing oil consumption.
This section carries lubrication down to the lower end of the valve stem, and a flushing action
occurs as the flats align to clear carbon and acidic combustion products. When the engine
is stopped, valve spindle lubrication is cut off by a shut---off valve de-actuated by governor oil
pressure.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

1.3 Starting valve (Section 2 Chapter 12 Figure 2)

The starting valve, consisting of a stainless steel body and spring---loaded valve, fitting into a hole
in the cylinder head, sealed by a copper washer and secured by a clamp and two setscrews. The
valve operates automatically receiving air from the starting---air timer in the fuel---pump base
(Section 2 Chapter 4 Figure 3).

1.4 Fuel injector assembly (Section 2 Chapter 11 Figure 1 or 2)

a) The fuel injector is inserted in a tube pressed into the cylinder head. A clamping flange,
secured by two studs, prevents the tube being withdrawn when removing the injector.

b) The lower end of the injector is sealed by a copper washer under the nozzle nut, the unit is
held down by a clamp and two studs. The injector is external to the cylinder head covers,
thus improving accessibility for maintenance and preventing any fuel leakage
contaminating the lubricating oil via the cylinder head.

1.5 Cooling system

Jacket water flows from the cylinder casing into the underside of each cylinder head via two
connections shown on Figure 1, The water leaves the cylinder head above the exhaust port.

2. ROCKER GEAR (Fig 1, )

2.1 The front and rear rocker brackets, built as assemblies, are secured to the cylinder head by a stud
and three bolts.

2.2 The front lever assembly comprises a bracket bushed for the front lever spindle. Two inlet valve
levers are keyed and clamped on the spindle, one being operated by the pushrod via a renewable
ball end pad, the pushrod end being concave to suit. The exhaust valve operating lever, which is
bushed and in contact with the exhaust pushrod, is free to rotate on the shaft, this lever is also fitted
with a renewable ball end pad.

2.3 The rear lever assembly consists of the bracket, bushed for the fulcrum spindle, with two exhaust
valve levers keyed and clamped to the spindle. One lever is extended for connection to the
exhaust valve operating lever on the front spindle. The two levers are connected by a link coupled
to the levers by pins, the heads of which fit in slots in the levers. The pins are retained to the levers
by circlips.

2.4 Each valve operating lever carries an adjustable tappet, the head of which makes contact with the
top of the valve spindle. The tappets are screwed into the levers and are secured by locknuts.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

2.5 Valve rocker---gear lubrication

The valve rocker gear is pressure lubricated. The levers are drilled to carry oil to the tappets and
link pins. Surplus lubricating oil from the cylinder head drains down the tubes which enclose the
pushrods.

Engines for certain contracts which are adapted for standby duties and have an intermittent
lubricating oil priming system, have an automatic cut off of the rocker gear lubricating oil supply.
This operates during priming preventing a build of lubricating oil which has entered the engine
combustion spaces via the valve guide-stem clearances. As soon as the engine is started the
supply is re---opened automatically allowing lubricating oil to circulate to the rockers normally.

3. MAINTENANCE OF CYLINDER HEAD AND VALVES

Cylinder heads should be removed for servicing at the periods specified in Section 4. Chapter 1 or
as experience proves necessary, using the following procedure:

3.1 Drain the engine jacket water and exhaust valve cooling systems as described in Section 1.
Chapter 5.

3.2 Disconnect the fuel pipes at the injector.

3.3 Release the clamp and withdraw the injector taking care not to lose the copper sealing washer if it
is withdrawn with the injector.

3.4 Remove the cylinder head cover assemblies.

3.5 Uncouple all the pipe connections to the cylinder head.

3.6 Exhaust system removal

a) Remove the exhaust pipes in sections, commencing with the top manifold. Release one
flange of the bellows expansion pieces to each pipe, take the weight of the pipe by crane or
block and tackle, unscrew the setscrews in the cylinder head flanges and lift away each
section of the manifold in turn.

b) To remove a single cylinder head, reference to Section 2 Chapter 14 will indicate which
exhaust pipe to remove, or to support. No weight to be supported by the bellows expansion
pieces.

3.7 Charge---air inlet manifold removal (Figure 1)

a) The inlet manifold must be removed in sections. Unbolt the expansion joints and slide out
between each section. Unscrew the setscrews in the cylinder head flanges and lift away
each section of the manifold in turn.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

b) When removing a single cylinder, the air manifold may be left in position because it will be
supported by the adjacent cylinder head. However the blanking connection replacing the
’peak pressure‘ indicator (25), (indicator not fitted to gas engines) must be removed from the
appropriate cylinder head along with the triangular blanking plate (23) adjacent.

3.8 Valve operating gear removal

Unscrew the nuts and bolts securing the front and rear rocker brackets, remove one of the pins in
the exhaust lever connecting link and lift off the brackets. Withdraw the push rods through the top
and release the guide tube flanges from the underside of the cylinder heads.

3.9 Exhaust valve cage removal

a) Release the four nuts on each exhaust valve cage and remove the spring units.

b) Withdraw the cages using Tool No. 21 in Section 2 Chapter 21.

3.10 Cylinder head removal

a) Release the eight cylinder head nuts using the equipment and procedures outlined in
Section 2 Chapters 22 & 23.

b) Unscrew the eight cylinder head nuts, fit Tool No. 28 (Section 2 Chapter 21) over the injector
studs and tighten down using the engine nuts.

c) Lift each cylinder head in turn and place on a bench with a block under each inlet valve. This
will prevent the valves moving when using Tool No. 19 (in Section 2 Chapter 21) to compress
the springs for removal of the split collets.

3.11 Servicing the cylinder head

a) Turn the head over and lift out the inlet valves.

b) Scrape off all carbon from the underside of the head and exhaust ports using a strip of brass
or similar material to avoid scratching the head. Wash out the air inlet ports with paraffin.

c) Remove the side cleaning doors and cross drilling plugs and flush out the water spaces
removing any loose scale. Re---fit all the doors and plugs using new joints if necessary.

d) Check the valve guides and replace if worn.

e) Lap in the inlet valves as described for exhaust valves in 4.5 h---j but see para 4.5 i) for wear
limitations and reconditioning methods.

Last Issued 19.5.04 Page No. 4

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

f) Check valve springs for free length (See table in para 5).

g) Re---assemble the inlet valves in the head by reversing the dismantling procedure.
NOTE: The air inlet valves are not normally serviced without removing the cylinder head, but
in an emergency, they can be carefully lowered into the cylinder and removed through the
hole left after removal of the exhaust valve cage.
3.12 Starting valve servicing

a) Remove the starting valve using Tool 29 in Section 2 Chapter 21.

b) Strip, clean in paraffin and lap in the valve.

c) Clean the hole in the cylinder head, re---assemble the valve, replace copper washer and
sealing ring, coat the relieved portion of the valve with ”Copperslip” and re---fit into the
cylinder head after all the carbon has been removed from the cylinder head.

3.13 Servicing the valves and operating gear

a) Dismantle and clean the valve lever and bracket assemblies, paying special attention to the
oilways in the levers and spindles.

b) Check tappets, spindles and bushes for wear, if greater than the maximum allowable (see
Preliminary Section 2) replace the bush. When pressing new bushes into their housings it is
unnecessary to align the oil holes.

c) If lever keys show signs of wear, replace on re---assembly. Also on re---assembly set an end
float around the support bracket of .004 to .006” before tightening the lever clamping nuts.

d) Service the exhaust valves and cages as per instructions in Section 2 Chapter 5 para 4.

3.14 Re---fitting the cylinder head

a) Assemble the lifting gear (Tool No. 28 in Section 2 Chapter 21) over the injector studs and
tighten down.

b) Wipe clean the underside of the head, and fit into position in the head recess the steel
cylinder head joint, using spots of graphite grease.

c) Clean the liner flange then smear with graphite grease to prevent the steel joint---ring sticking
to the liner next time the head is lifted.

d) Ensure the rubber ring is on the rear water ferrule and that the front water connection rubber
ring and jubilee clip are in position on the cylinder casing. Lift the cylinder head into position

Last Issued 19.5.04 Page No. 5

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

on the engine taking care not to damage the threads on the cylinder head studs. Ensure that
the water transfer rubber sealing ring on the ferrule on the cylinder casing is correctly
positioned in the head recess before releasing the crane.

e) Fit nuts to the cylinder head studs.

f) When all the heads are in position on the casing, square the head to the air manifold or
adjacent heads, tighten the nuts to the instructions given in Section 2 Chapter 23 (Stressed
bolt tightening procedures).

g) Tighten the jubilee clip on the water inlet connection until it just nips the joint ring, then
tighten by six complete turns of the screw. DO NOT OVERTIGHTEN.

h) When all water connections have been refitted open up engine water system and check for
leaks.

3.15 Re---fitting the valve operating gear

a) Fit the top and bottom push rod tubes and rubber sleeve (See Fig. 2 in Section 2 Chapter 4).

b) Insert the push rods down the tubes and ensure that they seat in the camfollower tappets.

c) Insert the exhaust valve cage assemblies, and place the spring units over the studs ensuring
that the spigots enter the counter---bores in the cages.

d) Screw on the nuts and tighten in accordance with stressed bolt tightening procedures in
Section 2 Chapter 23.

e) Ensure the cylinder is at T.D.C firing stroke and fit the rear rocker assembly to the cylinder
head.

f) Fit the front rocker assembly to the cylinder head, then couple the front operating lever to the
exhaust valve levers with the link, pins and circlips, square up both rocker assemblies and
tighten the bolts and nuts. Check both rocker assemblies are operating freely, over
tightening of the front rocker bracket can cause binding.

g) Adjust the tappet clearances to the figures given in Technical Data. This adjustment must be
made with the camfollower rollers on the backs of the cams and measured between the top
of the valve stem/rotator and the tappet by the gauge provided. Loosen the tappet locknut
and screw the tappet up or down as required until the correct clearance is obtained. Hold
the tappet and tighten the locknut recheck the clearance as a precaution before moving
onto the next valve.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

3.16 Re---fitting pipework and manifolds

a) Refit all pipework to there respective connections and tighten securely.

b) Refit inlet and exhaust manifolds (See Section 2 Chapter 14).

3.17 Completion of assembly

a) Fit the aluminium cylinder head cover

b) Fit the injector and injector pipework, see para NO TAG for instructions regarding the fitting
of sheathed injector pipes (if applicable) and see Section 2 Chapter 23 for the tightening
procedure for the injector clamp.

c) If a cylinder head is blowing after re---fitting, release all the holding down nuts and retighten
as described in Section 2 Chapter 23.

4. MAINTENANCE OF EXHAUST VALVES AND CAGES

The frequency with which the removal of exhaust valves and cages for servicing is required,
depends upon the type of fuel used and the running conditions and will be determined by
experience. The maintenance is as follows:---

4.1 Disconnect the fuel pipes at the injector.

4.2 Release the clamp and withdraw the injector taking care not to loose the copper sealing washer if it
is withdrawn with the injector.

4.3 Remove the cylinder head cover assemblies.

4.4 Uncouple all the pipe connections to the cylinder head.

a) Disconnect the lubricating oil pipes and empty the water from the cages as described in
Section 1.5.

b) Remove the bottom pin from the transfer---link.

c) Swing the exhaust valve lever assembly with the transfer link clear of the valve cages.

d) Release the four nuts on each exhaust valve cage and remove the spring units.

e) Withdraw the cages using Tool No. 21 in Section 2 Chapter 21.

f) Compress the springs using Tool No. 22 in Section 2 Chapter 21 and remove the split cones.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

4.5 Restoring the Seating Faces

a) It is considered desirable when re---facing valve and valve cage seats that a differential angle
of up to 1/20 exists between the two component faces. The object of differential angles is to
achieve an area of contact on the outer third of the valve and seat. This area of contact
deflects under firing loads to give full face contact, effecting a gas tight seal across the whole
seat.

b) While the exhaust valve is ground, the cage should be fitted either in a spare cylinder head or
in a special grinding jig (Section 2 Chapter 21, Tool 24) obtainable from MAN B&W Limited,
Mirrlees Blackstone.

c) The nuts must be tightened in accordance with the stressed bolt tightening procedures in
Section 2 Chapter 23.

d) If the valve and cage seats are pitted, machine grind until the surfaces are smooth. Only
apply light cuts and avoid any overheating that might promote surface skin cracking.

e) The machines recommended for seat maintenance are, for valves:---

The Merlin Valve Master

and for cage seats:---

The Cris Marine MSD Valve Seat Grinder.

The Cris Marine machine can be obtained through MAN B&W Limited, Mirrlees Blackstone and
comes complete with special mounting mandrels to suit the engine type, special grind stones are
also supplied.

f) When grinding the seat on the valve it is important to ensure that the correct grade of
grindstone is used, otherwise a rough face will be produced. The correct grade of
grindstone is AA4605V8A supplied by:---

Carborundum Co. Ltd

Trafford Park
Manchester 17
England.

Where a Merlin valve grinding machine is used the reference number for the grind wheel is
C100QU. UNIRUNDUM100QV.

g) When machines are used to grind the valve head seat and the valve cage seat, the grinding
angles should be very accurately set:---

Last Issued 19.5.04 Page No. 8

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

Grind the valve head seat angle at 300 to 29 7/80.

Grind the valve cage seat angle at 300 to 30 1/40.

The valve head will then seat at the outside diameter of the valve and will be 1/40 to 3/40 off the
seat at the inner diameter of the seat 0.001” to 0.003”, (0.025 to 0.076 mm). The seat will then
be closed on its outer edge on completion of assembly and there is no particular need to do
any hand lapping of the seat prior to assembly.

But prior to assembly check the seating using engineers blue if full ring contact is not
obtained, carry out minimal hand lapping until full ring contact is obtained at the outer edge
of the seat of 0.060” to 0.080” (1.5 to 2.0 mm) width.

h) If sufficiently accurate machinery is not available to produce the angles required, parallel
seats should be produced. Hand lap the faces together to produce a good seat. Verify by
light blueing on completion of lapping.

i) Nimonic exhaust valves do not have hard face deposit, since the material itself is hard.
However, unless care is taken in lapping --- in there is a tendency for the face to score giving a
rough surface which, if used in that condition will result in unsatisfactory sealing with
consequent burning of the valve face. Best results are achieved by first gently
hand---lapping with a coarse powder (Carborundum 180 grit) followed by hand lapping with
a smoother powder (320 grit).

For the final stage a lapping machine may be used but at all stages excessive pressure
during lapping should be avoided.

It is important that the face is not allowed to become dry during lapping---in and to avoid this
the grits should be mixed in a small quantity of high pressure grease before being applied to
the seats.

j) Test the seal between the valve and cage by pouring a small quantity of paraffin inside the
valve cage when the valve cage assembly is complete. If satisfactory then remove the
assembly from the spare cylinder head or jig.

k) Ultimately repetitive re---grinding and lapping of valve seats will result in a loss of metal
beyond acceptable limits (see Fig. 3).

l) The cage re---grind limit is the dimension from the cage seating land to the head of a new
un---used valve. The resultant cage seat width is acceptable up to this re---grind limit.

Valve cages can be restored to as new by cutting off the original seating ring and welding on
a new seating ring by the ‘Electron Beam’ welding process. As new the valve head

Last Issued 19.5.04 Page No. 9

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

underface projects 1.429” (36.3 mm) from the seating shoulder of the cage. Check this
dimension by using a new valve, when further restoration would reduce this dimension to
less than 1.325” (33.6 mm) a new or reconditioned valve cage is required.

Worn cages should be returned to our works for rehabilitation. A part exchange allowance
will be given against the supply of new or reconditioned exhaust valve cages.

Nimonic Valves cannot have their seats restored by deposition of hard weld as such as
operation could promote cracks in the valve material at the weld interface. New valves must
therefore be fitted when the valve head seat dimensions have worn down so that the valve
head lies below the datum face of gauge K57259 (Tool 27).

4.6 Check wear of valve seats and/or weakening springs

Wear of exhaust valve seats and/or weakening of valve springs could, in extreme cases, unload
valve springs to a condition where valve bounce could occur. The assembly will be unsatisfactory if
the valve starts opening with a load of anything less than 400 lb (180 kg) applied to the tappet end
of the valve. If this condition applies, or facilities to carry out test are not available, the assembly
must be checked as follows:
The measurement from the underface of the valve---cage flange to the top of the valve spindle must
not exceed 4.394 inches (111.6 mm) as shown on fig 3. Visual inspection will indicate whether the
valve or its seat in the cage are worn.
Check the free length of the springs and compare with the lengths tabulated in para 5. A
combination of used and new parts can be utilized to rebuild a serviceable valve---cage assembly.
4.7 Valve guides

a) Check the valve in the guide for wear, if the clearance is in excess of the maximum allowable
quoted in Preliminary Section 2 a new guide must be fitted.

b) The worn guide can be removed by machining off the lower end, and weakening the
interference fit by drilling out the lower end of the bore, then using Tool 25 to remove the
guide.

c) Press the new guide into position. (See Section 2 Chapter 21 Tool 25). If a press is not
available use a long bolt and plate drawing the guide into the cage by tightening the nut.

d) Check the bore of the guide by passing test bar for exhaust valve guides (Section 2 Chapter
21, Page 9) through the new guide thus confirming the clearance between valve and guide.

In the unlikely event of the test bar not passing thought the bore, the guide should be honed
out. Honing tool K48112 (Section 2 Chapter 21, Page 9) should be used operating at
between 80/160 rev/min.

Last Issued 19.5.04 Page No. 10

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

e) Remove the two countersunk screws, one either side of the cage, and drill a 3/16 inch (4.76
mm) hole in the inlet side and a 17/64 inch (6.75 mm) hole in the outlet side of the guide for
lubrication.

f) Carefully remove the burrs from the bore of the guide, clean out the holes and replace the
two countersunk screws.

g) Water---test the cage assembly to 200 lb/in2 (13.8 bar).

h) If it has not been necessary to fit a new valve guide check that the lubricating oil holes are
clean and free from carbon. The holes in the valve guide can be examined by removing the
countersunk screws in the valve---cage. Clear any accumulation of carbon, by using a drill
the same size as the hole.

4.8 Fitting valve cage assembly in cylinder head

a) Check each valve cage in the respective cylinder head bore to ensure that it seats correctly,
lightly blueing the cage seat and checking the transfer of blue to the cylinder head seat. If a
full seating ring is not produced, the valve cage should either be lapped into the cylinder
head, which would necessitate removing the valve cage studs, and/or the seating should be
trued up on a lathe.
NOTE: Prior to fitting an exhaust valve cage, it is essential that the outside of the valve cage
and the cylinder head bore are scrupulously clean. There must be no possibility of dirt or
carbon being trapped between the valve cage and cylinder head shoulder seats. A gas tight
seal must be made against the high cylinder firing pressures. The slightest leakage path
would result in combustion flame torching through and damaging the cylinder head and
exhaust valve cage beyond repair.
b) If it is necessary to true up the cage seating face it is essential that:
i) The dimension between the cage and seating face and the underside face of the
bolting flange is not reduced below 11.744 inch (298 mm).
ii ) The 1/32” radius between the valve cage diameter and the cage seating shoulder is
maintained, and
iii ) the 1/32” chamfer on the edge of the valve cage seating is maintained.
c) Fit the assembly in the cylinder head and tighten the nuts as specified in Section 2 Chapter
23.

d) To check for leaks in the connections to the valve cages:---

i) Isolate the fuel injector from its cooling system (if applicable) by removing one of the
flexible pipes and disconnecting the other pipe from the injector and connecting it
across the injector cooling supply.

Last Issued 19.5.04 Page No. 11

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

ii ) Pressurise the valve cage cooling system by running the circulating pump.
iii ) Examine all pipework connections, ensure there are no water leaks.
NOTE: The flexible pipes and pipe fittings which feed the valve cage assemblies are to be
positioned so as to prevent fouling between pipes and contact with any component inside
the rocker cover including the cover and lid.
iv ) Re---connect the flexible pipes to the injector (if applicable) and again pressurise the
system as in ii) above to check for leaks in the injector and/or its connections.
e) Replace the cylinder head cover.

5. LENGTHS OF AIR AND EXHAUST VALVE SPRINGS

FREE LENGTH WHEN NEW

SPRING DRAWING RENEW AT UNITS
MAX MINIMUM

Outer K54316 8.03 7.75 7.62 inch

204 196 194 mm

Inner K15219 6.31 6.12 6.00 inch

160 155 152 mm

6. RECONDITIONING AIR INLET VALVES AND SEATS

NOTE: See Para 4 regarding differential valve seats.

6.1 When machines are used to grind the valve head seat and the cylinder head insert, the grinding
angles should be very accurately set:---

Grind the valve head seat angle at 300 to 29 7/80

Grind the cylinder head insert angle at 300 to 30 1/80

The valve head will then seat at the outside diameter of the valve and will be 1/40 to 3/40 off the seat
at the inner diameter of the insert --- 0.001” to 0.002”, (0.025 to 0.050 mm).

The seat will then be closed on its outer edge on completion of assembly and there is no particular
need to do any hand lapping of the seats prior to assembly.

But prior to assembly check the seating using engineers blue if full ring contact is not obtained,
carry out minimal hand lapping until full ring contact is obtained at the outer edge of the insert of
0.060” to 0.080” (1.5 to 2.0 mm).

Last Issued 19.5.04 Page No. 12

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

6.2 Repeated reconditioning of air valves and their seats produces a progressive loss of metal and
retraction of the valve head from the ‘As New’ position. Valve spring pre---load will be lost and
airflow will be restricted thus reducing engine performance.

When new, the dimension from the combustion face to the inside corner of the valve seat is 33/64
inch and after successive grinding---in of the valves the limiting condition is reached when the
dimension has increased to 39/64 inch. The valve seat in the cylinder head must never be allowed
to reach the condition where the seat and chamfer below the seat, form one continuous face (see
Figure 9). If this were permitted the outside lower corner of the new valve seat insert would be
exposed to hot exhaust gases.

The overall wear of the assembly can be checked without dismantling, by measuring the
dimension between the machined top face of the cylinder head and the top of the air inlet valve
stem, (see figure 8). The nominal (as new) dimension is 4.3125 inches (109.5 mm) while the
maximum seat wear will be reached when the dimension has increased to 4.50 inches (114.3 mm).

6.3 When the above limits and/or conditions have been reached, recondition the assembly as follows:

a) Remove the valve seat inserts by adding a bead of weld around the inside of the insert. The
insert contracts as the weld cools thus facilitating removal. Check the recess dimensions, if
the bore exceeds 4.751” diameter the new insert would fit but with insufficient interference, in
this case the recess would have to be re---machined oversize and a new oversize insert
obtained and fitted. Fit a new insert observing instructions NO TAG and NO TAG

b) Freeze the insert in dry ice or liquid Nitrogen.

c) Ensure that the machined recess is perfectly clean, and fit the frozen insert.

WARNING

DO NOT drive or press the insert into position without pre---freezing because the the recess metal
is likely to broach off, reducing the interference fit. Debris could also become trapped between the
insert and the bottom of the cylinder head recess. Heavy driving could even fracture the
somewhat brittle insert.

d) Fit a new valve guide (if not already carried out for operation 1).

e) Fit a new or fully restored valve as described in para 4 for exhaust valves. The valves must be
renewed when the dimension from the underside of the valve head to the lower corner of the
face of the valve seat has reduced to 5/16 inch (0.3125 inch, 7.94 mm). See Dimension ‘A’
on Figure 9.

Last Issued 19.5.04 Page No. 13

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

300
301/80
300
297/80

CYL. HEAD INSERT VALVE HEAD SEAT

GRINDING ANGLE GRIND ANGLE

7. FITTING OF SHEATHED FUEL PIPES

These notes have been compiled to help during the fitting of sheathed fuel pipes, for unless these
recommendations are followed, premature failure is likely to occur because the assembly is now
so rigid, that it will no longer accept any misalignment errors at the fuel pump, but more particularly
the injector ends.

7.1 If a sheathed fuel pipe fails in service, then it is necessary to inspect both the feed pipe connections
at the fuel pump and injector ends, as there is little point in fitting a replacement if either of these are
damaged. An examination of the ferrule on the failed pipe my indicate that these have been
pressing harder on one side or the other, in which case, the feed pipe connection should be
similarly marked, and if either of these are ridged, they should be replaced, for it will no longer be
possible to make a satisfactory joint even with a new pipe.

7.2 Assuming the feed pipes are undamaged or have been replaced. The injector clamping flange
should be removed completely as should the pipe securing clips on the front and side of the
cylinder head cover.

7.3 Make sure the two large gland nuts at each end of the pipe are free, and after cleaning the pipe, it
may now be offered up for assembly as follows:

Last Issued 19.5.04 Page No. 14

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 5

a) By lifting the injector approximately 6 inches, the pipe can be entered into the injector
coupling and the connection made finger tight. The pipe with injector attached can be
lowered and similar action taken at the fuel pump end i.e. a finger tight connection.

b) At this stage offer up the back part of the pipe support clips (2 off), and if these can be placed
in position without undue strain, the connection at each end of the pump should be made
good, after which the gland nuts could also be nipped up but please bear in mind that
tightening the glad nut will only serve to squash in the bore of the sheath, and only relatively
light pressure is required on these large size nuts.

c) The support clips with rubber bushes can now be fitted and clamped up solidly.

d) In the unlikely event of the pipe clips not fitting properly, these may, either have to be reduced
in thickness or packed out away from the head cover but in this respect, it may be possible to
obtain a better fit if all the cylinder head cover holding down bolts are released to enable the
cover to move relative to the cylinder head, for the whole object of the exercise is to ensure
that neither the pipe clips nor the position of the injector put the fuel pipe under strain, as
otherwise premature failure is likely to occur.

e) If a fuel pipe begins to leak either at the fuel pump or injector ends there is little point in
additional tightening as this only serves to squash the ferrule deeper into the pipe, so that
when leakage takes place the only sensible course is to investigate the cause and replace
either the feed pipe connections or the sheathed fuel pipe.

Last Issued 19.5.04 Page No. 15

KV Major Mk3
INSTRUCTION MANUAL Mirrlees
SECTION 2 CHAPTER 5 FIGURE 1 Blackstone

Title: Date: Man. No

CYLINDER HEAD ASSEMBLY 6/00 2671/1
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 5 FIGURE 1A

Title: Date: Man. No

CYLINDER HEAD ASSEMBLY 6/00 2669/1
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 5

CYLINDER HEAD ASSEMBLY (FIG. 1 & 1A.)

For Full List of Part Numbers with Illustrations See Volume 3.

Item On Description Item On Description

Fig.1 & 1a Fig.1

1 Knob for cover

2 Stud 35 Tappet seat
3 Circlip 36 Rotocap
4 Bush for operating lever 37 Stud for exhaust valve cage
5 Fulcrum spindle inlet valve levers 38 Nut for stud
6 Split cone 39 “Schnorr” spring disc unit
7 Circlip for cone 40 Exhaust valve cage, right hand and
8 Spring carrier left hand
9 Plain washer 41 ’O’ ring
10 Cleveloc nut 42 Outer joint for cylinder cover
11 Clamping nut 43 Exhaust valve guide
12 Outer spring for inlet and exhaust 44 Exhaust valve
valve 45 Stud for injector clamping flange
13 Inner spring for inlet and exhaust 46 Nut for stud
valve 47 Clamping flange for injector
14 Cylinder head 48 Water pipe for cooling injector
15 Inlet valve guide 49 Fuel injector
16 Air inlet valve 50 Inner joint for cylinder head cover
17 Joint for front cleaning door 51 Clamping flange for injector sleeve
18 Front cleaning door 52 Joint for clamping flange
19 Pushrod tube 53 Bolt for starting valve to cylinder head
20 Pushrod 54 ‘O’ ring seal
21 Tube for cylinder head studs 55 Sleeve for injector
22 ‘O’ ring seal (Inline only) 56 Clamping flange for starting valve
23 Tappet for valve levers 57 Starting air valve
24 Bolt for pressure indicator adaptor (Sub.Assy. Drg.K29220)
25 Adaptor for pressure indicator 58 Side cleaning door
26 Pressure indicator valve 59 Joint
27 Inspection cover 60 Capscrew for cleaning door
28 Joint for cover 61 Pin for exhaust valve levers (rear)
29 Cylinder head cover 62 Circlip for pin
30 Locknut 63 Bush for link
31 Key for fulcrum shaft 64 Link for exhaust valve operating lever
32 Fulcrum spindle for exhaust valve 65 Stud for relief valve to cylinder head
levers 66 Nut for stud
33 Tappet screw 67 Clamping flange for relief valve and
34 Retaining ring blanking plug

Title: Date: Man. No

KEY LIST FOR FIGURES 1 & 1A 6/00
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 5

Item On Description Item On Description

Fig.1 Fig.1
98 Stud for valve levers
68 Clamping flange for relief valve and 99 Nyloc nut
cylinder relief valve 100 Exhaust valve lever
69 Side cleaning door (relief valve side) 101 Tee piece
70 Joint for side cleaning door 102 Side cleaning door F.W. ’B’ Bank
71 Starting air pipe assembly 103 Male stud coupling for water pipe
72 Setscrew 104 Water transfer connection
72 Washers 105 Core plug
73 Water transfer seal 106 Washer for connection
74 Inlet valve operating lever 107 Stud for brackets and lid
75 Banjo bolt (air side) 108 Blank plug
76 Washer for bolt 109 Washer
77 Lub. oil pipe to valve lever 110 Pipe clamp
78 Lub. oil pipe to exhaust valve cages 111 Bush
79 Air inlet valve lever 112 Bush
80 Exhaust valve operating lever (front) 113 Distance piece
81 Bracket for inlet valve levers 114 Pin for exhaust valve lever (front)
82 Bush for bracket 3” bore 115 Water transfer connection
83 Bush for bracket 21/2” bore 116 Core plug
84 Side cleaning door (rear) 117 Water inlet pipe to L.H. exhaust valve
85 Joint for door cage
86 Exhaust valve operating lever (rear) 118 Water outlet pipe from R.H. exhaust
87 Washer for plug valve cage
88 Lub. oil pipe to exhaust valve cage 119 Water outlet pipe from L.H. exhaust
L.H. valve cage
89 Stud connection 120 Water outlet pipe from R.H. exhaust
90 Bracket for exhaust valve levers valve cage
91 Bush for bracket (rear) 121 Washer
92 Banjo for lub. oil 122 Clamping nuts
93 Bolt for banjo 123 Seating washer
94 Washer 124 Copper washer
95 Bolt for brackets 125 Valve seat insert
96 Nut for studs 126 ‘O’ ring seal
97 Lub. oil pipe to exhaust valve cage 127 Blank plug
R.H. 128 Sealing ring for indicator cock
adaptor
129 Cap for cylinder head nut

Title: Date: Man. No

KEY LIST FOR FIGURES 1 & 1A 6/00
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 5 FIGURE 2
As new

Valve & Valve Cage Centre

Cage seats may be reground untill the minimum
1.409”
1.429”

vertical dimension (above) is reached, using a New

non--reground valve for measuring purposes.

AFTER FURTHER SERVICE WEAR THE CAGE

SHOULD BE RETURNED TO M.B. LTD FOR
Dimension
1.325 Inch

RECONDITIONING
Limiting

New Unserviced
Exhaust Valve
0.324” (0.390” As New)

Valve head seats may be reground until the

Limiting Dimension

above minimumm dimension is reached. Check

by using gauge Tool 27.
Correct face width should be restored by
machining at 15o as shown providing the valve is
still within limits.

AFTER FURTHER SERVICE WEAR THE VALVE

15o SHOULD BE RENEWED.

Title: Date: Man. No

REGRIND LIMITS FOR EXHAUST VALVES AND 6/00 1607/4
CAGES.
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 5 FIGURE 3

WATER

4.394” MAX
INLET

111.6 mm
WATER
OUTLET
OIL
INLET
OIL
OUTLET
11.744” min
298mm

ITEM DESCRIPTION
1 VALVE CAGE
2 VALVE GUIDE
3 VALVE
4&5 SPRINGS
6 ‘ROTO--CAP’
7 ADAPTOR
8 ADAPTOR
10 COPPER WASHER
9 & 12 STUD COUPLINGS
VALVE LIFT

11 STUD CONNECTION
32 ”
1__
7

13 ‘O’ RING
15 PLUG
16 SEAT (Welded to item 1)
17 & 18 SCREWS
19 STEAM PLUG

Title: Date: Man. No

TYPICAL EXHAUST VALVE CAGE ASSEMBLY 6/00 0643/4
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 5 FIGURE 4

ITEM NO DESCRIPTION
1 ‘O’ RING
2 CLAMPING FLANGE
3 VALVE BODY
4 SPRING
5 PLUNGER SPINDLE
6 SELF--LOCKING PIN
7 SHIM (to suit pressure)
8 PLUNGER
9 PRESSURE PAD
10 BALL VALVE (5/8” ø)
11 VALVE SEAT
12 RETAINING RING
13 WASHER

Title: Date: Man. No

CYLINDER HEAD RELIEF VALVE (MARINE 6/00 1122/3
ENGINES ONLY)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 5 FIGURE 5

VALVE OPEN
VALVE CLOSED

ROTATION

DEVELOPED SECTION THROUGH

BALL P.C.D.
ITEM NO DESCRIPTION
1 SPLIT COLLET
2 CIRCLIP
3 RETAINER BODY
4 BALL
5 BALL RACE
6 BELLEVILLE WASHER
7 SPRING COLLAR
INVERTED PLAN OF RETAINER BODY, 8 RETAINING CIRCLIP
BALLS IN VALVE ‘CLOSED’ POSITION. 9 BALL RETURN SPRING
ASSEMBLY
The balls and return springs are assembled in the ramps in the retainer body in such a way that the balls are
located and retained at the shallow end of the groove by the return springs. The ball race and belleville
washer are based over the retainer body boss with the washer cone angle towards the balls. The spring
collar is placed over the belleville washer and the whole assembly retained in position by the retaining circlip
located in the body groove. It is essential that the ball ramps and races are well lubricated before closing the
assembly.

DESCRIPTION OF OPERATION
With the valve in the closed position, the belleville washer is loaded at point A and has a reaction at point C.
As the valve commences to open, the increasing valve spring load causes the belleville washer to flatten
thus transferring the reaction at C to point B releasing the washer friction from the retainer body and at the
same time forcing the balls down the ramps in the retainer body, thus imparting a turning torque to the valve.
As the valve closes, the washer load is released from the balls, allowing them to return to their original
position.

Title: Date: Man. No

EXHAUST VALVE ‘ROTOCAPS’ 6/00 1635/3
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 5 FIGURE 6

Title: Date: Man. No

WATER PIPES FOR EXHAUST VALVE CAGES 6/00 3112
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 5 FIGURE 7

1 Tie Bar 9
2 Fixing Plate 7
3 Backing Plate 10
4 Cleveloc Nut
5 Nut
6
6 Bolt
7 Bolt
8 Bolt
9 Clamp (2 Piece)
1 5
10 Spring Washer

WATER
OUTLET
MANIFOLD

8 2

3
8
NOTE : It is important that the tie
bar does not push or pull
4 the water outlet manifold

4 AIR MANIFOLD

Title: Date: Man. No

WATER OUTLET MANIFOLD TIE---BARS 6/00 1210/3
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 5 FIGURE 8

4.312” (109mm) As New

CYLINDER HEAD 4.500” (114mm) limit

Title: Date: Man. No

TYPICAL AIR INLET VALVE ASSEMBLY 6/00 1732/1
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 5 FIGURE 9

Title: Date: Man. No

VALVE & VALVE SEAT WEAR LIMITS 6/00 1735
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

CHAPTER INDEX

CAMSHAFT AND GOVERNOR DRIVES

PARAGRAPH N0 SUBJECT PAGE N0

1. CAMSHAFT DRIVE 1

2. GOVERNOR DRIVE 1

3. FLYWHEEL END GEAR CASING REMOVAL 1

4. CAMSHAFT DRIVE MAINTENANCE 3

5. GOVERNOR DRIVE MAINTENANCE 6

6. CHECKING THE TIMING OF THE ENGINE 6

7. TIMING THE ENGINE (NEW PARTS FITTED) 8

ILLUSTRATIONS FIGURE
Intermediate gear assembly 1
Typical governor drive assembly 2
Setting the crank angle 3
Gear teeth displacement 4
Camshaft setting diagram 5
Gear meshing diagram 6

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

CAMSHAFT AND GOVERNOR DRIVES

1. CAMSHAFT DRIVE -- INTERMEDIATE GEAR ASSEMBLIES (FIG. 1)

The camshaft drive comprises a gear pinion (19) to which is bolted to a gearwheel (24). The pinion
is bushed and revolves on a hardened steel pin (17) or (18) which is pressure lubricated and
secured to a cast iron bracket (1) by a retaining plate (4) and setscrews (2), wire---locked in pairs.
The bracket (1) is attached to the flywheel end of the column using special studs (14), nuts (15),
and dowels (10).
The gear pinion (19) meshes with the camshaft gearwheel and the gearwheel (24) meshes with the
crankshaft gearwheel. The gear teeth are spray lubricated, the nozzles being directed to the
meshing point of the gears.
2. GOVERNOR DRIVE (FIG. 2)

The governor drive, carried in a bracket fitted to the flywheel end of the column, comprises a bevel
pinion (23) to which a gearwheel (15) is bolted. The pinion is bushed and revolves on a spindle (21)
keyed to a bracket (1 4) and secured by a locking plate (20) and setscrews (19). The pinion drives
a bevel wheel (29) keyed to the lower end of the governor drive spindle (12). The drive is
transmitted through a flexible coupling (10) to the governor drive spindle (9). The spindle (9)
rotates in bushes in the governor bearing bracket (4) which is secured to the flywheel end gear
casing by studs. A serrated driving sleeve is secured to the top of the spindle by a split taper pin.
The mesh of the bevel drive is adjusted on initial assembly by inserting shim(s) (26) under the
flange of the bush (13) in the bracket. All the bearings in the governor drive are pressure lubricated
off the engine system.
Gearwheel (15) meshes with ’A’ Bank intermediate gearwheel.
3. FLYWHEEL END GEAR CASING REMOVAL
See Volume 3 for gear casings.
See Section 2 Chapter 7 for governor gear
3.1 At the periods specified in Section 4 Chapter 1, strip all gearing, clean and check for wear.
Procedure:---
a) Remove all pneumatic small bore piping passing across the gear casings from ’A’ Bank to
’B’ Bank. Disconnect the pipe ends and remove enbloc with the piping still retained to its
supporting bars.
Note: --- In all instances where small bore piping is disconnected tag the pipe ends and
assemblies to which they connect with identification numbers or colours to facilitate quick
recognition and correct connection on re ---assembly.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

b) Remove the handrails, platform sections, frames and supporting brackets.

c) Disconnect and remove all piping to the governor casing, remove the link to the governor
output arm. Remove the screws securing the governor to its base and take off the governor .
Place the governor in a clean safe location. Remove the governor booster complete with
mounting bracket, and any associated piping.

d) Disconnect the pipes and remove the overspeed and lubricating oil pressure trip cylinders.
Disconnect the limit switch and remove the air shutdown cylinder.

e) Rotate the stop bolt (104) anti-clockwise until spring tension is released and springs (107)
can be removed.

f) Remove the link between the levers at the governor drive base and the cross shaft lever.

g) At ’B’ Bank remove link (63) between the end cross shaft levers and the bell crank levers.

h) At ’A’ Bank remove link (67) between the end cross shaft levers and the bell crank levers.

i) Slacken the bolt in the cross shaft lever boss ’A’ and ’B’ banks and tap the levers sideways
outwards until they are clear of their keys. Retain the keys to t he cross shaft using adhesive
tape or binding.

j) Disconnect and remove all small bore piping fitted to equipment mounted on the end plates
above the gear casings. Remove the pneumatic assembly on ’B’ bank end plate.

k) Remove the bearing caps from the end bearings on the cross shaft. Remove the set bolts
securing the end cross shaft bearing housings and the bearing housing that supports the
shaft at the shutdown lever. Remove the cross shaft assembly.

l) Remove all covers and inspection doors fitted to the gear casings. Remove the oil retaining
cover fitted at the crankshaft to flywheel coupling.

m ) Disconnect and remove the internal pipe to the governor drive base, remove the base
screws and detach the drive base from the gear casing.

n) Disconnect and swing clear all wiring to any terminal boxes mounted on the gear casings.
Tag all wires to ensure correct re---connection.

o) Remove:---
i) The engine speed probe at the ’A’ bank camshaft gear location.
ii ) The overspeed governor assembly from ’A’ Bank gear casing. Remove the 4 nuts, do
not unscrew the two setscrews --- See Section 2 Chapter 9.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

p) Disconnect the pipes to the bulkhead connections at the top of the gear casing. Also
disconnect the inside pipes.

q) Remove the setscrews and bolts at the central joint which connect the two half gear casings.
Three of these bolts are inside the casing.

r) Remove all flange setscrews and dowels which connect the gear casings to the column and
bedplate. Several setscrews are inside behind the camshaft gearwheels, access to these is
through holes in the web of the gearwheels by using a socket, an extension and a ratchet
wrench.

s) Lift off each half casing upwards and sideways, use the correct thread eye bolts in the lifting
tappings.

t) Reassemble all items to the engine in the reverse order. Note that the joints for the
gearcasings to the column and bedplate, and central joint face are made by applying
jointing compound as described in Section 4 Chapter 2.

4. CAMSHAFT DRIVE MAINTENANCE (See Fig. 1)

4.1 Camshaft drive assembly removal

a) Disconnect the oil pipes to all brackets. Note that the oil pipes to the intermediate gear pins
are connected to the end of the pins away from the flywheel, with access through the column
doors at the flywheel end of the engine.

b) Remove the governor drive gear and bevel wheel assembly. Withdraw the dowels, bracket
to column. Take the weight of the assembly by a crane. Remove the nuts and spring
washers securing the assembly to the column. Lift the assembly clear.

c) Remove the intermediate gear assemblies ’A’ Bank and ’B’ Bank. Remove the securing
nuts, Note: --- the nuts have a special tightening procedure and are additionally
secured using ‘Loctite Nutlock’. Remove the intergear bracket studs using the square
drive. Note: --- the studs are secured using ‘Loctite Studlock’. Fit an eye bolt of the
correct thread type to the bracket. Use a sling and take the weight of the gear assembly by a
crane. Withdraw the dowels that locate the brackets to the column and lift the assembly
away.

4.2 Procedure for servicing the intermediate gears

Dismantling

a) Remove the locking wire (3) and unscrew the bolts (2) securing the pin---retaining plates (4)
at each end of the pin (17) or (18).

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

b) Support the pinion and gear assembly. Remove all but two of the fitting bolts (20) retaining
the intergear pinion to enable the gears to be withdrawn from the bracket. Leave two bolts
diagonally opposite in situ. Remove the intergear pin retaining plate (4). Sling the intergears
and take the weight of the gears with the overhead crane.

c) Unscrew the studs through the bracket from the column, use a spanner on the square end.
Lift the gear assembly clear.

d) Remove the intergear pin via the front of the bracket using insertion/extraction Tool No. 38 in
conjunction with the hydraulic pump and ram (Tool 21, Items 1 & 2). Fit shims between the
gear and the bracket to prevent bracket deflection under the hydraulic load.

e) Examine the old intergears for wear or damage and ascertain whether the gears are
serviceable. Clean the parts and renew if the clearance exceeds the maximum allowable
specified in Preliminary Section 2.

Reassembly

f) Clean any preservative from replacement parts and check for burrs or damage. Check the
intergear pin (17) or (18) to pinion bush (11) for fitment.

g) If the intergear pin in renewed, transfer the locating peg (13) from the old intergear pin into
the new. Scribe a line, on both sides of this locating peg, along the pin approximately 3
inches to facilitate alignment.

h) Position the bracket on blocks in a vertical plane. Sling and lift the intergear and position
over the bracket. Apply clean oil to the pinion bush and lower into position in the bracket.
Slide the pin through the intergears from the flywheel end and engage the pin in the first part
of the rear bore. Align the scribe marks on the pin with the locating slot in the bracket.

i) Check the ’end float’ between the intergears and bracket (0.013 to 0.022 inch; 0.33 to 0.56
mm). Fit shims the same thickness as measured clearance between the bracket and gears
to prevent the bracket distorting under the insertion load.

j) Fit the insertion equipment (Tool 38) to the pin and bracket at the column abutment side of
the bracket. Fit retaining plate (4) to flywheel end of pin. Draw the pin into the bracket using
the hydraulic pump and ram (Tool 21, Items 1 & 2) until the retaining plate is flush with the
bracket. Remove the insertion equipment (Tool 38).

k) Remove shims from between the gear and bracket. Refit the pin retaining plates (4) and
tighten bolts or setscrews (2) to a torque of 40 to 55 lb/ft.

l) Refit pinion retaining bolts (2) to their respective bolt holes. Fit spacers and nuts and tighten
to the torque specified in Section 2 Chapter 23, align the split pin holes and fit the pins.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

4.3. Procedure for refitting each intermediate gear assembly

a) Take the weight of bracket by the crane and offer it up to the column pads. Line up gear
markings as illustrated with No. 1 crankpin vertical. Mesh the teeth at the A---A/B---B
markings --- See Fig. 1.

’A’ bank gears

Mesh the intermediate gear to the crankshaft gear A1 at A1---A1 marking. Swing the
assembly towards the camshaft gear, rotate the camshaft anti---clockwise slightly so that the
A2 intermediate pinion tooth enters between the A2---A2 camshaft teeth. Rotate the
camshaft clockwise slightly to fully mesh the gears and match the bracket dowel holes to the
column holes.

’B’ bank gears

Mesh the intermediate gear to the crankshaft gear B1 to B1---B1 marking. Swing the
assembly towards the camshaft gear, rotate the camshaft anti---clockwise slightly so that the
B2 intermediate pinion tooth enters between the B2---B2 camshaft teeth. Rotate the
camshaft clockwise slightly to fully mesh the gears and match the bracket dowel holes to the
column holes.

b) Apply Loctite Studlock to studs (14), and screw in until the pintle bottoms then tighten to a
torque of 70 lb ft.

c) Insert locating dowels.

d) Apply engine oil or grease to the nut contact faces and Loctite ‘Nutlock’ to the nut threads.

e) Tighten nuts to a torque of 50 lb ft, then use template Tool No. 49 (Section 2 Chapter 21) and
tighten nuts an additional 1000.

f) Check backlash in the gears. Ensure that the teeth are in contact on their driving side
measure and clearance on the non---driving side by feeler gauge. See Preliminary Section 2
for clearance.

g) Refit the lower pipe support brackets over the intergear studs and nuts and retain with
locknuts. Apply Loctite Nutlock to the locknuts and tighten securely.

h) Re---connect all oil pipes to the brackets and gears.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

5. GOVERNOR DRIVE MAINTENANCE (See Fig. 2)

5.1 Dismantling the governor drive

a) Remove the locking wire and unscrew the setscrews (19) securing the locking plate
(20) to the bracket.
b) Take the weight of the gears and withdraw the spindle (21) from the keyed end. Note
the position of the distance washers (18) as they are removed, and take care not to
lose them.
c) Remove the oil splash---guard (28).
5.2 Cleaning and re---assembly

a) Clean the parts and renew where the clearance exceeds the maximum allowable (See
Preliminary Section 2).
b) If it is necessary to fit a new bearing bush (13), replace the shim (26) under the flange
before pressing into position (to maintain the correct running clearance for the bevel
drive).
c) Re---assemble the parts in the reverse order to dismantling, ensuring that the distance
washers (18) are replaced in the correct position, and that the cushion (10) in the
flexible drive is rotated through 600 to present a new drive face. Renew the cushion
at the period(s) recommended in Section 4 Chapter 1.
5.3 Procedure for refitting the governor drive

a) Sling the assembly so that it is balanced and hangs vertically.

b) Locate the bracket face to the column holes while carefully orienting the gear teeth to mesh
into the ’A’ bank intermediate gearwheel.

c) Fit the bracket dowels.

d) Fit the spring washers and nuts and tighten to normal tension for common nuts. See Section
2 Chapter 23.

e) Check the backlash of the gears. See Preliminary Section 2 for clearance.

6. CHECKING THE TIMING OF THE ENGINE

6.1 If the original gears have been refitted and have been re---matched to the marked positions as
shown on Figure 1 the timing of the engine will be correct. Before the extensive work of
re---assembling the gear casings etc. the timing should however be checked to ensure that it is
correct. See Section 1 Chapter 3, Fig. 1 for typical timing diagram.

Last Issued 19.5.04 Page No. 6

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

If new gears have been fitted they will have had to be meshed to instructions in Section 2 Chapter 6
Para 7.

6.2 To carry out a simple timing check proceed as follows:---

(The instructions are written for a clockwise rotation engine looking on the flywheel end).

a) Remove the inspection doors from the fuel pump bases of No. 1 cylinder ’A’ bank and of No.
1 cylinder ’B’ bank.

b) Remove the plugs (Item 54) from the fuel pump of No. 1 cylinder ’A’ Bank and from No. 1
cylinder ’B’ bank. See Fig. 2, Section 2 Chapter 10.

c) Starting from the position where all markings on the gears coincide turn the engine approx.
450 anti---clockwise.

d) Apply timing gauge --- Tool 43 in Section 2 Chapter 21 to the fuel pump. No. 1 cylinder ’A’
bank.

e) Turn the engine slowly clockwise and observe the fuel pump tappet starting to rise. If No. 1
’A’ bank cylinder is approaching T.D.C. firing stroke the tappet will start to rise within a few
degrees of engine rotation. If the No. 1 ’A’ bank cylinder is only approaching T.D.C. prior to
air intake the engine will need to be turned one revolution plus a few degrees before the fuel
tappet starts to rise. Stop turning when the fuel tappet has risen so that the top of Tool 43 is
close to the top line on the fuel pump tappet groove --- see illustration of use of Tool 43 in
Section 2 Chapter .21. Finally align top of Tool 43 to the groove edge by turning the barring
gear by hand ratchet.

f) Check the crank angle using a protractor --- See Section 2 Chapter 6, Fig. 3. for No. 1
cylinder ’A’ bank and a nominal fuel pump --- spill port closure of 210 B.T.C. The No. 1 crank
should lie 11/20 after vertical relative to ’A’ bank cylinder, this is made up of a 221/20 cylinder
inclination to vertical angle minus the 11/20 totalling 210.

The angle may be marginally different if the fuel pump base tappet has been altered from the
initial setting.

If a protractor that has a level and which can be adjusted is not available slip on the ’A’ bank
half gearcasing and the flywheel pointer. Check that the pointer closely aligns to the flywheel
marking --- “fuel injection No. 1A Cyl”.

g) Similarly check No. 1B cylinder timing but first check that No. 1B cylinder is at T.D.C. firing
stroke 3150 after No. 1A to prove that the camshafts are phased to the crankshaft correctly.
Observe No. 1A connecting rod --- and that when No.1A fuel pump tappet is UP, then turn the

Last Issued 19.5.04 Page No. 7

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

engine clockwise 3150, so that No. 1B cylinder is at T.D.C. and observe that No.1B fuel pump
tappet is UP.

h) Use tool No. 43 at No. 1B fuel pump. For a nominal spill port closure of 210 B.T.C. the crank
will lie at 431/20 before vertical at ’B’ bank side of the engine. This is made up of the 221/20
cylinder inclination to vertical angle, plus 210.

The complimentary angle inclined above horizontal would be 441/20.

Observe the flywheel pointer and flywheel markings if a protractor is not available.

i) If there is any doubt with respect to the accuracy of the timing remove No. 1A and No. 1B fuel
pumps and reset their fuel pump base tappets to Tool No. 41. Turn the engine clockwise until
the tappets rise to touch Tool No. 41 and then recheck the crank angles. Follow through
procedures in Section 2 Chapter 6 Para 7, if a timing correction is required.

7. TIMING THE ENGINE (NEW PARTS FITTED)

7.1 General notes

a) The procedures detailed here apply when:

i) replacement cams have been fitted to the camshaft.
ii) replacement crank and/or camshaft gears have been fitted, or
iii) a replacement intergear bracket assembly has been fitted.
b) If i) applies, all fuel pump base tappets require setting.

c) If ii) or iii) apply, only No. 1 fuel pump base tappet will require setting. No. 1 cylinder is at the
free end of the engine. ’A’ or ’B’ bank or both as necessary.

7.2 To set fuel pump base tappets

a) Remove the fuel pump(s).

NOTE: If only No. 1 cylinder requires the fuel pump base tappet setting, only the relevant
fuel pump must be removed and all remaining fuel pump tappets should be jacket up to
remove the load on the camshaft.
b) Lift all pushrods/rockers clear of their respective tappets to reduce the load on the camshaft.

c) Rotate the camshaft until No. 1 cylinder fuel camfollower is on the back of the cam.

d) Place setting gauge, Tool No. 41 Section 2 Chapter 21 , on the top of the fuel pump base
(Fuel pump drip tray removed).

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

e) Adjust the tappet through the pump base aperture to a maximum of 0.001 inches between
the tappet and the gauge i.e. just in contact. One turn of the tappet screw alters the tappet
length by 0.100 inches, and fuel admission by 50 .

f) Set the remaining fuel pump tappets using the same procedure, if new fuel cams have been
fitted or if cams have been removed and re---fitted to the camshaft.

7.3 To time the engine

NOTE: The instructions are written to suit a clockwise rotation engine as viewed from the
flywheel end.
’A’ Bank

a) Position the crankshaft using the level protractor on No.1 crankweb (as shown on Fig. 3) to
11/20 after top vertical centre i.e. 210 B.T.C. of cylinder No. 1A.

b) *Fit the fuel pump to No. 1A cylinder, which is at the free end of the engine.

c) Remove the plug (Item 54 on Fig. 2 in Section 2 Chapter 10) and fit the timing gauge (Tool 43
in Section 2 Chapter 21) to the fuel pump.

d) Check that the fuel camfollower roller of No. 1A cylinder is on the base circle of the cam.
Then rotate the camshaft clockwise until the fuel tappet commences to rise and until the spill
port closure line is approx. 1/8” ( 3 mm) above the top edge of Tool 43.

e) Ensure all the teeth on the crankshaft, camshaft and intermediate gears are free from burrs
etc.

f) *Fit the intergear assembly to the column as described in 2. Chapter 6 Para 4. Mesh the
gears with the crankshaft and camshaft gears. The camshaft has to be rotated slightly
anti---clockwise to mesh fully. When this is done the spill port closure line should align with
the top edge of Tool 43. Locate the bracket to the column holes and temporarily retain with
two studs and nuts at top and bottom.

g) Rotate the crankshaft anti---clockwise approximately 1/4 revolution, then rotate clockwise
until the spill---port closure line aligns with the top edge of Tool 38 (or until fuel tappet just
contacts Tool No. 41).

h) Recheck the crankshaft angle using the level protractor and compare the reading with the
before vertical setting.

* Instead of fitting fuel pump and viewing spill port closure from Tool No. 43 a S.P.C. gauge
could be made and used, Tool No. 41.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

i) If the crankshaft angle is outside a tolerance of 10 advance or retard, refer to the following
paragraph 7.4 to adjust the timing more accurately.

j) When the timing is correct, set the gear backlash and fit all studs, bolts, locking plates,
dowels etc. If a new bracket has been fitted or if the gear backlash cannot be satisfactorily
obtained it will be necessary to ream the bracket and column and fit new oversize dowels.

’B’ Bank

k) Having set ’A’ Bank camshaft gears turn the crankshaft clockwise and note that No. A1 fuel
pump tappet is UP at T.D.C. position of ’A’ Bank No.1 cylinder. Then turn the crankshaft
clockwise (2920 only) until the No. 1 crank lies 431/20 before vertical at ’B’ Bank side (461/20
inclined upwards from the horizontal).

l) If the ’B’ Bank gears are then meshed No. B1 cylinder will fire 3150 after No. 1A cylinder and
the camshafts will be correctly phased with the crankshaft.

m ) *Fit the fuel pump to No. 1B cylinder, which is at the free end of the engine.

n) Remove the plug (Item 54 on Fig. 2 in Section 2 Chapter 10) and fit the timing gauge (Tool 43
in Section 2 Chapter 21) to the fuel pump.

o) Ensure all the teeth on the crankshaft, camshaft and intermediate gears are free from burrs
etc.

p) Check that the fuel camfollower roller of No. 1B cylinder is on the base circle of the cam.
Then rotate the camshaft clockwise until the fuel tappet commences to rise and until the spill
port closure line is approx. 1/8” ( 3mm) below the top edge of Tool 43.

q) *Fit the intergear assembly to the column as described in 2. Chapter 6 Para 4. Mesh the
gears with the crankshaft and camshaft gears. The camshaft has to be rotated slightly
clockwise to mesh fully. When this is done the spill port closure line should align with the top
edge of Tool 43.

r) Locate the bracket to the column holes and temporarily retain with two studs and nuts at top
and bottom

s) Rotate the crankshaft anti---clockwise approximately 1/4 revolution, then rotate clockwise
until the spill port closure line aligns the top edge of Tool 38 (or until tappet just contacts Tool
No. 41).

* Instead of fitting fuel pump and viewing spill port closure from Tool 43 a S.P.C. gauge could
be made and used, Tool No. 41.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

t) Recheck the crankshaft angle using the level protractor and compare the reading with the
before vertical setting.

u) If the crankshaft angle is outside a tolerance of 10 advance or retard refer to the following
paragraph 7.4 to adjust the timing more accurately.

v) When timing is correct set the gear backlash and fit all studs, bolts, locking plates, dowels
etc. If a new bracket has been fitted or if the gear backlash cannot be satisfactorily obtained it
will be necessary to ream the bracket and column and fit new oversize dowels.

7.4 Gear meshing to achieve correct timing

a) The crankshaft gearwheel has 90 teeth. Taking the intergears out of mesh and turning the
crankshaft one tooth either way would alter the engine timing 3600/90 teeth i.e. 4 crankshaft
degrees.

b) The camshaft gearwheel has 80 teeth taking the intergears out of mesh and turning the
camshaft one tooth either way would alter the engine timing 3600/80 teeth i.e. 4 1/2 degrees
relative to camshaft but 9 degrees relative to the crankshaft because the crankshaft makes
two revolutions to only one revolution of the camshaft.

a) and b) assume that the intergears have been slipped back into mesh without their teeth
having been turned. Suppose the engine timing was 20 retarded. By applying a) only and
turning the crankshaft back one tooth would result in timing becoming 20 advanced.

A combination of a) and b) could be applied i.e. the crankshaft could be turned on two teeth
which would retard it 80 total retard would then be 8 + 2 = 100. But the camshaft could be
turned on one tooth to give an advance of 90 which would then give --- 100 + 90 = 10 retarded
timing.

In the same circumstances there would be no point in turning the crankshaft on one tooth to
give 40 + 20 = 60 total retard, then turning the camshaft on one tooth to give 90 advance. The
new timing would then become 90 --- 60 = 30 advanced.

Close timing within 40 advance or retard can be achieved by applying a) only and turning the
camshaft to mesh with nearest tooth of the pinion but accurate timing can only be achieved
by taking advantage of the variable displacement of the intermediate gear teeth relative to
those of the intermediate pinion teeth. Again suppose it is required to correct a timing that is
20 retarded, see Fig 4. If tooth ’O’ of the intermediate gear is in mesh with the crankshaft.
Changing the mesh to tooth 4 would correct the timing.

Note that tooth 4 is out of line with tooth ’C’ on the intergear pinion by 2/9 of a tooth.
Changing the mesh to tooth 4 would therefore result in 2/9 tooth difference at the camshaft

Last Issued 19.5.04 Page No. 11

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

gearwheel which equals ONE degree difference at the camshaft but makes 2 difference to
the timing relative to the crankshaft. The required timing can be set within an accuracy of 1/20
advance or retard.

For example, if the timing was out 1/20 to 10 remeshing at tooth 2 would correct the timing to
0 to accuracy. If the initial timing error was in a retarded direction the reduced error if any
would be in the advanced direction, and vice versa.

Although for clarity tooth ’A’ is shown in line with tooth ’O’ Fig. 4 displacing the original mesh
of the intermediate gearwheel with the crankshaft gearwheel by the requisite number of
teeth will result in the timing correction being achieved.

The timing is satisfactory if the final gear meshing results in the camshaft being set within 10
advanced or retarded in relation to the crankshaft, denoted by the 210 spill port closure
commencement of injection gauge setting required at the fuel pumps (see Note b) below).

These instructions only apply if new gears are fitted. If the original gears have only been
removed for inspection and maintenance they must be refitted ensuring that the teeth mesh
as shown on Fig.6. Any new gears fitted should be similarly marked to facilitate correct
refitting of the gears on all future occasions.

NOTE:
i) When the gear casings are removed and Number 1 crank has been barred to top
vertical centre do not expect to see the markings on the gears coinciding at the
meshing points, Fig.1. This will not usually be the case. The markings only coincide
once at all meshing points, at the same time, each twenty revolutions of the
crankshaft. This feature does of course ensure that all gear teeth are subjected to
even wear as they mesh at different teeth at each revolution
There is no need to bar the engine round until the tooth markings coincide. The gears
can be removed at any position. They must however, be refitted so that the tooth
markings coincide to ensure that the timing setting and phasing of the camshafts
relative to the crankshaft is correct. See Figure 6.
ii ) The camshafts are nominally gauge set at 210 S.P.C. relative to the crankshaft. If the
engine works test sheet shows a more advanced setting, the flywheel will have been
stamped at the more advanced setting.
To facilitate setting the camshaft the fuel pump base tappet is initially set to Tool No.
41, after having gauge set the camshaft correctly at 210 B.T.C. spill port closure relative
to the crankshaft the fuel pump base tappet s are adjusted higher to obtain the more
advanced setting, as denoted by the flywheel stampings. (See Section 3. Chapter 2).

Last Issued 19.5.04 Page No. 12

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 6

7.5 Reassembly of the engine after re---timing

a) Clean out all the internal lubricating oil pipes at the flywheel end.

b) Complete the assembly of the intermediate gear(s).

c) Refit the oil thrower and gear case assemblies.

d) Refit all the other fuel injection pumps and re---connect their pipes.

e) Refit the pushrods and rocker assemblies.

f) Adjust all the air and exhaust valve tappet clearances to values specified in Preliminary
Section 2.

Last Issued 19.5.04 Page No. 13

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 6 FIGURE 1

1 6
‘B’ BANK ‘A’ BANK
CAMSHAFT GEARWHEEL 10
CAMSHAFT GEARWHEEL

2 3
24
4 23 22 21 20 11

19
13
9 7

17 18 14

8 8
12 16 15
CRANKSHAFT SPLIT GEARWHEEL

Item Description Item Description

NOTE: When assembling gear trains,
position timing marks as 1 Bracket ‘B’ Bank 10 Dowel
illustrated. No. 1 crank--throw to 2 Setscrew 11 Bush
be vertically upwards. 3 Locking Wire 12 Washer
4 Retaining Plate 13 Key
5 Not Allocated 14 Stud
6 Bracket ‘A’ Bank 15 Nut
7 Pipe Support, ‘A’ Bank 16 Washer
20 8 Not Allocated 17 Pin, ‘A’ Bank
9 Pipe Support ‘B’ Bank 18 Pin, ‘B’ Bank
19 Pinion
20 Fitted Bolt
21 Distance Piece
22 Slotted Nut
23 Split Pin
24 Intermediate
21 Gearwheel

23

22

18
19
4

11

24

13
2

Title: Date: Man. No

INTERMEDIATE GEAR ASSEMBLY 6/00 3026
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 6 FIGURE 2

See Volume 3
for part numbers

Title: Date: Man. No

TYPICAL GOVERNOR DRIVE ASSEMBLY 6/00 0896/7
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 6 FIGURE 3

No. 1 CRANKSHAFT WEB

No. 1 CYLINDER IS AT
THE FREE END OF
THE ENGINE

ANGLE PROTRACTOR

Title: Date: Man. No

SETTING THE CRANK ANGLE 6/00 1452/1
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 6 FIGURE 4

2 1 0 1 2
3 3
4 4
5 5
LEFT (L) RIGHT (R)

INTERMEDIATE
GEARWHEEL, 72 TEETH
(Meshes with crankshaft
gear)
B A B
C C

INTERMEDIATE PINION
32 TEETH (Meshes with
camshaft gear)

Ratio 32:72 = 4:9

Use varied displacement of Intermediate Pinion Teeth relative to

Intermediate Gearwheel teeth to set camshaft timing accurately
realative to crankshaft. Crank
Angle
Alteration

Tooth ‘A’ is inline with tooth : 0 0 0o

--- 1/9 L
Tooth ‘B’ is displaced 1/9 tooth relative to tooth : 2 +1/9 R 1o
+ 3/9 L
Tooth ‘B’ is displaced 3/9 tooth relative to tooth : 3 --- 3/9 R 3o
--- 2/9 L
Tooth ‘C’ is displaced 2/9 tooth relative to tooth : 4 + 2/9 R 2o
+ 2/9 L
Tooth ‘C’ is displaced 2/9 tooth relative to tooth : 5 --- 2/9 R 2o
1/9 tooth alteration at camshaft gear (80 teeth) makes ½˚ alteration to orientation of camshaft and alters
camshaft timing relative to crankshaft by 1 crankshaft degree.

Title: Date: Man. No

GEAR TEETH DISPLACEMENT 6/00 1614
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 6 FIGURE 5

ANGLE BETWEEN BANKS

45o

221/20 221/20

VERTICAL
11/20

210

ROTATION

Looking on Flywheel
(Clockwise Rotation Engine)
CAMSHAFT SETTING DIAGRAM
When the fuel pump tappet has been set to Tool No. 43 with camfollower roller in contact with
base circle of cam, if engine is turned to 210 B.T.C. relative to cylinder centre line the tappet
should rise to contact Tool No. 43a or fuel pump tappet should align to Tool No. 41. (See
illustrated use of Tools 41, 43 and 43a).
Note: That crankangle is (210 + 221/20) i.e. 431/20 before vertical for ’B’ bank cylinders.
That crankangle is (210 --- 22/20) i.e. 11/20 after the vertical for ’A’ bank cylinders

See Section 1.3, Figure 1, for nominal engine timing diagram.

Title: Date: Man. No

CAMSHAFT SETTING DIAGRAM 6/00
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 6 FIGURE 6

‘B’ Bank ‘A’ Bank

Camshaft Gears

Intermediate Gears

Crankshaft Gear

VEE ENGINE

Detail

Gear Meshing
With No. 1 crank vertical, all marks are to be set to
coincide as shown when re--fitting the intermediate
gears.

Title: Date: Man. No

GEAR MESHING DIAGRAM 6/00
 KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7

CHAPTER INDEX

THE GOVERNOR

PARAGRAPH N0 SUBJECT PAGE N0

1. GOVERNOR CHARACTERISTICS TO SUIT VARIOUS ENGINE APPLICATIONS 1

2. ENGINES DRIVING ALTERNATORS (Mechanical/Hydraulic Governors) 2

3. MECHANICAL/HYDRAULIC/ELECTRONICALLY CONTROLLED GOVERNORS 3

4. ENGINES DRIVING PROPELLERS VIA GEARBOXES 5

5. ORIENTATION OF THE GOVERNOR TO THE FUEL PUMP CONTROL GEAR 5

6. FUEL PUMP CONTROL GEAR 6

7. GOVERNOR AND FUEL PUMP CONTROL GEAR MAINTENANCE 7

8. FUEL PUMP CONTROL GEAR SETTING PROCEDURE 7

9. OVERSPEED TESTING PROCEDURE 9

10. OVERSPEED OF THE ENGINE DURING OPERATION 11

11. AN UNCONTROLLED OVERSPEED INCIDENT 12

ILLUSTRATIONS FIGURE
Intermediate control shaft 1
Governor and control gear 2
Emergency shutdown equipment 3
Typical governor starting booster system diagram 4
Woodward booster servomotor connections 5
Governor booster piping 6
Fuel pump rack standout measurement 7

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7

1. GOVERNOR CHARACTERISTICS TO SUIT VARIOUS ENGINE APPLICATIONS

1.1 An engine which is a single unit and has no connections into other power systems usually only
needs a governor to maintain a constant engine speed irrespective of the engine load applied.
This “constant speed” requirement would necessitate fitting a governor which has
“Isochronous” capability.

1.2 Engines which have to run and share total power requirements with other engines or any other
power systems need governors which can be adjusted so as to only impose a load on the engine
that is within its capability. When the system total power requirement changes the new load is
normally re---divided proportionately between each of the engines running, and the stability of
load sharing is maintained. Such engines running in multiple systems have a governor with
“Droop” Characteristics and load limit, manually adjustable.

1.3 Engines which must run in a system where the system frequency and load sharing have to be
maintained within very close limits require an electronic governor. The engine is fitted with a
hydraulic actuator to control the fuel pump racks, and through this actuator the engine speed and
loading are precisely controlled electronically.

1.4 The actuator has a ballhead controlled hydraulic back up system which can operate
independently as a speed control governor similar to 1.1) and 1.2).

1.5 Before parallelling the engine into the system electronic governing takes control and retains
control while the engine is supplying power into the system. Load changes are sensed
electronically and servo positioning rapidly activated so that a minimal speed change occurs,
because the fuel pump racks are actuated to provide fuel to match the incoming loading within
fractions of a second of the load being applied.

1.6 Engines which have to operate at various speeds within a large speed range, (usually from 30%
to 100% for marine engines driving a ships propeller) are fitted with governors capable of
controlling the engine at any selected speed within the range. Variable speed facility may also be
a necessity for engines driving pumps, compressors or for other applications. Governors can be
fitted and set to give any required speed range within the idling speed to full speed range.

1.7 For convenience speed change is usually activated from a remote location, e.g. from the bridge
of a ship, or a control room, etc. Speed change can in fact be arranged to be activated from
multiple remote locations.

1.8 Many marine propulsion engines drive a variable pitch propeller in which case engine speed
control and propeller pitch setting are coupled and are controlled simultaneously. This type of
governor may also have an inbuilt facility to trim the propeller pitch to avoid engine overload.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7

2. ENGINES DRIVING ALTERNATORS (Mechanical/Hydraulic Governors)

2.1 A single engine only driving an alternator may have its governor set to control the engine at
constant speed to maintain the required frequency. “ISOCHRONOUS” operation, i.e. no steady
state speed change whatever load is applied or rejected within the engine full power capability.
This is achieved by setting the governor to “ZERO Droop”. This will be the ONLY engine
supplying power, with no power whatsoever being supplied from any other source.

2.2 Two or more engines running in parallel, their combined output supplying the power required.

2.3 One engine ONLY may be set to ISOCHRONOUS operation, the other engines must have 3% to
4% droop settings of their governors. Two or more engines could not be set to operate at zero
droop because the system would become unstable. The loading would randomly fluctuate from
engine to engine along the 100% speed line. The engine fractionally higher in speed setting
would try to snatch all the load and would then become overloaded and would drop in speed and
the other engine would then snatch the load back. An oscillating system instability would
therefore result.

2.4 “Droop” means that a change of load on the engine results in a change of speed e.g. if the engine
was carrying NO LOAD it would be running at:

a) 103% speed with a 3% droop setting.

104% speed with a 4% droop setting.

but at 100% (exact frequency speed) if full load was then applied, providing no adjustment
was made to the speed setting of the governor.

b) Similarly if the engine was running at 100% speed with NO LOAD it would run at 97% (3%
droop) or 96% (4% droop) speed if full load was then applied. In this case the speed would
then be increased to restore the system to correct frequency. At whatever load the engine is
carrying within its capacity the speed can be wound up or down to restore the speed to 100%
to give the correct output frequency required.

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Instruction Manual
SECTION 2 CHAPTER 7

c) Load sharing:---
Graph Of Engine Speeds Against Load
105
Load Engine A Set To 4% Droop

100
SPEED %

Load Engine B
95
Engine B Set To 0% Droop
(Isochronous Operation)

90
0 20 40 60 80 100
LOAD %
On load change 100% speed would be maintained but all deviations in load would be absorbed
by engine B).
d) If an engine is operating in parallel with a large capacity electrical system such as the
national grid --- the grid is the same as engine B). All engines parallelling would need to have
“droop” setting. They could all be set to carry a stipulated load and the large power or
national grid system would absorb all fluctuations.
e) Care would need to be exercised to ensure that a drop in power requirements does not
reduce below the set output capacity of the engines, otherwise reverse current flow would
occur and power would either be imported from the national grid or the grid circuit breaker
might be thrown out if it has reverse power relay protection. The engines could all be set to
generate less load or one or more units could be stopped to make the system compatible
with the range of power demand required.
f) Similarly if engines A) and B) only were operating together it would not be permissible to
drop all the load off engine B). In such an instance power from engine A) would tend to
motor engine B) unless reverse power circuit breaker protection throws out the circuit
breaker of engine B).
3. MECHANICAL/HYDRAULIC/ELECTRONICALLY CONTROLLED GOVERNORS
3.1 If there is only one engine in the system with an electronic governor, when in electronic control the
engine will usually operate isochronously as engine B). When multiple engines in the system all
have electronic governors load sharing between the engines is also usually controlled
electronically, and the system operates isochronously.
3.2 Where engines only.(Mechanical/Hydraulic Governors) supply the power demand requirements
it is preferable to have droop settings on all engines so that a high load can be generated on each

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7

of the engines in operation. A switchboard attendant then makes adjustments to controls to

retain system frequency and load carrying settings of each engine in the system. On reducing
power demand the attendant may request one engine to be taken out of use and stopped, or
another engine to be started and paralleled into the system if the power demand is increasing.

3.3 Droop settings:---

a) Droop settings on all engines should be closely set for the best stability and nearly equal
proportionate absorption of load fluctuations of the system by each of the engines in use.

b) If the droop settings are not equal the engine having the lowest droop setting will take most
of the load on an increased demand deviation, and less of the load on a reduced demand
deviation.

c) Load Sharing:---
Graph Of Engine Speeds Against Load

105

X Load Engine A Set To 5% Droop

100

SPEED % X
Load Engine B
Set To 3% Droop Y
Initial Load
(Isochronous Operation)
95

90
0 20 40 60 80 100
b a LOAD % a b

NOTE: That with increased load engine B) has gone into overload, whilst engine A) still has
spare capacity up to 100%.
The speed/load settings could now be trimmed by operating the speeder. But the load
sharing would have been equal on lines X---X and Y---Y if both engines had the same droop
settings.

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Instruction Manual
SECTION 2 CHAPTER 7

d) To determine what droop the settings are, it is necessary to run each engine on its own and
note the engine speeds. It is usual to check the speed at 25% load --- this gives some
stability and is preferable to checking the speed at zero load, then also check the speed at
full load.

e.g. i) If the engine runs at 100% speed at full load

ii) Then runs at 103% speed at 25% load without applying any speed
adjustment it has a 3% speed deviation in a 75% load deviation.

This would be a 4% speed deviation in a 100% load deviation (i.e. a 4% droop setting).

e) Very often it is not possible to run an engine singly to carry out such checks. The works test
sheet however shows the dial setting for droop adjustment usually applicable to a 4% droop
setting from 0 to full load. If more or less droop setting is preferred a proportionate dial
setting can be applied.

f) A high droop setting gives good stability and good load sharing but larger deviations in
speed on load change. A finer droop setting usually gives adequate stability but can result in
marginally less precision of load sharing, but less speed deviation on load change. 2%
should be considered to be the minimum droop setting.

4. ENGINES DRIVING PROPELLERS VIA GEARBOXES

Occasionally two or more engines are arranged to drive into a gearbox the output end of which
then drives a single propeller. The governors on these engines have an inbuilt non---adjustable
“droop” set value so as to ensure good load sharing between the engines.
FOR GOVERNOR BUILD AND FUNCTIONAL OPERATION INFORMATION CONSULT THE
GOVERNOR INSTRUCTION BOOK SUPPLIED TO SUIT THE GOVERNOR FITTED ON THE
PARTICULAR ENGINE CONCERNED.
5. ORIENTATION OF THE GOVERNOR TO THE FUEL PUMP CONTROL GEAR

5.1 Type of Governor

5.2 The governor is bolted to a bearing bracket which is secured by studs to the flywheel end gear
casing. The serrated end of the governor drive shaft enters the serrated bore of the driving
coupling at the top of the governor driving spindle, facilitating removal and replacement without
disturbing the drive.

5.3 A system of shafts and levers transmits governor output shaft motion to the ’A’ and ’B’ Bank fuel
pump control shafts. A lever on the governor output shaft is connected by a link to a lever on a
short shaft at the governor drive base. The other end of this shaft has two ’L’ shaped levers one of

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7

which is clamped to the shaft and the other pivots on the clamped lever. Tension springs across
these two levers hold them together against a stop
5.4 A dog---clutch (95) is mounted on the cross---shaft (1) in front of the governor towards ’B’ bank. A
shutdown lever (102) connects the dog---clutch to three shutdown springs (107) and an air
cylinder (112). See Fig. 2.
5.5 When the engine is started, control air pressure applied to the air cylinder (112) extends the
piston against the three shutdown springs (107). The dog---clutch rotates to a position and is
latched where movement of the cross shaft is then unrestricted and the governor can control the
engine.
5.6 When the stop sequence is initiated, air is applied to a small air cylinder which then trips the latch
and the three shutdown springs (107) rapidly lower the shutdown lever (102) thus rotating the
dog---clutch which engages and rotates the cross---shaft to the ’No---fuel’ position.
5.7 A pneumatic/hydraulic “Booster” is fitted, Figs. 4, 5 and 6. Governor oil drains into the top
chamber of the booster. During engine starting, starting air is admitted to the bottom chamber
and forces the booster piston upwards to force oil into the governor hydraulic pressure system.
This charged pressure enables the governor to move the engine fuel pump control gear at
starting, before the governor is rotating and its inbuilt pressure pump is supplying oil to the servo
system:
6. FUEL PUMP CONTROL GEAR
6.1 The ’A’ and ’B’ fuel pump control shafts are supported by bearing brackets one at each fuel pump
base. They are connected to the cross shaft by links and bell crank levers. ’B’ Bank fuel pump
control shaft has two levers with tension springs across which are normally locked together by a
pin. For overspeed testing the pin is removed and the fuel pump shaft is moved manually using a
lever to speed up the engine against the governor and lever springs to check the trip speed
setting of the overspeed governor. The springs across the levers snap the shaft levers together
when the manual lever is released prior to re---inserting the pin to lock them together again.
6.2 During starting and run---up of the engine to speed fuel limit cylinders at ’A’ Bank and ’B’ Bank
operate to restrict the amount of fuel being injected. This reduces the rate of engine acceleration
until full speed is attained and control is taken by the governor. The cylinders then retract to allow
unrestricted load to be applied to the engine.
6.3 The individual fuel injection pumps mounted in front of each engine cylinder are not directly
connected to the control shaft levers. The levers are each fitted with an adjustable rod end
assembly which abuts the end of the fuel pump rack See Fig.7. Adjustment are made to balance
cylinder exhaust temperatures as described in Section 3 Chapter 2.
6.4 Tension springs are fitted from the fuel pump racks to the control shaft levers. In the unlikely event
of a fuel pump rack seizing the springs extend to still allow the fuel pump control shaft to move

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7

and adjust the other fuel pump racks to meet the load demand required from the engine,
providing it is in a reduced load direction. A seized fuel pump rack would act as a stop and
prevent a higher load being applied that would require an increased rack reading at all fuel
pumps.
7. GOVERNOR AND FUEL PUMP CONTROL GEAR MAINTENANCE

7.1 All information regarding adjustment and maintenance of the governor is given in the
manufacturer’s manual in Volume 2.

7.2 Ensure that the governor is filled with the same grade of oil as that used for the turbocharger.
7.3 At intervals specified in Section 4 Chapter 1

a) Lubricate all pin---points by oil---can and the control shaft bearings by grease---gun at the
points incorporated in the brackets.

b) Clean and repack all the other ball bearings, which are packed with grease during assembly.

8. FUEL PUMP CONTROL GEAR SETTING PROCEDURE (FIG.2 & 2a)

8.1 Prior to commencing the setting procedure, the starting air system must be isolated and all
equipment should be in position except the following:---

a) Lever (26) on governor output shaft and link (25) to governor base lever assembly.

b) Link rod (39) and rod ends connecting governor base levers to cross shaft lever.

c) Link rod (63) and rod ends connecting end cross shaft lever to bell crank level at ’A’ Bank.

d) Link rod (75) and rod ends connecting bell crank lever to fuel pump control shaft lever at ’A’
Bank.

e) In order to allow free movement of the control system for setting purposes, both the main
shutdown cylinders and the lubricating oil trip cylinder must be ‘reset’. To do this remove the
air supply pipes to each cylinder and couple an independent 100p.s.i. supply, in order to
raise the shutdown cylinders and ‘cock’ the pneumatic cylinder on the lub. oil trip.

8.2 Set up the linkages as follows:---

a) Use the setting block Tool 40 and set gap between lever and bucket to 19/32” --- 0.594” (15
mm) at ’A’ bank and ’B’ bank fuel pumps of the two end cylinders nearest to the flywheel.
See illustration of use of Tool 40 in Section 2 Chapter 21.

b) Screw fully in Tool No. 5 to contact lever (58) at end of cross shaft at ’B’ Bank. Holding lever
(58) in contact with this screw positions the cross shaft at its “mid travel” angle.

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Instruction Manual
SECTION 2 CHAPTER 7

c) Set centres of link rod (39) to 10.437” (265 mm) and fit link from governor base levers to
cross shaft lever.

d) Fit lever (26) to governor output shaft, actuate shaft and note load limit dial pointer travel.
(The load limit knob on the governor should be turned to maximum). Position the shaft at
load limit dial pointer reading 5. Refit lever (26) on to the governor shaft serrations so that it
lies as close as possible to the horizontal when the pointer reading is ‘5’. Tighten the clamp
screw in the lever boss. Ensure lever (26) is fitted as illustrated to ensure correct fuel on ---
fuel off direction of travel.

e) Hold cross shaft lever (58) against stop screw, Tool 5, and fit the link (25) and rod ends
between the governor output lever and the governor base lever. Adjust the length of link (25)
so that the governor dial reading is retained at ‘5’ with the link connected and lever (58)
against the stop screw, Tool 5.

f) Fit link (63) and rod ends between the end cross shaft lever and the bell crank lever at ’A’
bank. The nominal length of the link centres is 12.250 (311mm). When the link is connected
and lever (58) is held against the stop screw Tool 5, the link (63) should be close to horizontal
and the bell crank lever arms vertical and horizontal.

g) Actuate ’A’ Bank fuel pump control shaft and set the rack reading of the end fuel pump to 59
mm. Use gauge Tool 39, see illustrated use of tool in Section 2 Chapter 21. Hold lever (58)
against stop screw, Tool 5 and set fuel rack at 59 mm, adjust centres of link (75) and fit link
between bell crank lever and fuel pump control shaft lever. After fitting, actuate levers and
check that 59 mm fuel rack reading is retained as lever (58) contacts stop screw, Tool 5.

h) Repeat g) at ’B’ bank, first check that fixed centres link (67) is already connected.

i) If all the fuel pumps have been removed and refitted re---set them all using block Tool 35.
(See paragraph a). Always use the gauge Tool 39 to check that all fuel pump racks are within
a scatter range of 57 to 61 mm when lever (58) is against stop screw, Tool 5.

j) Remove stop screw, Tool 5, and apply a lever to the hole in the end of ’B’ bank fuel pump
control shaft. Actuate the shaft, when the governor dial load pointer is at 0 (zero), use Tool 39
and ensure that all fuel pump rack readings are not less than 80 mm and not more than 85
mm. (Some fuel pump racks do not come out to 85 mm).

k) Actuate the linkage again and when the governor load limit dial reading is at 8.5 to 9.5 check
that the fuel rack reading is adequate to allow the engine to carry maximum load --- see the
engine works test sheet.

l) Using Tool 39 check the rack readings. They would usually be 34 to 38 mm at a 275 BMEP
engine cylinder load rating.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7

m ) The range of governor dial pointer movement from 0 to 8.5 should be considered to be a
minimum, and 0 to 9.5 to be maximum. The cross shaft lever where link (39) connects --- see
paragraph c), is adjustable. Increasing the centres of the lever boss to lever eye would
increase the governor dial pointer range of travel. Similarly reducing the centres lever boss
to lever eye would reduce the governor dial pointer range of travel.

n) If it is necessary to make any adjustments always ensure that the rod end in the lever has an
adequate length of thread engagement in the lever arm.

o) With the temporary air supply removed from the shutdown cylinders and lub. oil trip and the
trip operated. Check that the stop screw (104) is allowing the control shafts to bring the
pump rack readings to not less than 80mm, then wind up the setscrew two more turns
clockwise and tighten the locknuts.

p) Recheck that:

i) With a fuel rack setting of 80 to 85 mm the governor load limit pointer is at ’O’ (Zero),
with the two ’L’ shaped levers (40) at the governor base held closed together by their
springs against their stop. If the levers are held open the governor is endeavouring
to apply some fuel --- make a minimal adjustment to link rod (25) and rod end centres
and re---fit the link --- recheck that the levers are now closed against their stop.
ii ) The shutdown springs (107) hold the fuel racks out at 80 to 85 mm. (Some fuel pump
racks do not come out to 85 mm so there will be a gap between the end of the fuel
pump rack and the bucket on the fuel pump shaft levers).
iii ) The adjusting screw (127) operates the limit switch sufficiently to change over the
contacts but does not depress the button excessively.

q) Remove all temporary air supplies and reinstate all pipework.

9. OVERSPEED TESTING PROCEDURE

9.1 The nominal overspeed governor speed setting is 15% above the engines normal rated speed.

9.2 The permissible tolerance on the basic settings are as follows:

Rated Speed Setting Tolerance

600 r.p.m. 685 --- 700 r.p.m.

514 r.p.m. 585 --- 600 r.p.m.

500 r.p.m. 570 --- 585 r.p.m.

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Instruction Manual
SECTION 2 CHAPTER 7

9.3 With engine running on light fuel at full speed and no load

a) Remove the quick release pin from the spring connected levers at the flywheel end of the ‘B’
Bank fuel pump control shaft.

b) Insert the overspeed test bar (Tool 36 in Section 2 Chapter 21) into the drilled hole at the
flywheel end of the ‘B’ Bank fuel pump control shaft.

WARNING
NEVER ALLOW THE ENGINE TO EXCEED THE MAXIMUM OVERSPEED SETTING
QUOTED.
c) Apply pressure to the test bar in the ’fuel---on’ direction until the overspeed governor
operates. Note the engine speed.

d) Remove the test bar.

e) Replace the quick release pin in the spring connected levers.

9.4 Adjust the overspeed rev/minute if necessary as follows (See Section 2 Chapter 9, Fig.1)

a) Cut the wirelocking on the locknut.

b) Slacken the locknut (29)

c) Turn the adjuster (28) clockwise to increase or anti---clockwise to decrease the overspeed
rev/minute.
NOTE: One turn of the adjuster will alter the speed by 10 rev/minute.
d) Having completed the adjustment re---tighten the locknut (29).

e) Re---wirelock the locknut.

9.5 After operation of the overspeed gear, Press the manual reset pushbutton valve PV6 --- see
Fig. 1 --- Section 8).

9.6 Resetting PV6 will exhaust air from the spragging plunger at each fuel camfollower tappet. At
cylinders where the follower roller is fully up on the nose of the cam the spragging plungers will be
retracted by the force of their springs. Most of the plungers will be held by the downward force of
the fuel pump spring, on the end of the plunger.

9.7 Open the cylinder indicator cocks and engage the barring gear, turn the engine two revolutions.
As each fuel camfollower tappet is lifted by the cam nose the spragging plungers will be retracted
by their springs.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7

9.8 DISENGAGE THE BARRING GEAR

9.9 Close the cylinder indicator cocks.
9.10 Release of all the spragging plungers is essential as all the fuel pump base tappets must be
operational for engine starting. The fuel pump base tappet controls the timing and duration of
starting air supply to the engine cylinders.
9.11 If a re---test is required after making a speed adjustment repeat the sequence.

10. OVERSPEED OF THE ENGINE DURING OPERATION (See Para 11)

10.1 The overspeed trip gear should have been tested and checked after every 1000 hours engine
operation as advised in Section 4 Chapter 1. If an overspeed incident occurs unobserved and the
trip gear operates to shut the engine down the engine must be examined before attempting a
restart. The reason for the overspeed incident having occurred should be determined and that
no apparent damage to the engine has resulted.
10.2 Generally check:---
a) There must be no evidence of bearing damage. Look for any indication of bearing
metal extrusion or flaking and overheating.
b) Ensure the large end bearings are free and will slip sideways within their side
clearance limitations.
c) With the lubricating oil priming pump running, check the discharge of oil at each
bearing.
d) Whilst barring round ensure that the engine rotates freely.
e) Observe that no scuffing has occurred of cylinder liner bores as each piston is at top
centre.
f) Check that the push rods rotate freely and are not bent.
g) Observe the engine valves for free operation and that they follow the valve levers
without sticking or any abnormal deviation --- Check that their tappet clearance is
normal.
h) Check that the fuel pump tappets follow the cam lift and return without sticking.
10.3 Governor to fuel pump linkage

a) Actuate the linkage and determine that it operates freely.

b) Ensure that all fuel pump racks slide freely inwards and are pulled freely outwards by their
tension springs.

c) Check that the fuel rack readings are correct at the full out zero fuel (80 mm minimum)
position when the governor is at the zero fuel position.

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Instruction Manual
SECTION 2 CHAPTER 7

10.4 Engine re---start

a) The first restart after an overspeed incident should be controlled --- use the overspeed test
bar and manually control the engine speed and rate of acceleration.

b) Do not allow the engine to attain a speed or more than 5% above normal full speed. Check
that the governor functions correctly and takes control.

c) Check all control functions and ensure their satisfactory operation.

d) Recheck the overspeed trip settings in accordance with the procedure Para 9. If the trip
does not occur at 15% or less above full speed without prior adjustment the overspeed
incident may have allowed the engine to attain an excessive speed --- See Para 11.

11. AN UNCONTROLLED OVERSPEED INCIDENT

11.1 If there has been an uncontrolled engine overspeed incident and the engine has probably
exceeded ’Full speed + 15%’ the following action must be taken before any attempt is made to
restart the engine.

a) Connecting rods to be checked for any damage or distortion. New palm end studs and nuts
to be fitted on reassembly.

b) All large end bearing shells to be examined for any signs of lining damage.

c) New large end bolts and nuts to be fitted on reassembly ALL original items to be scrapped.

d) The studs to be removed from the piston crown. If the tapped holes in the piston crown are
fitted with helicoil inserts --- remove them and examine the tapped holes.
i) New studs, nuts, helicoil inserts (if fitted), are to be fitted on reassembly.
ii ) ALL original items to be scrapped.
e) The pistons should be examined for impact damage and valves checked to ensure that
none have been bent as a result.

f) The balance weight fasteners should be carefully examined and the nuts released and
re---torqued.

g) The flywheel bolts should be carefully examined.

h) All the main bearings to be examined for signs of distress/damage.

i) Alternator windings to be checked to ensure the poles have not moved and remedial action
taken by a competent electrical engineer if damage has been sustained.

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Instruction Manual
SECTION 2 CHAPTER 7

j) Camfollowers to be examined for any possible damage.

k) Protective mechanism to be examined.

l) Governor to be examined for damage.

m ) Pushrods and rocker gear to be examined.

n) Crankshaft alignment to be checked.

Note: --- The foregoing constitute the main items that require actioning and we cannot
over ---emphasize the importance of complying with these recommendations when an
uncontrolled overspeed incident is experienced.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7 FIGURE 1

Title: Date: Man. No

INTERMEDIATE CONTROL SHAFT & GOVERNOR PROTECTION 6/00 3135
SPRING (EGB---58P GOVERNOR)
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7 FIGURE 2

Title: Date: Man. No

GOVERNOR & CONTROL GEAR (EGB58P) 6/00 2680
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7 FIGURE 2A

Title: Date: Man. No

GOVERNOR & CONTROL GEAR (EGB58P) 6/00 2681
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7 FIGURE 3

Title: Date: Man. No

EMERGENCY SHUTDOWN EQUIPMENT 6/00 2168
 Title:
Starting Air
Governor
Starting Booster
(Pressure) Oil
SECTION 2

Drain from governor

sump & booster
replenishing oil

SYSTEM DIAGRAM
KV Major Mk3

Starting Air Manifold

CHAPTER 7
INSTRUCTION MANUAL

Shut--off valve for

exhaust valve lubrication
system.

TYPICAL GOVERNOR STARTING BOOSTER

Oil
Piston
FIGURE 4

Air
Starting Booster

Date:
6/00
Starting Air Manifold drain Valve

1084/2
Man. No
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 7 FIGURE 5

1 2

ITEM DESCRIPTION
1. Oil inlet from governor.
(Elbow used for Vee
engines)
2. Oil outlet No. 2 to PG
type governor only.
(Plugged when using a
UG governor)
3. Oil outlet to governor and
to exhaust valve
lubrication system.
4. Alternative air inlet
(plugged)
5. Air inlet
6. Adjusting screw

4
5

Title: Date: Man. No

WOODWARD BOOSTER SERVOMOTOR 6/00 1086/3
CONNECTIONS
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 7 FIGURE 6

Title: Date: Man. No

GOVERNOR BOOSTER PIPING ARRG‘T 6/00 2677
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 7 FIGURE 7

See Section 2
Chapter 21 tool 40
for setting block.

Measure the rack stand---out between the measuring faces with setting gauge
(Tool 39, Section 2, Chapter 21)

Rack stand---out at ‘No fuel’ to be 80 --- 83mm.

NOTE 1 :Reducing the distance between the measuring faces increases fuel
delivery from the pump.
NOTE 2 :Springs and overload stops have been omitted from views for clarity.

Title: Date: Man. No

FUEL PUMP RACK STANDOUT MEASUREMENT 6/00 1214/3
(‘DD’ PUMPS)
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8

CHAPTER INDEX

LUBRICATING OIL SYSTEM EQUIPMENT

PARAGRAPH N0 SUBJECT PAGE N0

1. LUBRICATING OIL PUMP 1

2. PRESSURE RELIEF VALVE 1
3. PRESSURE REGULATING VALVE 1
4. EXHAUST VALVE STEM LUBRICATION SYSTEM 2
5. LUBRICATING OIL COOLING 2
5.1 Water---Cooled System 2
5.2 Lubricating Oil Cooler 2
6. LUBRICATING OIL PUMP MAINTENANCE 3
7. MAINTENANCE OF SUMP STRAINER (FILTER) 3
8. OIL COOLING EQUIPMENT MAINTENANCE 3
8.1 Water---cooled system 3
9. ALTERNATOR PEDESTAL BEARING LUBRICATION 4
9.1 Supplied from engine lubricating oil system 3
a) Insulation of supply pipes 4
b) Insulation of return (drain) system 4
c) Instrumentation and alarms (if fitted) 4
9.2 Self---contained integral lubrication system 5
10. LUBRICATING OIL CONDITION MONITORING 5
11. Maintenance and Control of the Lubricating Oil 5
12. APPROVED LUBRICATING OILS FOR THE ENGINE 7
13 CANDIDATE LUBRICATING OILS FOR THE ENGINE 8
14. APPROVED LUBRICATING OILS FOR THE HYDRAULIC
GOVERNOR AND TURBOCHARGER 9
15. APPROVED HIGH PRESSURE WATER RESISTANT
AND NON CREEP LUBRICANTS FOR THE ENGINE 10

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8

ILLUSTRATIONS FIGURE
Lubricating Oil Pump 1
Lubricating Oil Pressure Regulating Valve 2
Lubricating Oil Pressure Relief Valve 3
Suction Foot Valve 4
Arrangement of Lubricating Oil Pumps
and External Pipework 5
Lubricating Oil Pump Drive 6
Exhaust Valve Lubrication System Diagram 7
Pedistal Bearing Lubrication Diagram 8

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8

LUBRICATING OIL SYSTEM EQUIPMENT

1. LUBRICATING OIL PUMP (FIG. 1)

Twin lubricating oil pressure pumps are mounted on the free end of the engine as illustrated by Fig.
5, and are driven by a gear at the end of the crankshaft arranged as shown on Fig. 6.

Internal suction pipes are fitted in the bedplate sump at ’A’ bank and ’B’ bank sides, arranged to
take oil from two crank bays towards the centre of the length of the engine. The suction inlet end of
each of these pipes is fitted with a course strainer --- removable for cleaning. The suctions are
coupled to the lubricating oil pumps via a non---return foot valve --- Fig. 4.

SEE SECTION 1 CHAPTER 6 FOR LUBRICATING OIL SYSTEM DIAGRAM.

2. PRESSURE RELIEF VALVE (FIG. 2)

The pump deliveries are coupled and a relief valve, connected to the delivery pipe, relieves excess
pressure by discharging back to the suction side of the pump. This protects the lubricating oil
pipes and equipment against any pressure build---up due to cold oil and/or a restriction in the
system. See Technical Data in Preliminary Section 2 for the relieving pressure which must not be
altered.

3. PRESSURE REGULATING VALVE (FIG. 3)

The valve is connected to the pressure inlet pipe at the control end of the engine and discharges
back to the engine sump. The valve should be adjusted to obtain the gauge pressure given in the
Technical Data in Preliminary Section 2 when the oil is at normal operating temperature.

To adjust the valve, unscrew the top cap, release the locknut and turn the adjusting screw
clockwise to increase the pressure and vice versa.

The true criterion of adequate cooled oil flow is the lubricating oil temperature rise across the
engine. (See Section 3 Chapter 3).

If the temperature limits are exceeded the cause should be investigated (See ’trouble location
chart’ in Section 5).

The pressure can be assumed to be satisfactory providing that it does not fall below the limit
quoted in the Technical Data in Preliminary Section 2.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8

4. EXHAUST VALVE STEM LUBRICATION SYSTEM (FIG. 5)

The system comprises a shut---off valve operated by governor oil pressure ie. the valve is only
open when the engine is running (governor operating). Down stream of the shut---off valve are two
pressure reducing valves (Volume Booster Relay)(One per Bank) operated by air manifold
pressure, which regulates the supply to the exhaust valves, the greater the air manifold pressure
the higher the oil pressure supply to the exhaust valves ie. the higher the engine load the higher the
oil pressure. This ensures adequate lubrication at all load states.

The exhaust valve stem lubricating oil pressure is set during the Work’s test. To check the
pressure, complete the following procedure (Separate system for each bank of cylinders).

4.1 With the engine running at full speed no---load, a pressure of 4 lb/in2 (0.28 bar) should register on
the pressure gauge.

4.2 Run the engine at any load and check that the exhaust valve oil pressure gauge reading is as
follows:---

a) Half the air pressure in the air manifold plus 4 lb/in2 (0.28 bar) --- engine up to 525 RPM.

b) Full air pressure in the air manifold plus 4 lb/in2 (0.28 bar) --- engine above 525 RPM.

4.3 Stop the engine and check that the valve ’A’ cuts off the supply oil to the system with the engine
stationary and the lubricating oil priming pump running. The oil pressure gauge should read zero.

NOTES:

a) The volume booster relay is not adjustable.

b) Oil from the volume booster relay vent pipe is returned to the engine sump. The drain from
the shut---off valve is connected to the flywheel end gear---casing.

5. LUBRICATING OIL COOLING

5.1 Water---Cooled System

a) A thermostatically controlled valve is incorporated in the system to by---pass the cooler until
the oil has reached the correct temperature, which is then automatically maintained by
varying the by---pass aperture.

b) A plate type lubricating oil cooler is utilized. Lubricating oil is passed between alternate plate
surfaces, and cooling water between interjacent plate surfaces.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8

5.2 Lubricating Oil Cooler

See the manufacturer’s literature in Volume 2 for all information regarding the cooler construction,
operation and maintenance.

6. LUBRICATING OIL PUMP MAINTENANCE

6.1 When replacing or renewing seals and/or ’O’ rings (which can be re---used providing the rubber is
undamaged and without permanent set) ensure that:---

a) the gap between the seals is filled with grease to prevent scoring the shaft.

b) the relative positions of the seals are as shown in Fig. 1.

c) the lip of each seal is undamaged.

d) the matching lines are aligned accurately when positioning the end covers relative to the
pump body.
NOTE: See Chapter 21, Tool 46 for removal and refitting of the oil pump gearwheel.
6.2 See Preliminary Section 2. for the schedule of running clearances.

6.3 If the engine driven lubricating oil pump fails, remove the pump from the engine and blank off the
gear casing and also the suction and delivery pipes that are normally connected to the pump.

6.4 Alternatively the rotors only could be removed from the engine driven lubricating oil pump and the
pump delivery only blanked off. This blank would not be necessary if the pipe system already has
a stop valve in the pump delivery line which could be closed.

6.5 When a full size electric motor driven standby pump (not the usual small priming pump) is fitted in
the installed system and is available for use the engine can continue to be utilized, using this pump
for lubricating oil supply to the engine.

7. MAINTENANCE OF SUMP STRAINER (FILTER)

Remove the suction strainers from the bedplate and clean at the intervals specified in Section 4
Chapter 1.

8. LUBRICATING OIL COOLING EQUIPMENT MAINTENANCE

8.1 Water---cooled system

Check the oil cooler and examine after the period specified in Section 4 Chapter 1. The
performance of the cooler will indicate how often it will be necessary to clean the plates. The

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8

frequency will generally depend upon the condition of the raw water, therefore no fixed intervals
can be specified. However a reduction in the effectiveness of the cooling would indicate that the
plates needed cleaning.

See maker’s instructions manual in Volume 2 for method of cleaning.

9. ALTERNATOR PEDESTAL BEARING LUBRICATION

9.1 Supplied from engine lubricating oil system (See Fig. 8)

For the larger types of alternator without a self contained lubricating system, oil is supplied from
the flywheel end of the main lubricating oil gallery to the pedestal bearing. An orifice plate reduces
the oil pressure to that required by the bearing. A drain pipe returns the oil to the engine bedplate.
CAUTION:
When the engine is driving an electrical machine such as an alternator the pedestal bearing
is electrically insulated to avoid the possibility of circulating currents causing damage.
The foot of the bearing is fitted with a fibre shim, and the holding down bolts are fitted with fibre
bushes and washers to electrically insulate the pedestal bearing from the foundation sole plate.
Any attachments to the pedestal bearing must be similarly insulated.

The area must be kept clean and dry to avoid earthing the pedestal bearing to the foundation.
Circulating currents even of low magnitude can cause etching or spark erosion type damage to
engine or pedestal bearings and other components, particularly where there are small jump gaps
such as shaft to bearing clearance.

For similar reasons the engine should not be used as an earth when any electric arc welding is
being carried out to attached components.

a) Insulation of supply pipes

Insulating joints are incorporated between mating flanges and insulating washers and
sleeves between the bolts and the flanges to avoid any metal---to---metal contact.

b) Insulation of return (drain) system

The drain system is connected via a rubber sleeve.

c) Instrumentation and alarms (if fitted)

A pressure gauge with isolating valve and/or low pressure alarm switch may be fitted. See
Section 2. Chapter 16 for switch setting.

Last Issued 19.5.04 Page No. 4

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8

9.2 Self---contained integral lubrication system

Smaller alternators have a self---contained lubrication system operating on the ring principle, or
have a dipping shaft disc from which oil is fed into the pedestal bearing shells by a deflector.

10. LUBRICATING OIL CONDITION MONITORING

There are two sections to the list of Approved lubricants. ‘Approved’ and ‘Candidate’. Oil on the
‘Candidate’ list is lubricating oil who‘s specification meets the required standard. Oil on the
‘Approved’ list is lubricating oil who‘s specification meets the required standard and has operated
satisfactorily in an engine in the field.
Note: --- Permission to use Candidate oils must be obtained from Mirrlees Blackstone during
the guarantee period in particular.
Never blend different oil brands unless approved by oil suppliers and during the engine
manufacturers guarantee period.
11. Maintenance and Control of the Lubricating Oil

Centrifuging (if installed) of the system oil is recommended to separate water and insolubles from
the oil. Operation of the centrifuge should be carried out strictly in accordance with the
manufactures recommendations.
It is advisable to take lubricating oil samples after every 500 hours of operation. The sample
should be sent to the oil supplier for analysis. On the basis of the results it is possible to determine
suitable intervals between oil changes. If a lubricant defect/problem is suspected, the sampling
frequency should be increased.
To be representative of the oil in circulation, the sample should be taken with the engine in
operation, at the sampling cock location immediately after the oil filter on the engine, in a clean
container holding 0.75 to 1 litre. Take samples before, not after adding new oil to compensate
for consumption. Before filling the container, rinse it with with the oil from which the sample is
to be taken.
In order to make a complete assessment of the condition of the oil in service, the following details
should be supplied with the sample: Installation, engine number, oil brand, engine operating
hours, number of hours the oil has been in use, where the system sample was drawn, type of fuel
and any special remarks.
When estimating the condition of the used oil, the following properties should be be observed.
Compare with the guidance value (type analysis) for new oil of the brand used. These are
guidance value only and the recommendations of the oil supplier should be sought in the first
instance.
Viscosity

The oil should be discarded if its viscosity should increase or decrease into the next SAE grade.
i.e. for SAE 30, up to SAE 40 bottom limit and down to SAE 20 top limit.

Last Issued 19.5.04 Page No. 5

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8

Flash Point

Should not fall by more than 500C below fresh oil nominal value. The minimum permissible flash
point (open cup) is 1700C. At 1500C, there is a risk of a crankcase explosion.

Water Content

Should not exceed 0.2%. At 0.5% measures must be taken either centrifuging or changing the
oil, and the source of the water ingress determined and eliminated.

TBN

The TBN value must be at least 50% of the fresh oil nominal value.

Insoluble

The quality allowed depends on various factors. The oil suppliers recommendations should be
followed. 3% insolubles in n---Pentane call for action however.
In general, it can be said that the changes in analysis results give a better basis of estimation than
the absolute values. Rapid and great changes may indicate abnormal operation of the engine or
of an associated system.
Compensate for oil consumption by adding a maximum of 10% new oil at any one time. Adding
larger quantities can disturb the balance of the used oil, causing, for example, precipitation of
insolubles.
Accurately measure and record the quantity of lubricating oil added. Attention to the lubricating
oil consumption may give valuable information about the engines condition. A continuous
increase may indicate that piston rings, pistons, cylinder liner and air and exhaust value guides
are becoming worn. A sudden increase should prompt an investigation as to the cause.
Guidance values for oil change intervals are influenced by operating conditions, fuel quality,
centrifuging efficiency (if fitted) and total oil consumption.
Oil .samples taken at regular intervals, analysis by the oil supplier and, with the results being
plotted as a function of operating hours, is an efficient way of predicting oil change intervals and
monitoring the condition of the engine.
Any queries as to the condition of the oil should always in the first instance be referred back to
the oil supplier.

Changing Oil

When changing oil the following procedure is recommended:---

Empty oil system while the oil is still hot. Be sure that oil filters, coolers and if possible associated
pipework, are also drained.
Fill the required quantity of oil in the system and ensure the filters etc are primed.

Last Issued 19.5.04 Page No. 6

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8

12. APPROVED LUBRICATING OILS FOR THE ENGINE

MINIMUM OIL REQUIREMENTS

Viscosity The system oil should be of viscosity class SAE 30. in certain tropical
applications oils of vicosity class SAE 40 may be used but approval should first
be obtained from MAN B&W Diesel Ltd, Mirrlees Blackstone.
Performance Minimum performance level of API ---CD/MIL---L---2104C

Engine Light Fuel to B.S. Light Fuel to B.S. Heavy Fuel to B.S. Heavy Fuels
Operating on :-- MA100 : 1982 MA100 : 1982 MA100 : 1982 containing up to
Class M2 & M3 Class M2 & M3 Class M4 & M5 5% Sulphur

Or Fuels containing Or Fuels containing Or Fuels containing

up to 1% Sulphur up to 2% Sulphur up to 4% Sulphur

Minimum TBN
12 30 40 50
(mg KOH/g)

Marketing
Company

B.P. ENERGOL DS3--- 153 ENERGOL IC --- HFX303

VANELLUS MCS--- 3.30
CASTROL MLC30 TLX 303
CALTEX DELO 6200 DELO 3000 MARINE
DELO 1000 MARINE
DELO 2000 MARINE
CHEVRON DELO 1000 MARINE
DELO 2000 MARINE
ELF LUB. DISOLA M 3015 AURELIA 3030
MARINE MILANTAR MF30
PERFORMANCE---
HP30
AURELIA 3020
ESSO EXXMAR 12TP 30 EXXMAR 30TP 30
EXXMAR 24TP 30
GULF GULFMAR SELECT 330
MOBIL MOBILGARD 312 MOBILGARD 330 MOBILGARD 340
FAMM DELO 1000 MARINE 30 TARO 30 DP 30
TARO 16 XD 30
FINA CAPRANO S312 STELLANO S330
SHELL GARDINA 30 ARGINA T30
RIMULA 30
ARGINA S30
TEXACO TARO 12 XD 30 TARO 30 DP 30
TARO 16 XD 30
TOTAL HMA 330

Last Issued 19.5.04 Page No. 7

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8

13. CANDIDATE LUBRICATING OILS FOR THE ENGINE

MINIMUM OIL REQUIREMENTS

Viscosity The system oil should be of viscosity class SAE 30. in certain tropical
applications oils of vicosity class SAE 40 may be used but approval should first
be obtained from MAN B&W Diesel Ltd, Mirrlees Blackstone.
Performance Minimum performance level of API ---CD/MIL---L---2104C

Engine Light Fuel to B.S. Light Fuel to B.S. Heavy Fuel to B.S. Heavy Fuels
Operating on :-- MA100 : 1982 MA100 : 1982 MA100 : 1982 containing up to
Class M2 & M3 Class M2 & M3 Class M4 & M5 5% Sulphur

Or Fuels containing Or Fuels containing Or Fuels containing

up to 1% Sulphur up to 2% Sulphur up to 4% Sulphur

Minimum TBN
12 30 40 50
(mg KOH/g)

Marketing
Company
B.P. ENERGOL IC --- HFX203 ENERGOL DS3--- 303 ENERGOL IC --- HFX403
VANELLUS MCS--- 3.30
CASTROL MHP 153 TLX 403
TLX 203
CALTEX DELO 3400 MARINE
CHEVRON DELO 3400 MARINE
ELF LUB. AURELIA XT 3040 AURELLA XT 3055
MARINE
ESSO ESSOLUBE CM30 EXXMAR 30TP 30 PLUS EXXMAR 40TP 30 PLUS
GULF GULFMAR DPO 312
MOBIL DELVAC HP 30
FAMM DELO 1000 MARINE 30 TARO 30 DP 30
TARO 16 XD 30
FINA CAPRANO TD 30
STELLANO S320
SHELL ROTELLA 30
TEXACO
TOTAL RUBIA ST 315 HMA 3300 HMA 340
RUBIA FP 30 HMA SUPER X 330 HMA 3400
RUBIA ST 320 HMA SUPER X 320
HMA SUPER X 320

Last Issued 19.5.04 Page No. 8

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8

14. APPROVED LUBRICATING OILS FOR THE HYDRAULIC

GOVERNOR AND TURBOCHARGER

Marketing For Temperature Conditions For Tropical Conditions

Company Up To And Including Above 85oF (29oC) Ambient
85oF (29oC) Ambient

ELF LUB TURBINE T68 TURBINE T68

MARINE
B.P. ENERGOL THB 46 ENERGOL THB 68
ENERGOL THB 68 ENERGOL THB 100
CASTROL PERFECTO T46 PERFECTO T68
PERFECTO T68 PERFECTO T100
AIRCOL SN68 AIRCOL SN68
AIRCOL SN100
CALTEX REGAL OIL R&O 46 REGAL OIL R&O 68
REGAL OIL R&O 68 REGAL OIL R&O 100
CHEVRON MACHINE OIL R&O ISO 46 MACHINE OIL R&O ISO 68
MACHINE OIL R&O ISO 68 MACHINE OIL R&O ISO 100
ESSO TRESSO 46 TRESSO 68
TRESSO 68 TRO---MAR T68
TRO---MAR T68 TRESSO 77
ROC/GERM TURBIBEAR M TURBIBEAR H
GULF HARMONY 46 HARMONY 68
HARMONY 68 HARMONY 100
MOBIL DTE OIL MEDIUM DTE OIL HEAVY MEDIUM
DTE OIL HEAVY MEDIUM DTE OIL HEAVY
RARUS SHC 1026 RARUS SHC 1026
FINA HYDRAN ISO 68 HYDRAN ISO 68
BAKOLA ISO 68 BAKOLA F 80
TURBINE OIL HEAVY TURBINE OIL EXTRA
HEAVY
SHELL TURBO OIL T68 TURBO OIL T68
TURBO OIL T78 TURBO OIL T78
TEXACO REGAL OIL R&O 46 REGAL OIL R&O 68
REGAL OIL R&O 68 REGAL OIL R&O 100
TOTAL PRESLIA 46 PRESLIA 68
PRESLIA 68 PRESLIA 100
NOTE: When the turbocharger is engine feed, the above oils will not usually be required.

Last Issued 19.5.04 Page No. 9

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8

15. APPROVED HIGH PRESSURE WATER RESISTANT AND NON

CREEP LUBRICANTS FOR THE ENGINE

Marketing High Pressure Water Non Creep For Preliminary

Company Resistant For Temperatures Lubrication Of Main And
Up To 275oF (134oC) Large End Bearing Shells
(Running Surfaces Only)

ELF---LUB MULTISERVICE GREASE EPEXA 2

MARINE
B.P. ENERGREASE MM---EP2 ENERGREASE MM---EP2
CASTROL SPHEROL AP3 NON CREEP 26
CALTEX BLACK PEARL GREASE 2 BLACK PEARL GREASE 2
MULTIFAK AFB MULTIFAK AFB
MULTIFAK EP 2 MULTIFAK EP 2
CHEVRON BLACK PEARL GREASE 2 BLACK PEARL GREASE 2
DURALITH GREASE E.P .2 DURALITH GREASE E.P. 2
ESSO BEACON 3 GREASE BEACON E.P. 1 GREASE
BEACON E.P. 2 GREASE
ROC/GERM LISTATE 2 RAMUS ND
GULF CROWN EP 3 GREASE CROWN EP 3 GREASE
MOBIL MOBILGREASE HP222 MOBILGREASE HP222
MOBILITH SHC 460 MOBILITH SHC 460
PETROFINA MARSON HTL 2 FINA MARSON L.M.2
SHELL ALVANIA GREASE R3 ALVANIA GREASE E.P. 2
TEXACO REGALSTARFAK MULTIFAK E.P. 2 GREASE
PREMIUM 3
MULTIFAK E.P. 2
TOTAL MULTI E.P. MULTI E.P.

Last Issued 19.5.04 Page No. 10

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 8 FIGURE 1

No. DESCRIPTION

1. Dome Nut
2. Copper Washer
3. Roller Bearing
4. Adaptor
5. Pump Body
6. Rotor
7. Driving Shaft
8. Ball Valves
9. End Cover
10. Joint
11. Oil Seals
12. Oil Seal End Cover
13. Setscrew for Cover
14. Gearwheel
15. Not Allocated
16. Nut
17. End Cover
18. ‘O’ ring
19. Joint for Flanges
20. Nut & Spring Washer
21. Stud
22. Driven Shaft
1 2 17 3 4 5 6 7 3 23.8 9Body11Bolt 12 13

18 21 20 19 22 4 18 2 23

Title: Date: Man. No

LUBRICATING OIL PUMP 6/00 0638/4
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 8 FIGURE 2

No. Description
1. Spring Adjusting Screw 11
2. Nut
3. Valve Cap
4. Spring Guide 7
5. Oil Seal Ring
6. ‘O’ Ring for Valve Cap
7. Spring
8. Plunger
9. Valve Body
10. Setscrew 2
11. Cap

1
10
8

Title: Date: Man. No

LUBRICATING OIL PRESSURE REGULATING VALVE 6/00 2203
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 8 FIGURE 3

1,2
10
12

No. Description
11,2 6 1. Plug
2. Loctite Screwloc
3. Cap
4. Spring Guide
5. Oil Seal Ring
8 6. Oil Seal Ring
7. Spring
8. Plunger
9. Valve Body
10. Setscrew M16 x 35 Lg
11. Stud
12. Nut

Title: Date: Man. No

LUBRICATING OIL RELIEF VALVE 6/00 2207
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 8 FIGURE 4

7
6

4 No. Description

1. Foot Valve Body

3 2. Foot Valve
3. Spring
4. Spring Guide
9 2 5. Joint
8 5 6. Cap Screw
7. Valve Spring Plate
8. Plug
9. Copper Washer

Title: Date: Man. No

SUCTION FOOT VALVE 6/00 3029
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 8 FIGURE 5

50 43
46 44
51 42 39
45 24 Ref
Ref Description Description
41 40
1 Lubricating Oil Pump 30 Joint --- L.O. Pipe to Ft Valve
2 Gearwheel 31 Setscrew
2 Gearwheel 32 Washer
49
48 25 3 Nut 33 Inlet Branch
37 8 4 Joint --- Pump to Cover 34 Joint
47
53 38 5 Setscrew 5/8” BSF 35 Setscrew
1 6 Washer 36 Washer
3 7 Setscrew 5/8” BSF 37 Outlet Branch L.O. Pumps
54 2 8 Steady Pin 38 Joint
52 9 Pipe Ass’y --- Bed to Foot Valve 39 Setscrew
10 Joint 40 Washer
28 11 Joint 41 Joint
29 12 Setscrew 42 Stud --- Outlet Branch Relief Valve
26
13 Washer 43 Nut
27
4 14 Foot Valve Body 44 Spring Washer
15 L.O. Pump Foot Valve 45 Steam Plug
34
16 Spring 46 L.O. Press. Relief Valve
30
31 17 Spring Guide 47 Pipe for L.O. Pumps
18 48 Joint
18 Valve Spring Retaining Plate
33 36
6 19 Joint 49 Bolt
32
56 50 Nut
17 35 5or7 20 Capscrew
20 16 57 21 Joint 51 Washer
15 22 Drain Plug 52 Joint
19 61 23 Washer 53 Setscrew
23 55
24 Plug 54 Washer
58 25 Washer 55 L.O. Inlet Pipe to Oil Gallery
59 26 L.O. Pipe --- Ft. Valve to Inlet 56 Joint
22 60
27 Joint --- L.O. Pipe to Inlet Branch 57 Joint
21 10 28 Setscrew 58 Washer
29 Washer 59 Plug
9
14 60 L.O. Press Reg. Valve
61 Joint
63
62 62 Setscrew
13 11 63 Washer

12

Title: Date: Man. No

ARRANGEMENT OF LUBRICATING OIL PUMPS AND EXTERNAL PIPING 6/00 2924
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 8 FIGURE 6

No. Description
1. Bolt
2. Nut
3. Split Pin
4. Plug
5. Bolt
6. Joint
7. Setscrew
8. Setscrew
9. Grover Washer
10. Lub. Oil Pump
11. Hub
12. Cover Plate
13. Gear (Driver)
14. Dowel
15. Damper

Do not fit a plug

if a Gieslinger
Damper is fitted.

Title: Date: Man. No

LUBRICATING OIL PUMP DRIVE 6/00 1131/2
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 8 FIGURE 7

Exhaust Valves

NO SUPPLY to Exhaust Valves

on Engines running on Natural
Gas.

Pressure Gauge

Pressure Regulator Valve

Set at 5 p.s.i.

Shut---Off Valve

Pilot Oil from Governor

Governor
Drain

Lubricating Oil Supply

Title: Date: Man. No

EXHAUST VALVE LUBRICATION SYSTEM DIAGRAM. 6/00 0794/4
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 8 FIGURE 8

LUB. OIL DRAIN TO ENGINE SUMP

INSULATING RUBBER SLEEVE

LUB. OIL PIPEWORK

PEDESTAL
BEARING ELECTRIC WIRING

PRESSURE SWITCH FOR LOW

L.O. PRESSURE ALARM

PRESSURE GAUGE WITH

SHUT--OFF COCK

ORIFICE PLATE
(PRESSURE REDUCER)

IF WIRING IS CARRIED
IN CONDUIT,INSULATE
CONDUIT
INSULATING FLANGE

TO ALARMS

LUB. OIL SUPPLY FROM ENGINE

L.O. GALLERY

Title: Date: Man. No

PEDESTAL BEARING LUBRICATION. 6/00 0757/2
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 9

CHAPTER INDEX

EMERGENCY STOP GEAR

PARAGRAPH N0 SUBJECT PAGE N0

1. LUBRICATING OIL PRESSURE FAILURE 1

2. ENGINE OVERSPEED 1

3. RE---SETTING AFTER FAULT SHUTDOWN 2

4. OVERSPEED GOVERNOR MAINTENANCE 2

5. CIRCUIT BREAKER TRIP SWITCH 2

ILLUSTRATIONS FIGURE
Arrangement of Overspeed Governor 1
Circuit Breaker Trip Switch 2

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 9

EMERGENCY STOP GEAR

Independent means of stopping the engine are provided in the event of:---
a) Lubricating oil pressure failure

b) Engine overspeed.

1. LUBRICATING OIL PRESSURE FAILURE

If the engine lubricating oil pressure reduces by 5 lb/in2 (0.34 bar) below the normal running
pressure with the oil up to working temperature, a pressure stat switch will close and initiate an
alarm. This switch is also connected to shutdown the engine via a “Stop” solenoid valve in the
pneumatic control system. See Section 2 Chapter 16.
The engine is also fitted with a mechanical hydraulic lubricating oil trip cylinder which operates
entirely independently, this trip cylinder is set at 10 lbs/in2 (0.68 bar) below the normal running
pressure with the oil up to working temperature. Engine lubricating oil pressure holds a piston
retracted against a spring. A reduction of pressure allows the spring force to overcome the
remaining pressure and the plunger of the piston trips the latch retaining the dog clutch lever of the
fuel pump control gear. Spring force on the fuel pump control shaft then moves the fuel pump
racks to zero fuel to stop the engine. See Section 3 Chapter 1.
2. ENGINE OVERSPEED
2.1 The overspeed governor (Fig. 1) is driven via a spring drive by spur gearing from ‘A’ Bank camshaft
gearwheel and is mounted at the flywheel end on the gear casing.
2.2 When the engine is running at normal speed the governor weights (8) are in the ‘IN’ position and
the valve spindle (18) is held in the normal position by a spring (27). When the engine overspeeds,
the governor weights move out moving the piston valve against spring pressure. Piston valve
movement then:---
a) Applies lubricating oil pressure to another cylinder adjacent to the lubricating oil trip cylinder.
The oil pressure overcomes the retraction spring force on this hydraulic cylinder piston to
extend the piston rod and trip the latch retaining the dog clutch lever of the fuel pump control
gear.

b) Operating plate (22) thrusts a plunger to operate a pilot air valve (53). This valve then
supplies control air to the spragging plungers at each fuel camfollower tappet. The plungers
slip under the tappets and stop them coming down again. This inhibits operation of the fuel
injection pump plungers and stops fuel injection into the engine cylinders.

THE SPRAGGING PLUNGERS MUST BE RELEASED BEFORE THE ENGINE CAN BE RE-
STARTED -- SEE “OVERSPEED TESTING” IN SECTION 2 CHAPTER 7.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 9

3. RE -- SETTING AFTER FAULT SHUTDOWN

See Section 8.
NOTE: If any of the preceeding shutdowns occur the engine will automatically change back
to diesel only operation.
4. OVERSPEED GOVERNOR MAINTENANCE
(at intervals specified in Section 4. Chapter 1).

4.1 Disconnect all pipes

4.2 Withdraw the steady pins (33) from the governor flange and unscrew the four nuts securing the
governor to the engine casing.
4.3 Remove the governor.
4.4 Unscrew the two setscrews (31) to separate the two halves of the governor casing.
4.5 If it is necessary to remove the spring (27), first check its length, because it must be re---assembled
to the same length, which can be confirmed by measuring the adjusting nut (28) extension beyond
the locknut (29).
4.6 Clean and inspect, and re---assemble in reverse order.

5. CIRCUIT BREAKER TRIP SWITCH (FIG. 2)

When the engine is shutdown --- overspeed trip or by any other means, for engines driving
alternators a trip switch is usually fitted to ensure that the main circuit breaker is tripped out. This
trip switch is located at the shutdown air cylinder linkage and is operated each time the engine is
stopped normally or stopped by emergency procedures.

Last Issued 1/6/00 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 9 FIGURE 1

Title: Date: Man. No

ARRANGEMENT OF OVERSPEED GOVERNOR 6/00 2368/1
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 9 FIGURE 2

Title: Date: Man. No

CIRCUIT BREAKER TRIP SWITCH 6/00
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 10

CHAPTER INDEX

FUEL PUMP EQUIPMENT

PARAGRAPH N0 SUBJECT PAGE N0

1. FUEL INJECTION PUMP 1

1.1. Location 1

1.2. Description 1

2. FUEL PUMP MAINTENANCE 2

3. DISMANTLING FUEL PUMPS 2

4. REASSEMBLY OF FUEL PUMP 4

ILLUSTRATIONS FIGURE
Fuel Injection Pump 1&2
Fuel Injection Pump Timing Marks 3

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 10

FUEL PUMP EQUIPMENT

1. FUEL INJECTION PUMP (FIG. 1)

1.1 Location

One fuel pump is flange mounted on a tappet base at the front of each cylinder. A drip tray is
provided under each pump. (Section 2 Chapter 4, Fig.3).

1.2 Description

The pumps are of the cam---operated, bucket tappet, spring---return plunger type, delivering fuel
(via the injectors) to the engine cylinders in accurately regulated quantities in the form of a finely
atomised spray.

A circumferential groove in the fuel pump tappet, indicating the reciprocating movement of the
plunger, is visible through a timing ’window’, after removal of a plug (54) which prevents a loss of
lubricating oil. The point of spill port closure is when the top of the groove coincides with the top of
the timing gauge (Tool 43) in Section 2 Chapter 21), and the ’fuel admission’ marking on the
flywheel lines up with the flywheel pointer.

CAUTION:
Either the top or bottom edge of the groove in the fuel pump tappet must always be visible
in the ’window’ to ensure that the minimum bumping clearance is maintained. See Fig. 3.

Variation of the fuel output to the engine is effected by correlation of ports in the pump barrel and
two opposite helical grooves in the plunger which balance the hydraulic loads (only one helix is
shown in the illustrations below). In order to effect this control, the plunger is rotated by a toothed
rack. The teeth engage a pinion at the upper end of the slotted sleeve, which in turn engages with
a plunger rotating it to different angular positions.

a b c d e f

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 10

The plunger in its lowest position (a) does not cover the ports and fuel can flow freely into the
barrel. As the plunger rises surplus fuel is expelled through the ports back into the suction
chamber, until the ports are covered. At this point (b), delivery starts and continues until the helical
groove reaches the port (c). Further upward movement of the plunger forces the fuel down the
helical groove and out of the pump barrel through the inlet port. The amount of fuel delivered by
the pump depends upon the rise of the plunger before the port is uncovered by the helical groove
(d & e). When no delivery is required, the plunger is rotated to a position where the vertical
groove in the plunger is in line with the spill---port throughout the plunger stroke (f).

The delivery valve closes immediately fuel injection stops and then acts as a non---return valve,
rapidly reducing pressure in the fuel line by unloading a pre---determined volume of fuel, thus
eliminating dribble at the nozzle

An overload stop is fitted on the fuel control rack to prevent overloading the engine above the
permissible 10%.

A tell---tale hole in the leak---off plug (12) indicates leaks in the high pressure seal (13). A tell---tale
slot in the top half housing indicates leaks in the lower seal (26) between the barrel and the top half
housing.

Replaceable spill---plugs (43) erode in use preventing damage to the casing.

2. FUEL PUMP MAINTENANCE

CAUTION:
Strict cleanliness is essential when dealing with components parts of fuel injection pumps
. When preparing to dismantle the fuel injection equipment, the bench on which the work
is to be done must be thoroughly clean. Ensure that all iron filings, dirt, grit and any other
foreign material have been removed. Provide a number of clean containers for the
components of the equipment. It is essential to have a thoroughly clean vessel available
holding a supply of fresh, clean fuel or injector test oil for washing of dismantled parts.
3. DISMANTLING FUEL PUMPS (FIG.1)

3.1 Turn off the fuel supply. Disconnect the fuel piping, lubricating oil inlet and high pressure delivery
pipes from the pump, and the control gear from the control rod.

3.2 Using the lifting stirrup (Tool 42 in Section 2 Chapter 21) remove the pump from the engine.
Unscrew rear nuts holding down the pump, using the special spanners (see Tool 50 in Section 2
Chapter 21).

3.3 Invert the pump and grip in the vice, using soft vice---clamps to prevent damage.

3.4 Prepare a pan of clean fuel oil or injector test oil (such as Shell Calibration Fluid 4113) in which to
place all components as removed from the pump.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 10

3.5 Press the tappet downwards with bridge (Tool No. 40, Section 2 Chapter 21) until it is possible to
remove the lower circlip (1).

3.6 Remove the bridge and then the tappet (2), plunger (34), lower spring plate (36) and plunger
spring (33).

3.7 Remove the oil seal retaining ring (52) with oil seal (53). Always remove these components before
the control sleeve. This avoids the danger of damaging the oil seal with the control rod teeth.

3.8 Remove the control sleeve (35) and upper spring plate (32).

3.9 If the flats on the control rod stop screw and locknut are suitably aligned with the rod, it will be
possible to withdraw the control rod assembly complete. If the flats are not suitably aligned,
remove the stop cap (38) , stop screw (41) and locknut (37) and withdraw the control rod. Since
this involves loss of the overload stop setting it should not be done unnecessarily.

3.10 Hold the pump upright in the vice.

3.11 Unscrew the four nuts at the top of the pump and remove the clamping plate (16), delivery valve
holder with valve stop (21) delivery valve spring (15) and delivery valve assembly (25) with H.P. Seal
(13). Owing to the close fit of the ’O’ ring (14) some difficulty may be experienced in removing the
holder from the pump housing (22). It is advisable after removing the clamping plate, to fit a piece
of tube over at least one stud and refit the nut, to prevent separating the housing halves (9) and
(22).

3.12 To separate the upper and lower housing halves invert the pump, gripping the lower housing, and
push or tap the end of the barrel (34) with a clean soft metal drift.

3.13 Remove barrel locating screw (24) and washer (23) in the upper housing and the two barrel ’O’
rings (28 and 29).

3.14 Remove barrel (34) from upper housing by pushing or tapping with soft metal drift.

3.15 Remove two part main seal (26) with fingers.

3.16 Remove any remaining parts as necessary.

It is important that parts from each pump are not interchanged with parts from other pumps.
The plunger and barrel (34), the delivery valve assembly (25) and the lub. oil non ---return
valve assembly (8) are mated units and should replacement be found necessary, they
should be replaced as one unit.
A small hole 0.2 mm (0.008”) diameter is drilled into the metering union (6). Check that this hole is
clear.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 10

4. REASSEMBLY OF FUEL PUMP (FIG.1)

Reassembly of the pump should be carried out in the reverse order of dismantling. Pay attention to
the following points and see CAUTION on page 1.

4.1 All seals and gaskets, including the high pressure seal (13) must be carefully examined and
renewed if there is any doubt of their suitability for further use. The ’O’ rings and the two part main
seal should be liberally smeared with petroleum jelly before reassembly.

4.2 Check all other components for wear and renew where necessary.

4.3 Align the barrel (34) into the upper half housing (22) and screw home the barrel locating screw (24)
and washer (23).

4.4 The keystone---sectioned inner member of the main seal (26) must be fitted over the barrel into the
upper housing with the heavily chamfered side outwards. Push seal member home with Tool No.
44 (Section 2 Chapter 21). Fit outer member of the seal with the ’V’ groove towards the inner
member. Take great care easing the seal over the ’O’ ring grooves in the barrel. Do not obstruct the
clearance above the seal in any way.

4.5 Now fit the barrel ’O’ rings (28) and (29). Use a smooth round rod to remove any twist.

4.6 Ensure that the dowel (27) is aligned when joining the upper and lower housings.

4.7 After fitting delivery valve components (25), (15), (13) and (21) with ’O’ ring (14) fit clamping plate
(16) washers (17) and tighten nuts (20) using the following procedure:---

a) Studs (18) to be fitted into body with Loctite Stud Lock. Tightening torque load 25 lb feet (34
Nm).

b) Tighten each nut (20) to 5 lb feet, (7 Nm) torque, ensuring that the width of gap between
body and clamp plate does not vary by more than 0.002” (0.05 mm).

c) Tighten nuts evenly to 30 lb feet (41 Nm) torque and recheck gap.

d) Tighten nuts in diagonal sequence by increments of 20 lb ft (27 Nm) torque, until a torque of
160 lb ft (217 Nm) is obtained on each nut.

e) Re---check gap. The gap must NOT vary by more than 0.002 inches (0.05 mm).

4.8 Ensure that the marked teeth are aligned when fitting the control rod (31) and sleeve (35). Do not fit
the control rod oil---seal (53) until last to avoid damaging the seal.

4.9 Fit upper spring plate (32) and plunger spring (33).

Last Issued 19.5.04 Page No. 4

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 10

4.10 Fit the plunger (34), ensuring that the marked side of the double dog is engaged with the marked
side of the control sleeve slot, which aligns with the control rod.

4.11 Fit lower spring plate (36) and tappet (2).

4.12 Depress tappet with bridge and fit lower circlip (1).

4.13 If the overload---stop screw in the end of the control rod has been disturbed, reset such that, when
the head of the screw (41) abuts the inside face of the stop cap (38), the projection of the other end
of the control rod from the shimmed setting plate (47) is 1.3 inches (35mm). Tighten the locknut.

Last Issued 19.5.04 Page No. 5

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 10 FIGURE 1

Item Description

1. Circlip
2. Tappet
3. Circlip
4. Washer
5. ‘O’ Ring
6. Metering Union
7. L.O. Inlet
8. Non--ret Valve
9. Bottom Half Hsg.
10. Fuel Inlet
11. Fuel Outlet
12. Leak--off Plug
13. High Press. Seal
14. ‘O’ Ring
15. Delivery Valve
For Lifting Spring
(Tool 42) 16. Clamp Plate
17. Washer
18. Housing Stud
19. Fuel Outlet
20. Nut
21. Delivery Valve
Holder
22. Top Half Housing
23. Washer
24. Barrel locating
Screw
25. Delivery Valve
and Seat
26. Seal
27. Dowel
28. ‘O’ Ring
29. ‘O’ Ring
30. Locating Dowel
31. Control Rod
32. Upper Spring
Plate
33. Plunger Spring
34. Element Ass’y
35. Control Sleeve
36. Lower Spring
Plate

Title: Date: Man. No

FUEL INJECTION PUMP 6/00 1190/4
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 10 FIGURE 2

Item Description

37. Nut
38. Cntrl Rod Stop Cap
40. Setscrew & Washer
41. Adjusting Screw
42. Stop Cap Gasket
43. Spill Plug
44. Washer
45. Nameplate
47. Shim(s)
48. Datum Plate
49. Screw
50. Locking Washer
51. Setscrew
52. Retaining Ring
53. Seal
54. Timing--Window Plug
55. Seal Leakage Tell--tale
Slot

Title: Date: Man. No

FUEL INJECTION PUMP 6/00 1449
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 10 FIGURE 3

TIMING WINDOW
(Plug (54) Removed)

FUEL PUMP When the fuel camfollower is on the base

TAPPET circle of the cam, the top edge of the fuel--pump
tappet annulus--groove must always be visible
at the bottom of the timing window so that the
tappet does not travel too far downwards and
contact the bottom circlip.

BOTTOM HALF
HOUSING

CIRCLIP

When the fuel camfollower is on the nose

of the cam, the bottom edge of the fuel--pump
tappet annulus--groove must always be visible at
the top of the timing window so that the tappet
does not travel too far upwards.

If the fuel--pump base tappet is adjusted too high

the fuel pump plunger could contact and damage
the delivery valve at the top of the pump barrel.

Title: Date: Man. No

FUEL INJECTION PUMP TIMING MARKS 6/00 1814
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 11

CHAPTER INDEX

FUEL INJECTION EQUIPMENT

PARAGRAPH N0 SUBJECT PAGE N0

1. FUEL INJECTOR 1

2. FUEL INJECTOR MAINTENANCE 1

3. INJECTOR INSPECTION AND CLEANING 1

3.2. Cleaning the Nozzle. 2

3.3. Emergency Rectification of Leaks 3

3.4. Re---fitting the nozzle 4

3.5. Cleaning the feed pipe 4

3.6. Completion of assembly after complete dismantling 4

4. INJECTOR TESTING 5

5. Leak checking a cooled injector 6

Typical needle lifts:--- 7

6. STORAGE OF INJECTORS AND NOZZLES 8

7. INJECTION EQUIPMENT --- HEAVY/LIGHT

FUEL OPERATION 8

8. STAGE I 9

9. STAGE II 9

10. STAGE 111 10

ILLUSTRATIONS FIGURE
Fuel Injector Assembly (Cooled) 1
Fuel Injector Assembly (Uncooled) 2
Nozzle and Transfer Block Combinations 3

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 11

FUEL INJECTION EQUIPMENT

1. FUEL INJECTOR (Fig. 1 or 2).

The fuel injector or atomiser comprises a nozzle holder and nozzle. The fuel delivered from the
injection pump enters the injector and passes under pressure along a passage into the annular
groove of the nozzle body, and so via holes, lifting the nozzle needle off its seat against the
pressure of the spring. The fuel is thereby injected into the combustion chamber through holes in
the end of the nozzle body.

The nozzles on engines operating on heavy fuel are water---cooled by the exhaust valve cage
cooling system (see Section 3. Chapter 3 for temperature limits).

2. FUEL INJECTOR MAINTENANCE

CAUTION:
Strict cleanliness is essential when dealing with components parts of fuel injectors. When
preparing to dismantle the fuel injection equipment, the bench on which the work is to be
done must be thoroughly clean. Ensure that all iron filings, dirt, grit and any other foreign
material have been removed. Provide a number of clean containers for the components of
the equipment. It is essential to have a thoroughly clean vessel available holding a supply
of fresh, clean fuel or injector test oil for washing of dismantled parts.
3. INJECTOR INSPECTION AND CLEANING (Fig. 1 OR 2).

Hard and fast rules regarding the inspection and cleaning of the fuel injection equipment cannot
be established as they depend upon general conditions and the quality of fuel. An estimate of
3000 hours is suggested as a suitable period for light fuel, but more frequent inspection may be
necessary when using heavier grades of fuel.

The cleaning tools for the nozzle supplied with the engine includes a brass---wire brush,
fuel---chamber scraper, seat---cleaning tool and spray---hole cleaner which consists of a holder
with probing wire to suit the diameter of the holes in the nozzle. When ordering new probing wires
quote the nozzle type which is stamped on the nozzle body.

3.1 Dismantling procedure (Test the injector before dismantling see para 4).

a) For cooled injectors blow out the water passages with compressed air.

b) Note the length of the spring adjusting screw (1) at the top of the nozzle holder.

c) Release the locknut and unscrew until the spring (23) is is relieved of all compression

d) Place the complete injector, nozzle upwards in the vice, unscrew the nozzle nut (28) using
the socket and wrench provided, and remove the nozzle assembly. If the nozzle assembly is

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 11

tight in the nut, drive it out using a special tool to avoid damage to the end of the nozzle. This
tool consists of a piece of 1/2 inch (13 mm) diameter brass or mild steel 3 inch (76 mm) long
with a 3/8 inch (9.5 mm) diameter hole drilled inch deep in one end to clear the end of the
nozzle.

CAUTION
When cleaning the cooled type of nozzle ensure that the nozzle jacket is not damaged.
When withdrawing the nozzle assembly from the nut, the highly polished surfaces of the
transfer block (27) must not be scratched or defaced. This also applies to the end of the
nozzle holder which must be perfectly clean with a mirror finish to maintain a leak proof joint.
3.2 Cleaning the Nozzle.

NOTE: In certain instances where ’cold corrosion’ has proved to be a problem, gold plated
nozzles are sometimes fitted. Care should be taken in cleaning gold plated nozzles as
vigourous cleaning will remove the plating.
a) Clean the nozzle as soon as possible after removal from the engine because the carbon
tends to harden after a few hours.

b) Withdraw the needle and place the body and needle in fuel for a short period to soften the
deposits and lightly brush the needle, valve stem and seat, using a brass---wire brush.

CAUTION: (avoiding corrosion of cooled nozzles)

When dismantling cooled nozzles immediately immerse each component in a water---displacing
fluid such as that marketed in the U.K. by Shell under Ref. (Shell Calibration Fluid 4113).

Water---displacing fluid acts by dislodging water droplets from an immersed surface allowing them
to settle at the bottom of the vessel. It is, therefore essential that the components are laid on a
mesh tray standing in the fluid and are disposed in such a way that water droplets will not collect in
blind holes or be trapped below concave surfaces.

Corrosion may commence very rapidly if the surfaces of the components are not kept free of
moisture.

c) Remove carbon deposits from cooled nozzle components by carefully brushing in the
displacing fluid, then wash in clean light fuel.

d) The guide surface of the needle should now be perfectly clean with a mirror---like finish,
WITHOUT dull or scratched patches or very bright spots. If any such defects are apparent
after the foregoing treatment and/or if the needle is discoloured black, blue or yellow, the
complete nozzle must be replaced and the defective assembly should if possible be sent to
the makers or their agents for reconditioning.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 11

e) Clean out the nozzle spray holes with the probing wire. If the carbon is too hard to clear, fit a
new or reconditioned assembly and send the dirty one to the makers or their agents for
reconditioning. This is advisable because an inexperienced operator is liable to break the
wire in a spray hole probably resulting in scrapping the nozzle.

See NOTE in Para 6 regarding return of defective injectors.

f) Clean the fuel feed holes in the nozzle body by pushing a suitable wire down to the fuel
chamber. Do NOT scratch the joint face.

g) Insert the fuel chamber scraper in the nozzle body fuel chamber. Press sideways and, by
rotary motion, remove any carbon or other deposits. Remove the scraper.

h) Insert the seat cleaning tool in the fuel chamber and clean the seat by pressing downwards
and rotating simultaneously.

i) Examine the seat under a strong light to ensure that all traces of foreign matter have been
removed. The angle of the seat is slightly less than the angle of the needle, therefore the
needle makes a line contact with the top of the seat. This condition must be maintained to
ensure correct functioning of the nozzle.

j) Having cleaned all the components, rinse in clean light fuel and assemble in the rinsed
condition.
CAUTION: NEVER dry with cloths or any other material.
3.3 Emergency Rectification of Leaks

The transfer block and its mating faces on the nozzle holder body and nozzle assembly must make
a perfect joint to prevent leaks. In an emergency, the faces of the transfer block and nozzle
assembly can be lapped on a polished surface plate.

Place the nozzle holder upside down in a soft---jawed vice and lap the face using a small hand
surface plate with fine paste such as jeweller’s rouge. The joint faces must be kept parallel.

Although the above procedure may be satisfactory, it is recommended that defective injectors are
returned to the manufacturers or their agents for reconditioning. (See Note in para 6).

3.4 Re -- fitting the nozzle

a) Ensure that the ’O’ ring (25) in the nozzle holder, sealing the top of the nut (28), is in good
condition. Renew the ’O’ ring if necessary.

b) Fit the transfer block (27) to the end of the nozzle holder with the holder spring spindle
located to the recess in the top of the needle thrust pin hole. Ensure that the dowel pin*

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 11

locates the transfer block to the nozzle holder and the faces are not held apart by an
excessively long dowel pin* or any obstruction in the dowel holes.

c) Fit the nozzle complete with its needle to the transfer block. Ensure that the dowel pin*
locates the nozzle body to the transfer block. The faces should close, ensure that there is no
dowel problem or any pressure on spring (23) that is holding them apart.

d) Fit the nozzle nut and screw up tight --- use the special socket and 2 foot lever (610 mm) long
bar. Hand tighten hard.

e) Mark the nozzle nut (28) as shown on Figure 2 (auxiliary view ’A’) opposite the first mark on
the lower end of the holder body (22).

f) Force tighten until the mark on the nut aligns with the second line on the holder body.

NOTE: * Dowel pins transfer block to nozzle holder and nozzle body to transfer block are
only fitted to assemblies that are water cooled.

3.5 Cleaning the feed pipe (item 17 on fig. 1 or 2)

(As considered necessary).

a) Unscrew the feed pipe (17).

b) Ensure the feed hole is clear.

c) Ensure that the washer (20) is in good condition.

d) Renew the ’O’ ring (19)

3.6 Completion of assembly after complete dismantling (fig.1 or 2)

a) Insert the spring (23) and spindle (21).

b) Clean the joint faces between Items 3 and 22.

c) Apply a thin film of liquid jointing compound to both sides of gasket (9).

d) Fit top cap (3) with gasket (9) in position.

e) Screw in spring---adjusting screw (1) until the exposed length is approximately as it was
originally.

f) Adjust to produce the correct needle release pressure as described in Para 4.4.

Last Issued 19.5.04 Page No. 4

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 11

g) Tighten the locknut (2).

4. INJECTOR TESTING (Tool 32 in Section 2. Chapter 21)

4.1 Flush out the nozzle test unit by pumping through a small quantity of test oil (Shell Calibration Fluid
4113) before coupling up to the injector.

4.2 Prior to dismantling any injector for cleaning couple the injector to the test unit. Open the pressure
release screw on the injector, close the pressure gauge cock on the test unit and actuate the test
pump until the test oil that spills out of the injector is free of air.

4.3 Close the injector pressure release screw and operate the test pump lever with a fast ram action
and study the spray. The needle must buzz or chatter freely to result in a finely atomised spray. The
oil must not squirt out in a continuous stream or jets.

The spray must be uniform and symmetrically distributed. The nozzle tip should remain dry and
fuel should not collect upon the surface.
WARNING: Take care to direct the nozzle away from the body as a high velocity jet can
penetrate both clothing and skin and cause infection.
4.4 Open the gauge cock and while still pumping, note the pressure at which the nozzle commences
to spray. This is the needle release pressure. If this pressure has dropped by 200 lb/in2 (1.38
MN/m) or more from the recommended pressure (see Preliminary Section 2) the nozzle spring is
becoming weak and should be replaced.

Set to the correct release pressure and tighten the adjusting screw locknut (2). Operate pump a
few times with gauge cock closed to ensure that all components have settled and then finally
recheck the pressure.

4.5 Wipe the tip of the nozzle dry, then raise the pressure on the gauge to 100 lb/in2 (0.7 MN/m) below
the recommended pressure and hold for 10 seconds. The nozzle tip should be dry, indicating that
the valve does not leak. If not dry, the needle seat is damaged or dirty. In addition, there should be
no leakage around the nozzle nut. To ensure that all spray holes are clear and producing a
satisfactory spray, place a piece of paper or cardboard about 2 inches (50 mm) below the nozzle
tip and operate the hand lever for a single full firm stroke. The resultant pattern will reveal any
blocked or partially blocked holes.

It is not necessary to dismantle to clean any injector that is performing satisfactorily, just clean
externally. Any injector giving a poor performance must be dismantled, cleaned, re---assembled
and retested. Fit a new nozzle if the performance cannot be satisfactorily restored.

Good atomisation may not be apparent when operating the small hand test pump, but if the needle
chatters and break up of the fuel occurs the injector will be satisfactory when it is operating in the

Last Issued 19.5.04 Page No. 5

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 11

engine in conjunction with the high capacity and high pump velocity of the engine fuel injection
pump.

5. Leak checking a cooled injector

5.1 Check for leaks in the water spaces in the injector, while the injector is coupled to the test unit, by
filling the water spaces and operating the test pump. The appearance of any oil in the water or if the
water is displaced, will indicate a leak between the transfer block at either the nozzle holder body
or the nozzle assembly, transfer block contact faces.

5.2 If the injector is to be stored as a spare part, screw a brass or plastic cap onto the inlet connection
to prevent the ingress of dirt.

5.3 Assembled units that have been in store, for in excess of one month should be re---tested on the
test pump before being fitted into the engine.
NOTE: Nozzle bodies and needles are not interchangeable and must be treated as one
component.
6. Reconditioning fuel injection equipment

6.1 This work is normally undertaken by the original manufacturer or his agents, it is usually futile for an
engine user to undertake this work unless adequate equipment is available and operators skilled
in its use are also employed.

6.2 Economically it is usually preferable to substitute new items for used and worn components then
send the used components to the agents for rehabilitation.

6.3 For example the nozzle body seat and nozzle needle seat are separately lapped to differential seat
angles (they must never be lapped together).

The nozzle body seat angle is 590 +27’ +/ --- 5’

The nozzle needle seat angle is 600 +10’ +/ --- 10’

Last Issued 19.5.04 Page No. 6

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 11

Typical needle lifts:---

6.4 If rehabilitation of seats results in an excessive needle lift then it will be necessary to face off the
end of the nozzle body and the new face must be perfectly axial to the nozzle body and be
absolutely flat and have a mirror type finish. The depth of dowel body must also be a correct fit.
When the nozzle holder and nozzle assembly are on the test pump apply a pressure of 2200 psi
(150 Bar). This pressure should decay normally in 10 to 20 seconds to 1450 psi (100 Bar). If the
decay rate is fast --- less than 5 seconds --- then the nozzle needle is a slack fit and an agent would
preferably fit a new nozzle assembly to reduce an excessive leak off rate.

NOZZLE TYPE LIFT (MM)

Minimum Maximum
HL 135U68K858P6 1.1 1.2
HL 135U68K858P6P 1.1 1.2
HL 135U68K787P6P 1.1 1.2
HL 135U68H860P6 0.7 0.78

6.5 If the needle stop shoulder has impacted into the transfer block face the face should be ground
and lapped.

6.6 If there is any damage to the nozzle holder and top transfer block faces these faces should also be
ground and lapped.

6.7 In all cases rehabilitated faces must be perfectly axial and absolutely flat and have a mirror type
finish.

6.8 If the transfer block has annular grooves in either or both of its faces the groove must not be less
than 1.8 mm deep.

6.9 Dowel pin holes must not be less than 7 mm deep.

6.10 When there is damage to the lift stop shoulder of the nozzle needle the shoulder should be ground
by removing a minimum amount of metal. The radius from the shoulder to the spring thrust pin
diameter must not exceed 0.35 mm (0.25 mm minimum).

6.11 New components must be fitted when stipulated dimensions or conditions are beyond
redemption.

Last Issued 19.5.04 Page No. 7

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 11

7. STORAGE OF INJECTORS AND NOZZLES

7.1 This information is issued for the guidance of Engine Manufacturers, Agents and Users holding
stock of fuel injection equipment.

7.2 All equipment should be kept under clean, dry conditions. Unpacked items should be greased
and covered to prevent dust and dirt accumulating. Small items such as springs are best stored
submerged in oil.

7.3 Nozzles should be kept in their original individual wrapping and carton until required for use. If an
unused nozzle is kept in store for more than two years, it is necessary to replenish the oil film
between the needle and nozzle body. This should be repeated at intervals of TWO YEARS until the
nozzle is put into service. Unpack the nozzle, remove the needle and carefully flush and clean the
nozzle body and needle in clean injector test oil; refit the needle and repack the nozzle. Only
injector test oil, which contains a corrosion inhibitor, should be used; fuel oil or paraffin must not be
used.

7.4 Completely assembled injectors and unpacked nozzles may only be stored for periods of SIX
MONTHS before requiring the above treatment. Injectors should be completely dismantled and
flushed out as well as the nozzle. Re---assemble re---set the release pressure and fit any dust caps
provided.

8. INJECTION EQUIPMENT -- HEAVY/LIGHT FUEL OPERATION

8.1 Engines which have been supplied to run on heavy fuel will be fitted with water cooled nozzle
holders and nozzles.

8.2 Occasionally such engines may have to be operated on light fuel for prolonged periods or may be
changed over to run on light fuel on a permanent basis if the mode of engine utilization has
changed from regular prolonged use to a less frequent or only intermittent use.

8.3 A phenomenon that is now designated “cold corrosion” may develop on nozzles that are water
cooled when running on light fuel. The observed effect could be a form of pitting or wasting away
of metal at the end and diameter of the nozzle where it is exposed to the combustion chamber. This
effect can also occur on nozzles that are not water cooled but usually only due to exceptionally
adverse conditions such as arctic temperatures, high humidity, prolonged regular running at
low output loading. Any such occurrence can be minimized by keeping the following
temperatures at the values recommended below.

a) Engine jacket water Inlet 160/1700F (71/770C)

Outlet 1800F (820C)
b) Nozzle/valve cage Inlet 1650F (740C) min.

Last Issued 19.5.04 Page No. 8

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 11

cooling water Outlet 1950F (910C)

c) Air manifold temperature 110/1270F (43/530C)
We suggest that to avoid materialisation of any problems of cold corrosion the following
procedures should be observed.

9. STAGE I

Operation of engine on light fuel with water cooled nozzles and the coolant in circulation.
Do not operate for a total period exceeding 400 hours before changing to Stage II.
10. STAGE II

Operation of the engine on light fuel with water cooled nozzles but with the coolant blanked off.
To blank the coolant off proceed as follows:---
With engine shutdown, the exhaust valve cage/nozzle cooling circulating pump stopped and the
outlet valve from the tank closed.
10.1 Drain the system
10.2 Disconnect the flexible pipes from the injector and distributor block.
10.3 Remove the injector from the cylinder head and drain off the water.
10.4 Replace the water inlet and outlet banjo connections at the top of the nozzle holder by distance
piece K30891 and fit to injector, using the original banjo bolt. Position the vent hole in K30891 so
that any discharge would be downwards. Replace the injector.
10.5 Blank off the connections to the distributor block using end cap K24042 and a copper washer.
10.6 Refill the system with water.
The engine is now suitable for running on LIGHT FUEL only.
Circulate the coolant to continue cooling of the exhaust valve cages and seats.

Part Nos. K30891 DISTANCE PIECE, K24042 END CAP and copper washer can be obtained from
our Spares Department.
When the engine reverts to operation on HEAVY FUEL the flexible pipes must be reconnected to
the nozzle holder to restore coolant circulation to the nozzle.
Operation of a water cooled nozzle without cooling is detrimental to the water jacket of the nozzle
and should not be continued for a total period exceeding 2000 hours if it is envisaged that
operation on heavy fuel will eventually be restored.

Last Issued 19.5.04 Page No. 9

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 11

If there is no intention to revert to operating on heavy fuel this mode of operating on light fuel may
be continued as long as the nozzles continue to operate efficiently and to the full extent of their
useful life.

If operation on light fuel only has become a permanent feature when nozzles require renewal we
recommend that Stage III conversion is carried out.

11. STAGE 111

Operation of engine on light fuel with water cooled nozzle holders, uncooled (dry) nozzles, and the
coolant blanked off.

In order to fit dry nozzles to water cooled holders, it is necessary to fit a new transfer blocks to part
number 53/226. With this transfer block fitted the standard nozzle for light fuel operation can be
fitted.

The procedure for blanking off the coolant, see Stage II, must also be carried out.

The engine will then be suitable for permanent operation on light fuel.

Nozzle holders, transfer blocks and nozzles

11.1 Fig. 3 left hand illustration

When a water cooled nozzle is fitted it must only be fitted to a water cooled nozzle holder and the
correct transfer block must be utilized.

The transfer block is double dowelled at both faces.

a) To locate the transfer block to the nozzle holder and ensure alignment of the fuel and water
cooling passages.

b) To locate the nozzle to the transfer block and ensure alignment of the fuel and water cooling
passages to the nozzle.
IT IS NOT PERMISSIBLE TO USE ANY OTHER TRANSFER BLOCK WITH A NOZZLE THAT IS
MADE FOR WATER COOLING.
11.2 Fig. 3 central illustration

Normally when an engine is to operate on light fuel only an uncooled nozzle holder is utilized with a
(dry) uncooled nozzle. The correct transfer block for this build must always be utilized.

The transfer block has annular grooves top and bottom --- no dowels. The annular grooves
transmit the fuel to the nozzle at any angular position however the fuel passages in the nozzle
holder, transfer block and nozzle are aligned.

Last Issued 19.5.04 Page No. 10

 KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 11

The top face of the block must be correctly mated to the nozzle holder to allow entry of the spring
spindle thrust pin end. The bottom face of the block will then be correctly mated to the nozzle. The
bottom face of the transfer block has a smaller central hole that fits over the nozzle needle thrust
pin end. In operation the nozzle needle shoulder abuts the bottom face of the transfer block and
controls the nozzle needle lift.
IT IS NOT PERMISSIBLE TO USE THIS TRANSFER BLOCK WITH ANY OTHER NOZZLE
HOLDER AND NOZZLE TYPE.
11.3 Fig. 3 right hand illustration

As an alternative build a cooled nozzle holder can be used with an uncooled (dry) nozzle,
providing a transfer block as illustrated is also used.

This special transfer block is double dowelled at its top face to locate the fuel nozzle holder and
transfer block fuel passages and blank off the water passages in the nozzle holder. The bottom
face of this transfer block has an annular groove so that fuel passes via this groove to the nozzle
without any necessity to align the fuel passages of the transfer block and nozzle.
IT IS NOT PERMISSIBLE TO USE THIS TRANSFER BLOCK WITH ANY OTHER NOZZLE
HOLDER AND NOZZLE TYPE.
11.4 If a water cooled nozzle is inadvertently fitted using a transfer block as in the right hand illustration
the bottom groove in the transfer block would transmit fuel to the water jacket of the nozzle. The
water jacket would fail due to the high pulse pressure of injection. Other abnormalities would
result if an incorrect transfer block is utilised in any of the instances described.

Where transfer blocks, nozzle holders and nozzles have dowel pins for ensuring correct alignment
and location these dowel pins must always be fitted.

Last Issued 19.5.04 Page No. 11

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 11 FIGURE 1

Item Description

1 Screw
2. Locknut
3.& 4. Top cap & Screws
5. Lifting Handle
6. Dowel
8. Lifting Handle Dowel
9. Gasket
11. Vent Screw
12. ‘O’ Ring Seal
13. & 14. Washer & Union
15. & 16. Capscrew & Ball
17. Inlet Connector
18.
19. ‘O’ Ring
20. Washer
21. Spindle
22. Nozzle holder Body
23. & 24. Spring & Spindle
25. ‘O’ Ring
27. Transfer Block
28. Nozzle Nut
32. & 33. Union Nut & Nipple
34. Union Nut
Water Cooling Space 35. Joint Ring
36. ‘O’ Ring Seal

Title: Date: Man. No

FUEL INJECTOR ASSEMBLY (COOLED) 6/00 1384/2
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 11 FIGURE 2

Item Description

1 Screw
2. Locknut
3.& 4. Top cap & Screws
5. Lifting Handle
8. Lifting Handle Dowel
9. Gasket
11. Vent Screw
12. ‘O’ Ring Seal
13. & 14. Washer & Union
15. & 16. Capscrew & Ball
17. Inlet Connector
18.
19. ‘O’ Ring
20. Washer
21. Spindle
22. Nozzle holder Body
23. & 24. Spring & Spindle
25. ‘O’ Ring
27. Transfer Block
28. Nozzle Nut
32. & 33. Union Nut & Nipple
34. Union Nut
35. Joint Ring
36. ‘O’ Ring Seal

Title: Date: Man. No

FUEL INJECTOR ASSEMBLY (UNCOOLED) 6/00 1074/4
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 11 FIGURE 3

Title: Date: Man. No

NOZZLE & TRANSFER BLOCK COMBINATIONS 6/00
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 12

CHAPTER INDEX

STARTING ---AIR SYSTEM EQUIPMENT

PARAGRAPH N0 SUBJECT PAGE N0

1. STARTING GEAR 1

2. AIR RECEIVER MAINTENANCE 1

3. STARTING AIR MASTER VALVE MAINTENANCE 1

3.1. Disassembly 1

3.2. Assembly and adjustment. 2

3.3. Disassembly 2

4. AUTOMATIC DRAIN VALVE MAINTENANCE 2

5. ADDITIONAL ITEMS ON MARINE ENGINES 2

5.1. Unidirectional engines 2

5.2. Direct reversing engines 2

5.3. Bursting---disc maintenance 3

ILLUSTRATIONS FIGURE
Start Air Master Valve 1
Cylinder Head Start Air Valve 2
Automatic Drain Valve 3
Typical Starting Air Bursting Disc 4

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 12

STARTING-- AIR SYSTEM EQUIPMENT

1. STARTING GEAR

The engine is started by compressed air (for pressure see Technical Data Sheet in Preliminary
Section 2.) which is piped from the air receiver to the starting air master valve Fig. 1. The master
valve is located in the air supply pipe at the free end of the engine and is operated by control air
from the pneumatic system when the start button is pressed. The master start valve admits air to
the rectangular distributor pipe which is connected to each fuel pump base. The top edge of the
annulus in the tappet plunger controls the opening of the inlet port and so ensures that air enters
the engine cylinders at the correct point in the cycle of operations. A pipe connects the outlet port
in each fuel pump base to the cylinder head and thence to the starting valve Fig.2.

The end of the distributor pipe is connected to an automatic drain valve Fig. 3. This valve is
normally open and drains moisture which may accumulate due to condensation. The valve is
made of stainless steel and closes immediately air is admitted to the manifold. A drain pipe is led to
the save all on the bedplate.

2. AIR RECEIVER MAINTENANCE

It is important that any water which accumulates in the receiver should be drained off at least
weekly. In a very humid atmosphere it may be necessary to drain every day. The interior surface
of the receiver should be inspected at regular intervals and the accumulated sludge and rust
removed by scraping. After a thorough cleaning it should be coated internally with a special
anti--corrosive paint which we can supply. Occasional hydraulic tests of the receiver should be
made at approximately 1 times the working pressure.

3. STARTING AIR MASTER VALVE MAINTENANCE (FIG. 1)

The valve should be stripped and cleaned during the annual overhaul unless leakage or other
problems are noticed.

3.1 Disassembly

a) Carefully remove retaining ring (9). Remove spool stop (7) and spring (6). Remove and
replace ‘O’ rings (8 and 2) on spool stop (7). Remove spool cap (5) from spool (3) as an
assembly. Separate spool cap (5) from spool (3) by removing capscrews (14). Remove and
replace ‘O’ rings (4) and (2) on spool (3). Remove and replace ‘O’ rings (16) on capscrews
(14).

b) With a 7/16” socket, hold nut (24) while using a wide blade screwdriver, remove Vent plug nut
(17). DO NOT AT ANY TIME REMOVE NUT (24) FROM VENT STEM (20). Remove and

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 12

replace ‘O’ ring (18) on vent plug nut (17). With a 5/8” socket, remove vent plug (19).
Remove and replace ‘O’ ring (18) from vent plug (19). Push vent piston (22) attached out
from spool (3). Remove and replace ‘O’ ring (23) on vent piston (22).

c) Coat all ‘O’ rings with a good grade of silicon based grease before reassembly.

3.2 Assembly and adjustment.

a) Reassembly requires adjustment of the vent piston (22) and vent plug (19). THIS
PROCEDURE MUST BE FOLLOWED TO ASSURE PROPER VALVE OPERATION.

b) Insert vent stem (20) through spool (3). Screw vent plug (19) back on vent stem (20) until
vent piston (22) is flush with the end of spool (3). While holding nut (24), screw vent plug nut
(17) on vent stem and tighten against vent plug (19). Vent assembly is now adjusted
properly and locked in place. Remaining components are assembled in reverse order of
disassembly.

c) If valve seals or other rubber parts are stocked as spares, they should be sealed in plastic
and stored away from sunlight to protect them from deterioration. Note: See Fig. 1. for list
of spare seals.

d) Coat all ‘O’ rings with a good grade of silicon based grease before reassembly.

4. AUTOMATIC DRAIN VALVE MAINTENANCE FIG. 3

At the intervals specified in Section 4. Chapter 1 move the knurled extension to the spring--loaded
valve in and out to ensure that it is free.

5. ADDITIONAL ITEMS ON MARINE ENGINES

5.1 Unidirectional engines

A starting--air bursting--disc with flame deflector is fitted, usually in the starting--air pipe between
the isolating valve and the starting--air master valve. For some applications this bursting--disc
may be replaced by the arrangement described in Paragraph 2.

5.2 Direct reversing engines

Starting--air bursting discs are fitted in the branch pipe admitting air to the starting valve in each
cylinder head. (See Fig.4 when applicable)

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 12

5.3 Bursting--disc maintenance

Bursting--discs are easily renewed. Spare discs should be stored in an immediately accessible
location. A failure would not normally occur unless there is damage to the starting valve in the
cylinder head. Bursting discs which have surface damage, such as scratching or scoring should
not be used. Prudently, bursting discs should be closely examined and/or new bursting--discs
should be fitted every two years.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 12 FIGURE 1

REF Part No. Qty Description

2 651 2 O--Ring, BUNA N (STD)
2 651L001 2 O--Ring, Viton
4 11169 1 O--Ring, BUNA N (STD)
4 11169L001 1 O--Ring, Viton
8 11154 1 O--Ring, BUNA N (STD)
8 11154L001 1 O--Ring, Viton
16 921 4 O--Ring, BUNA N (STD)
16 921L001 4 O--Ring, Viton
18 207 2 O--Ring, BUNA N (STD)
18 207L001 2 O--Ring, Viton
23 11197L121 1 O--Ring, BUNA N (STD)
23 11198L121 1 O--Ring, Viton
Z 911L001 Grease

Title: Date: Man. No

START AIR MASTER VALVE 6/00 2809
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 12 FIGURES 2&3

Fig 2. Cylinder Head Start Air Valve

1. ‘O’ Ring
2. Clamp
3. Collet / Collar
4. Retaining Collar
5. Spring Carrier
6. Washer
7. Spring
8. Stop
9. Body
10. Valve
11. Washer

Fig 3. Automatic Drain Valve

1. Nut
2. Washer
3. Body
4. Valve
5. Washer
6. Plug
7. Spring
8. Circlip
9. Washer
10. Stud

Title: Date: Man. No

CYL. HEAD START AIR VALVE AND AUTOMATIC 6/00 3174
DRAIN VALVE
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 12 FIGURE 4

1
TO STARTING VALVE
2

6
CYLINDER HEAD

NO. DESCRIPTION

1. RETAINING PLUG

2. HOUSING

3. RETAINING RING.

4. BURSTING DISC

5. BANJO BOLT

6. COPPER WASHER

Title: Date: Man. No

TYPICAL STARTING AIR BURSTING DISC 6/00 0819/3
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 13

CHAPTER INDEX

TURBOCHARGER AND CHARGE AIR EQUIPMENT

PARAGRAPH N0 SUBJECT PAGE N0

1. TURBOCHARGER AND AIR FILTER 1

2. CHARGE---AIR COOLERS 1

2.1. Water---cooled charge---air 1

2.2. Air---cooled charge---air 1

3. MAINTENANCE OF TURBOCHARGER
AND CHARGE AIR EQUIPMENT 2

3.1. Turbocharger 2

3.2. Charge---air cooler 2

3.3. Air intake filter 2

ILLUSTRATIONS FIGURE
Turbocharger and Charge Air Equipment Schematic 1

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 13

TURBOCHARGER AND CHARGE AIR EQUIPMENT

1. TURBOCHARGER AND AIR FILTER (Separate sets of equipment for each bank of Vee
Engines)

1.1 The turbocharger is supported on a bracket bolted to the cylinder casing, with the charge---air
cooler bracketed off the casing at the same end (see Section 1 Chapter 4). (For air cooled systems
see Para. 2.2 below)

1.2 Air filter(s), normally the panel type with metal or fabric elements are arranged to supply air from
outside the building or engine room to the air inlet end of the turbocharger through ducting,
sometimes via a noise attenuator. On some installations the filter(s) are integral with the
turbocharger, in which case, air is drawn from inside the building or engine room. These filters also
provide some noise attenuation.

1.3 Any restrictions in the air supply to the turbocharger will not only reduce the engine output but also
increase the temperature of the exhaust gases and produce a dirty exhaust. MAN B&W Diesel
Limited, Mirrlees Blackstone, must be consulted before altering any part of the charge---air
system.

1.4 The turbocharger gas inlet and outlet casings are cooled by water tapped off the jacket system
near the engine inlet. The water passes through the casings and returns to the system
downstream of the jacket outlets. (See Section 1 Chapter 5, Fig. 1 or 2).

2. CHARGE -- AIR COOLERS

2.1 Water---cooled charge---air

a) Air passes over a series of tubular elements through which the cooling water flows. To avoid
frequent cleaning of the tubes ensure that the water is as clean as possible.

b) A plug or cock is provided on top of the cooler (in the water side) for venting.

c) A drain cock in the air---side duct facilitates drainage of any condensation.

2.2 Air---cooled charge---air

For installations at site where there is a shortage of water for cooling, the charge---air is usually
passed through air blast coolers. These are known as radiators and are located outside the
building. The compressed air from the turbocharger compressor outlet has to be ducted out to the
radiator and back to the engine air manifold.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 13

3. MAINTENANCE OF TURBOCHARGER AND CHARGE AIR EQUIPMENT

3.1 Turbocharger

a) Refer to the turbocharger and air cooler/radiator manuals whenever a turbocharger or air
cooler is to be opened up for inspection or maintenance.

b) If any unusual vibration develops in the turbocharger, investigate the cause immediately
(refer to the turbocharger instruction manual in Volume 2, Section 1).

c) Maintain the bearing lubrication oil levels between the marks on the sight glasses, (see the
list of approved lubricants in Section 2 Chapter 8 for topping---up). Provided the regular
maintenance, detailed in the manufacturer’s manual (Volume 2 Section 1) is completed, the
life of the roller/ball bearings may be extended to the maximum quoted in that manual.

d) Clean the turbocharger compressor and turbine at suitable intervals to prevent excessive
build---up of contamination. Approved methods and equipment are described in Section 4.
Chapter 6. However, the turbocharger must still be overhauled periodically by completely
dismantling.

e) In the unlikely event of a turbocharger failing, the engine must be shutdown immediately and
the action described in the ’FAULTS’ section of the turbocharger manual may be completed.
However, after restarting under these temporary emergency conditions, the engine load
must be reduced to approximately 25% of the continuous full---load rating.

3.2 Charge---air cooler

Clean the charge---air cooler to the maker’s instructions in Volume 2 Section 1. Drain off any
condensation at least daily. If the drain off is always of long duration due to a large amount of
condensate the drain cock can be left permanently open. This is usually necessary at sites where
there is high atmospheric humidity.

3.3 Air intake filter

Service the filter to the maker’s instructions included in Volume 2 manual.

Mesh panel type elements of non---automatic air filters should be cleaned and re---oil wetted at
least every three months. This is necessary to protect the media from deterioration and to ensure
the media is always sufficiently oil wetted to maintain the efficiency of air filtration. Avoid excessive
dirt loading---clean more frequently in dry dust laden atmospheres.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 13 FIGURE 1

Title: Date: Man. No

SCHEMATIC ARRANGEMENT OF CHARGE AIR EQUIPMENT 6/00 2813
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 14

CHAPTER INDEX

CHARGE AIR AND EXHAUST MANIFOLDS

PARAGRAPH N0 SUBJECT PAGE N0

1. AIR INLET MANIFOLD 1

2. EXHAUST MANIFOLDS 2

3. AIR INLET MANIFOLD MAINTENANCE 2

4. EXHAUST MANIFOLD(S) MAINTENANCE 2

ILLUSTRATIONS FIGURE
Typical air inlet manifod connections 1
Arrangement of exhaust pipes 2
Exhaust pipe heatshield arrangement 3

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 14

CHARGE AIR AND EXHAUST MANIFOLDS

1. AIR INLET MANIFOLD (Fig. 1)

1.1 Description

The manifolds comprise sections of pipe, one section to one cylinder, coupled together by flexible
joints. The intermediate joints incorporate a flange carrying an ’O’ ring forming a seal inside a
connection ring thereby allowing for differential expansion between the manifold and cylinder
casing. The flange and ring are secured to the manifold flanges by setscrews and
spring---washers. Tool---trays bolted to the top of the manifolds facilitate servicing the cylinder
heads.

1.2. Assembly

To assemble the manifold on the engine, start downstream of the charge---air cooler (intercooler)
as follows:

a) Fit the ’O’ ring in the groove in the flange and place the connection rings over the ’O’ ring.

b) Lift the manifold into position and attach to the cylinder head by setscrews and
spring---washers with the joints in position; do not tighten at this stage.

c) Connect the connection ring to the air---duct by setscrews and washers with the joint in
position.

d) Attach the flange to the other end of the manifold with the ’O’ ring and connection ring in
position.

e) Offer up the next section of manifold and attach to the cylinder head, connect the manifold to
the connection ring on the previous manifold, and proceed to fit the remaining sections in a
similar manner.

f) Joints must be fitted between all flanges.

g) When manifolds are lined up, tighten the cylinder head setscrews.

1.3 Adjusting the air manifold temperature

The air temperature at the inlet to the manifold should be controlled to within the limits given
in Section 3, by adjusting the valve at the water outlet from the charge---air cooler, or by
adjusting the by---pass valve to control the amount of air passing through the radiator (on air
cooled systems).

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 14

2. EXHAUST MANIFOLDS

2.1 Fit the exhaust manifolds to the engine in sections and not as a complete assembly. Before fitting
any bolts or setscrews, coat the threads with graphite to prevent seizure due to heat.

2.2 Assemble the manifolds on the engine, starting at the turbocharger.

a) The engines have multiple manifolds, fit them to the engine starting with the bottom manifold
assembly then progressing fit the other manifold assemblies working upwards. Complete
each manifold assembly in turn before starting to fit the next higher manifold assembly.

b) Always secure the exhaust pipe at each side of an expansion bellows before fitting the
bellows, this is to ensure that the bellows does not support the weight of the pipes during
assembly. There is an arrow on the flange of each bellows indicating the direction of exhaust
gas flow, ensure that these arrows all point towards the turbocharger. The bellows are
slightly shorter than the gap between the two exhaust pipes. When the flange bolt s are
tightened the bellows are therefore tensioned. This pre---tensioning reduces the stresses in
the bellows when they are at their normal running temperature, because expansion of the
exhaust pipes closes the bellows partially and induces slight compression.

c) Ensure that all joints are fitted and tighten the bolts at each flange evenly. The nut end of the
bolts to be at the bellows flange, take care and do not damage the bellows convolution when
tightening.

d) Each branch pipe from the cylinder head has provision for a pyrometer thermocouple. The
depth of the immersion of the thermocouples must be 2 inches (51 mm) in all branches.

e) Fit and secure the heat shields.

3. AIR INLET MANIFOLD MAINTENANCE

3.1 Whenever a manifold has to be removed for other maintenance:---

a) Inspect all joints and ’O’ rings and renew if necessary.

b) Wash the inside of the manifold with paraffin to remove any oil deposits.

4. EXHAUST MANIFOLD(S) MAINTENANCE

4.1 Whenever a manifold has to be removed for other maintenance:---

a) Inspect all joints, renew if necessary.

b) Clean out thoroughly.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 14

c) Exhaust pipes and branches and particularly bellows sections should be cleaned by
immersion in a proprietary de---carbonising liquid for a period specified by the manufacturer.

4.2 On removal from this liquid the bellows sections should be “worked” to ensure the unit is flexible
before refitting to the engine.

4.3 Bellows sections that are severely coated with carbon become ’solid’ and do not act as expansion
pieces properly, which can lead to fracturing of the exhaust branch sections. It is therefore
essential that bellows are cleaned and checked for flexibility on a regular basis.
NOTE: --- Observe the necessary safety precautions when using de ---carbonising liquids,
protective clothing, etc.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 14 FIGURE 1

1 7 3 9 6 10 9 3 7 8 1

1. Air Manifold
2. Bolt
3. Spring Washer
4. Nut
1 4 3 9 5 2 5. End Cover
6. Connection Flange
7. Setscrew
8. Joint Ring
9. Joint
10. Connection Ring

Title: Date: Man. No

TYPICAL AIR INLET MANIFOLD CONNECTIONS 6/00 1200/4
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 14 FIGURE 2

Title: Date: Man. No

ARRANGEMENT OF EXHAUST PIPES (16CYL) 6/00 2069
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 14 FIGURE 3

Title: Date: Man. No

EXHAUST PIPE HEATSHIELD ASSEMBLY 16 CYLINDER 6/00 2070
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 15

CHAPTER INDEX

FLYWHEEL AND TURNING GEAR

PARAGRAPH N0 SUBJECT PAGE N0

1. FLYWHEEL 1

2. TURNING (BARRING) GEAR 1

3. TURNING (BARRING) GEAR MAINTENANCE 1

ILLUSTRATIONS FIGURE
Flywheel Turning (Barring) Gear unit 1&2

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 15

FLYWHEEL AND TURNING GEAR

1. FLYWHEEL (See Section 2. Chapter 21 Tool 45 for lifting instructions)

1.1 The flywheel bolt holes in the crankshaft, flywheel and alternator are pre--finished sized holes
which do not require reaming for alignment.
1.2 To couple the alternator or driven machinery to the engine, first secure the flywheel to the
crankshaft coupling flange by two setscrews, ensuring that the marks on the crankshaft coupling
flange and flywheel coincide. Align the flywheel and crank to each other using three flywheel bolts
as locating pins. Align the alternator flange to the flywheel and align the bolt holes using three
flywheel bolts as previous, fit all the bolts by driving the bolts from the coupling side, tighten the
nuts and fit split pins. Note:- The flywheel bolt nuts should be tightened hand tight and then
the nuts tightened a further 60 0 rotation (or one flat) using an open ended spanner and a
suitable sized lever such as a pipe. Stamp the driven coupling and the flywheel at one bolt
location.
1.3 The outer bearing of the driven machinery of industrial installations should be raised or lowered to
give crankweb deflection readings within the limits given in Section 2 Chapter 1.
2. TURNING (BARRING) GEAR

2.1 Turning (barring) gear is provided to facilitate turning of the engine for inspection and
maintenance procedures.
2.2 When barring the engine round open the pressure indicator valves to relieve the cylinder
compression.
2.3 Electric motor driven barring gear will have been supplied:--
i.e. A motor driven and hand operated turning gear, Section 2. Chapter 15 Fig.1, mounted on a
separate stool bolted to the foundation. A turning gear pinion is meshed with the flywheel rack by a
hand--operated lever. When the turning gear is engaged, the turning gear interlock operates and
the engine cannot be started until it is disengaged. The turning gear is normally operated by an
electric motor and controlled by a push--button FORWARD/REVERSE starter.
When power is not available, or when small precise movements are required, the turning gear can
be operated manually. In meshing the pinion with the teeth on the perimeter of the flywheel,
ensure that there is a backlash of at least 0.030 inch (0.76 mm) in all positions
3. TURNING (BARRING) GEAR MAINTENANCE

The turning gear is used very infrequently therefore it is unnecessary to service it during the
annual overhaul. However the gearbox oil--level in the motorised turning gear described in
Section 2 Chapter 15 above should be maintained using oil(s) specified in Fig.1.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 15 FIGURE 1

Title: Date: Man. No

FLYWHEEL TURNING (BARRING) GEAR UNIT 6/00 1265/2
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 15 FIGURE 2

Title: Date: Man. No

FLYWHEEL TURNING (BARRING) GEAR UNIT 6/00 1266/1
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 16

CHAPTER INDEX

INSTRUMENT, ALARM AND PROTECTION EQUIPMENT

PARAGRAPH N0 SUBJECT PAGE N0

1. SPEED INDICATOR EQUIPMENT 1

1.1. Engine speed 1

1.2. Turbocharger speed 1

1.3. Engine speed switches 1

1.4. Speed indicator 1

2. INSTRUMENT PANEL 2

3. ALARM AND EMERGENCY SHUTDOWN EQUIPMENT 2

3.1. ALARM SENSING DEVICES 2

a) Standard arrangement 2

3.2. ALARM SENSING DEVICES 4

a) Optional 4

3.3. ENGINE SHUT---DOWN UNDER FAULT CONDITIONS 5

a) Pneumatic and Mechanical Trips 5

b) Electrical trips (simultaneous alarm and shut---down) 5

c) Electrical trips (first stage alarm, second

stage shut---down) 5

ILLUSTRATIONS FIGURE
Speed Indicator Equipment 1
Engine Speed Probe 2
Turbocharger Speed Probe (Transducer) 3

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 16

INSTRUMENT, ALARM AND PROTECTION EQUIPMENT

1. SPEED INDICATOR EQUIPMENT (Fig. 1)

1.1 Engine speed

A transducer probe is fitted to the flywheel teeth speed pickup bracket. As each tooth passes the
probe, a signal is transmitted to the engine speed amplifier and thence to the selection switch and
the engine speed indicator. The speed indicator is mounted on the instrument panel.
The probe is set with a clearance of 0.020 in (0.5 mm) between its tip and the gearwheel teeth (see
Fig. 2).

1.2 Turbocharger speed

A probe in the air inlet casing senses turbocharger rotor shaft speed, and transmits a signal to an
amplifier and thence to the selection switch and the speed indicator. A transducer probe sensing
the speed of a disc on the turbocharger shaft (Fig.4).

1.3 Engine speed switches

Typical Settings
NORMAL RUNNING SPEED
Below 526 r.p.m 600 r.p.m.

a) Cancellation of the start air supply 100 100

when the engine speed reaches

b) Isolation of the alarm panel until 460 550

the speed reaches

c) Overspeed alarm when the speed 575 690

reaches

Switches in the engine speed amplifier circuit provide signals for the above, refer to Fig.1 diagram
at the end of this section.

1.4 Speed indicator

The speed indicator has a dual scale graduated for engine and turbocharger speeds. The
appropriate speed is selected by a three position switch, the centre position for engine speed and
the right or left position for turbocharger speed. The switch is fitted with a spring bias and returns
automatically to the centre position.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 16

2. INSTRUMENT PANEL

Instruments for engine operating temperatures and pressures are usually mounted within the local
engine control panel or console near the flywheel end of the engine. All pressure gauges are
provided with three---way cocks to relieve the pressure after the reading has been taken, or to
facilitate shutting off the pressure supply and enable a faulty gauge to be replaced without
stopping the engine..

3. ALARM AND EMERGENCY SHUTDOWN EQUIPMENT

3.1 ALARM SENSING DEVICES

a) Standard arrangement
Sensing devices for the following fault conditions are usually fitted.

Typical
Variable Setting of Sensor
Imperial S.I.
Jacket Water Temperature --- Outlet High 1900F 870C
Lubricating Oil Pressure --- Inlet (Electrical Low 5 lbs/in2 below 0.034 bar below
Systems) normal hot oil normal hot oil
pressure pressure
Lubricating Oil Pressure --- Inlet (Mechanical Low 10 to 14lbs/in2 0.69 to 0.96 bar
Systems) below normal below normal hot
hot oil pressure oil pressure

Lubricating Oil Filter Differential Pressure High 12 lbs/in2 0.83 bar

b) Standard arrangement cont.

Sensing devices for the following fault conditions are usually fitted.

When the engine systems are radiator cooled the following additional alarms are fitted:---

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 16

Typical
Variable Setting of Sensor

Imperial S.I.

Valve Cage Tank Level Low 90% Full

Injector Cooling Pressure Low 50 lbs/in2 3.4 bar
Alternator Bearing Lubricating Oil Pressure Low 20 lbs/in2 1.4 bar
(Pressure Fed Systems Only)
Normal
Low 70 lbs/in2 4.8 bar
Control Air Pressure Supply
Emergency
Low 70 lbs/in2 4.8 bar
Supply
Fuel Spill Tank Level High 65% Full
Engine Speed High 15% Above Normal Speed

Typical
Variable Setting of Sensor
Imperial S.I.

Charge Air Temperature at Radiator Outlet High 1490F 650C

Lubricating Oil Temperature at Engine Outlet High 1850F 850F

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 16

3.2 ALARM SENSING DEVICES

a) Optional

Sensing devices for the following fault conditions may also have been fitted if requested
contractually.

Typical
Variable Setting of Sensor
Imperial S.I.
Lubricating Oil Temperature at Engine Outlet High 1850F 850C
Exhaust Valve/Injector Water System Temp. High 1900F 880C
Jacket Water Flow Low 1500F 660C
Heavy Fuel Pressure When Low
Heavy Fuel Temperature Applicable Low
Crankcase Oil Mist Level High
Main Bearing (Oil) Temperature High
Radiator Cooling Air Flow (All Systems) Low
Turbocharger Speed and/or Vibration High
Bedplate --- Sump or Sump Tank Level Low
Fuel Filter Differential Pressure High 10 lbs/in2 0.7 bar
Starting Air System Pressure Low 250 lbs/in2 17.0 bar
Cylinder Exhaust Temperature High
Deviation from Means of all Cylinders,
and/or Turbocharger Exhaust Temperature.
Alternator --- Air Outlet Temperature High

The actuating devices are connected to a suitable alarm---annunciating system usually

forming part of the control and instrument panel.

Last Issued 19.5.04 Page No. 4

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 16

3.3 ENGINE SHUT -- DOWN UNDER FAULT CONDITIONS

a) Pneumatic and Mechanical Trips

The engine is usually fitted with the following automatic shutdown devices as standard.

Typical
Variable Setting of Sensor
Imperial S.I.
Lubricating Oil Low Pressure Trip (Mechanical) 10 to 14lbs/in2 0.69 to 0.96 bar
below normal below normal hot
hot oil pressure oil pressure
Control Air Low Pressure Trip 70 lbs/in2 4.8 bar
15% Above Normal
Overspeed Trip ( See Section 2 Chapter 10) Running Speed

b) Electrical trips (simultaneous alarm and shut -- down)

Each of the alarm sensing devices can also provide the signal for a 1st stage (simultaneous)
shutdown by energising a shutdown solenoid valve. The solenoid valve directs control air to the
stop cylinder, the piston in which moves the fuel pump control shaft and thus the fuel pump racks
to the ’no fuel’ position.

c) Electrical trips (first stage alarm, second stage shut -- down)

For selected fault conditions, additional sensing devices can be fitted to provide two---stage alarm
and shutdown. With 2nd stage shutdown, if an alarm condition deteriorates still further (from the
settings listed in Para 3.1a) the engine is shut---down as in (3.2b) above. Shutdown will then be
initiated at the following valves.

NOTE: 1 Additional sensing devices can be fitted on request but those detailed above can
be considered adequate for protection for an engine in a manned station or engine ---room
(personnel always on duty).
Note: 2 The actual equipment fitted will be in accordance with specific contractual
requirements and settings may vary slightly to accommodate special operational features.

Last Issued 19.5.04 Page No. 5

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 16

Typical
Variable Setting of Sensor
Imperial S.I.

Jacket Water Temperature High 1950F 910C

Lubricating Oil Temperature at Engine Outlet High 1900F 880C

Last Issued 19.5.04 Page No. 6

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 16 FIGURE 1

B D

F
A

E1

E2

G2

A. Selector Switch
B. Engine--Speed Amplifier
C. Turbocharger Amplifier
D. Engine--speed Probe
G1 E1. ‘A’ Bank Turbo. Speed Probe
E2. ‘B’ Bank Turbo. Speed Probe
F. Speed Indicator
G1--3 Speed Switches

G3

Title: Date: Man. No

SPEED INDICATOR EQUIPMENT 6/00 0999/2
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 16 FIGURE 2

FLYWHEEL

PROBE
REF. K30908

0.5mm (.020”)
Clearance

Title: Date: Man. No

ENGINE SPEED PROBE 6/00 1625
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 16 FIGURE 3

105
15 70
30

M12

For VTR160 to 250 --- M5

For VTR 320 --- M6

11 Dia.

Gap = 1mm. This corresponds to approx ¾ of a

turn of the pick ---up thread

Title: Date: Man. No

TURBOCHARGER SPEED PROBE (TRANSDUCER) 6/00 1623
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 17

CHAPTER INDEX

LUBRICATING OIL FILTER

PARAGRAPH N0 SUBJECT PAGE N0

1. LUBRICATING OIL FILTER, SIMPLEX

TYPE (SINGLE CANISTER) 1

2. LUBRICATING OIL FILTER, DUPLEX

TYPE (TWIN CANISTERS) 1

3. FILTER MAINTENANCE 1

3.1. Cartridge changes 1

3.3. Preparation for cartridge removal 2

3.4. Cartridge renewal 2

3.5. Priming after cartridge renewal 3

4. MINIMUM RECOMMENDED SPARES 4

ILLUSTRATIONS FIGURE
Typical Vokes Lubricating Oil Filter (Simplex) 1
Vokes Multi---cartridge Insert Assembly 2

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 17

LUBRICATING OIL FILTER (FIG. 1)

1. LUBRICATING OIL FILTER, SIMPLEX TYPE (SINGLE CANISTER)

1.1 The filter used in a single casing type containing several disposable microfelt cartridges. Oil flow
through the filter is from outside to inside the cartridges.

1.2 A pressure gauge (4), a 3---way cock (10) and a differential pressure switch (5) with isolating valves
(6) are mounted on the casing. The gauge is calibrated up to 160 lb/in2 (10 bar). The switch is set
to initiate an alarm at the differential pressure quoted in Section 2 Chapter 16.

1.3 A vent plug (or air release valve) is mounted on top of the casing and a valve or plug is provided in
the base for draining oil and sludge.

2. LUBRICATING OIL FILTER, DUPLEX TYPE (TWIN CANISTERS)

2.1 A duplex filter, similar in construction and operation to the simplex type described in Para. 1.1, is
fitted to some installations to facilitate cartridge renewal while the engine is running. The filter unit
comprises two casings interconnected by a changeover valve system incorporating a balance
valve (9).

2.2 The pressure gauge (4) and differential pressure switch (5) sense the inlet and outlet pressures of
whichever filter canister is in use.

2.3 The capacity of each casing is approx. 40 gallons (182 litres).

3. FILTER MAINTENANCE

3.1 Cartridge changes

When new filter cartridges are fitted there is usually only a differential pressure loss of 2 to 3 lb/in2
(0.13 to 0.20 bar). The differential pressure loss must be observed and recorded each watch or
shift as specified in Section 4. Chapter 1. Take the inlet and outlet pressure gauge readings when
the engine oil is hot, at normal running temperature. Fit another set of new cartridge elements
when any of the following limits are exceeded:---
When the differential pressure loss exceeds 12 lb/in2 (0.83bar).
After 12 months use.
After 3000 hours running.

The differential pressure is the pressure across the filter cartridge. Elements MUST NOT be
washed and re---used. Before fitting make sure that the inside of each element is clean and is free
from the ingress of any packing materials.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 17

Observe strict cleanliness and completely ensure that any dirt, threads from wiping cloths or slings
or any debris from overhead does not enter the delivery side of the filter. The ingress of any dirt can
result in the commencement of bearing failures within the engine.

3.2 Pressure gauge and/or differential pressure switch maintenance

a) Isolate the pressure gauge (4) by rotating the 3---way cock (10) to ’OFF’.

b) Close both isolating valves (6) simultaneously. (See CAUTION on this page).

c) Having completed the maintenance, ’Open’ both isolating valves (6) simultaneously.
CAUTION:
Both valves (6) must be operated in phase to avoid damaging the differential pressure
switch (5). If the engine is running it is essential to re ---open them as soon as possible to
maintain the ’differential pressure high’ alarm, which will be inoperative while its switch (5)
is isolated.
3.3 Preparation for cartridge removal

a) Simplex type
i) Shut---down the engine
ii ) On installations where the filter is mounted at a lower level than the engine, oil will drain
from the bedplate oil---gallery and from the piping between the filter and the gallery.
b) Duplex type
i) Isolate the filter to be changed by rotating the changeover valve to the other filter.
ii ) Close the balancing valve.
3.4 Cartridge renewal

Procedure for changing the cartridges is the same for both types of filter.
a) OPEN the air release valve (1) or loosen the air---vent plug on the isolated filter.

b) Position a suitable container to collect the dirty oil and/or sludge. Each filter casing contains
about 40 UK gal (182 litres).

c) Open the filter casing drain (or remove the plug) at the base of the filter and drain all the oil
and sludge, and ensure that the filter is fully drained.

d) Remove the cover nuts and bolts.

e) Using the jacking screws to break the seal, lift the cover carefully to avoid damaging the
gasket.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 17

f) Withdraw cartridge assemblies taking care not to damage ’O’ ring seals.

g) Dismantle the cartridge assemblies by pulling the spring loaded locking pin outwards, using
the ring provided and unscrewing the hand nut in an anti---clockwise direction.

h) Discard element cartridges after removal from centre bolt and assembly caps.
CAUTION:
THE MICROFELT CARTRIDGE IS DISPOSABLE AND MUST NOT BE DISMANTLED OR
CLEANED FOR FURTHER USE.
i) Examine the cover gasket (and ’O’ ring seals); if worn or damaged renew.

j) Thoroughly clean all joint faces.

k) Clean interior of case and wash metal components in a suitable solvent and dry thoroughly.

l) Carefully assemble the new cartridges over the centre bolt with their support caps between
each, ensuring even seating.

m ) Replace the retaining plate.

n) Pull the spring loaded locking pin outwards and screw the hand nut down until the cartridges
are fully sealed. Release the pin and locate the hand nut in the locked position.

o) Lower the insert assemblies into the filter body holding the ’O’ ring seal in position. Ensure
that the top cap is fully seated.

p) Carefully replace the cover gasket.

q) With jacking screws clear, refit the cover locating to the dowel and ensuring the cover is
seated evenly on the gasket. Ensure there is no dirt on the tube studs that retain the
cartridges.

r) Replace the securing bolts, tightening evenly and firmly all round.

s) Dispose of the dirty cartridges.

t) Close the filter body drain (or refit the plug).

3.5 Priming after cartridge renewal

a) Simplex type filter

i) Ensure that the filter drain is closed.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 17

ii ) Leave the air---release valve (or vent plug) open.

iii ) Ensure that the lubricating oil system is pressurised, if not by the engine---driven
pump(s) at least by the priming pump.
iv ) Close the air release valve (or retighten the vent---plug) when a steady flow of oil, free
of bubbles, emerges from the vent.
b) Duplex type filter

i) Open the balancing valve (9).

ii ) Ensure that the filter drain is secured and the air---vent open.
iii ) Ensure that the lubricating oil system is pressurised, if not by the engine---driven
pump(s) at least by the priming pump.
iv ) Very slowly rotate the changeover valve to ’Prime left (or right) hand’ (whichever has
just been serviced).
v) Close the air---vent when a steady flow of oil, free from bubbles, emerges from the vent.
vi ) Slowly select the filter to be used by rotating the changeover valve to ’Right (or Left)
hand filter’.
vii ) Replenish the engine lubricating oil as necessary. Up to 40 UK gal (182 litre) will have
been drained out of the engine system to fill the filter.
4. MINIMUM RECOMMENDED SPARES

Cartridge (element) 12
Cover gasket 2
Insert assembly O---rings 6
NOTE: When ordering replacement parts always quote the installation drawing number of
the filter.
5. ILLUSTRATIONS:

FigureNo. Identification Title and/or Description

1 1365/4 Vokes lubricating oil filter Simplex arrangement
(or half a duplex arrangement)
2 2205 Vokes Multi---Cartridge Insert Assembly

Last Issued 19.5.04 Page No. 4

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 17 FIGURE 1

10

outlet
2
9
5

6
inlet

Changeover Valve
System (Duplex
Systems)

1. Air Release Valve

2. ‘O’ Ring Seal
3. Cartridge Assembly
4. Pressure Gauge
5. Differential Pressure Switch
6. Isolating Valves
7 7. Drain Valve
8. Changeover Control
9. Balance valve & Pipe
10. 3--Way Cock

Title: Date: Man. No

TYPICAL LUBRICATING OIL FILTER (SIMPLEX) 6/00 1365/4
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 17 FIGURE 2

FILTER
CARTRIDGES

SPRING--LOADED
LOCKING PIN

HAND LOCKING NUT

Title: Date: Man. No

‘VOKES’ MULTICARTRIDGE INSERT ASSY 6/00 2205
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 18

CHAPTER INDEX

FILTER FOR LIGHT FUEL

PARAGRAPH N0 SUBJECT PAGE N0

1. DESCRIPTION OF FILTER 1

2. MAINTENANCE OF LIGHT FUEL FILTER 1

2.1. Dismantling and cleaning procedure 1

2.2. Cleaning procedure 1

2.3. Assembling procedure 1

ILLUSTRATIONS FIGURE
Typical Light Fuel Filter 1

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 18

FILTER FOR LIGHT FUEL

1. DESCRIPTION OF FILTER

The filter is of the Duplex type, i.e. one element can be serviced whilst the other is in use. This is
effected by a changeover cock incorporated in the filter.
IMPORTANT The elements of the filters are of the replaceable type and cannot be effectively
cleaned. Fit a new element when the pressure loss across the filter is approaching 10 lb/in
(0.68 bar), as denoted by the inlet pressure gauge reading minus the outlet pressure gauge
reading.
2. MAINTENANCE OF LIGHT FUEL FILTER (FIG.1)

2.1 Dismantling and cleaning procedure

a) Unscrew the air release plug (5) and drain the filter by removing the drain plug (21).

b) Unscrew the nuts or bolts in the head and withdraw the case (15) complete with filter element
assembly.

c) Lift out the element assembly and remove the locking wire (18).

d) Unscrew the wingnut (20) and remove the top and bottom caps (11 & 17) along with the
insert pads (10 & 16).

e) Remove the element from the perforated cylinder (tube).

f) Discard the element (14) and insert---pads (10 & 16).

2.2 Cleaning procedure

a) Clean all metal parts in clean paraffin or light fuel and dry thoroughly.

b) Examine all joints (rings, washers etc.) and renew if damaged. To renew the top cap seal,
remove the old one and clean off the seating face before cementing the replacement in
position with “Bostick 1755”.

2.3 Assembling procedure

a) Assemble the perforated cylinder (or tube) to the new element (14).

b) Place new insert---pads (10 & 16) into top and bottom caps (11 & 17).

c) Fit top and bottom caps to element, ensuring that they are seating correctly.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 18

d) Replace the washer and wingnut (20), tighten the wingnut firmly and lock with new wire.

e) Replace the spring (19) centrally in the filter case and seat the element assembly correctly
onto the spring.

f) Ensure that the joint (seal) ring (9) is in its groove and offer the case up to the head.

g) When applicable slide the clamp ring up the case (15), and align the holes.

h) Tighten the nuts or bolts evenly to avoid distorting the flange or clamp ring.

i) Replace air release plug (5)

j) Move the handle to ’PRIME’ and bleed the new element by unscrewing the air release plug.

k) Tighten the plug after all air has been expelled.

l) Move handle fully over to select whichever filter element is to be used.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 18 FIGURE 1

Parts Supplied by makers of Filter

No. Description
No. Description
1. Ass’y of Fuel Delivery Pipe to Manifold 21. Drain Plug
2. Plug 22. Gasket
3. Washer 23. Plug
4. Elbow 24. Washer
5. Plug -- Air release 25. Stud
6. Stud 26. Washer
7. Nut 27. Nut
8. Joint Ring 28. Washer
9. ‘O’ Ring 29. Head Casting
10. Pad 30. Valve Body
11. Cap -- Top 31. Washer for Wing Nut
12. Nut 32. Washer
13. Inner Perforated Cylinder 33. Plug Valve
14. Element 34. Plate Indicator
15. Case Ass’y 35. Screw
16. Pad 36. Stud
17. Cap -- Bottom 37 Handle for Valve
18. Locking Wire 38. Center Bolt
19. Spring 39. Nut
20. Wing Nut 40. Stud
41. Spring Washer

Title: Date: Man. No

TYPICAL LIGHT FUEL FILTER 6/00 0768/2
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 19

CHAPTER INDEX

HEAVY FUEL FILTER SIMPLEX TYPE (SINGLE CANISTER)

PARAGRAPH N0 SUBJECT PAGE N0

1. DESCRIPTION 1

2. FILTER MAINTENANCE 1

3. PROCEDURE FOR CHANGING ELEMENTS 2

ILLUSTRATIONS FIGURE
Typical Heavy Fuel Filter (Vokes) 1

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 19

HEAVY FUEL FILTER SIMPLEX TYPE (SINGLE CANISTER)

1. DESCRIPTION

1.1 The heavy fuel filter is normally a Simplex type comprising a single canister vessel containing two
filter elements. Some installations (mainly marine) may have two filters interconnected by three
way changeover valves so that the elements in one canister can be changed while the engine
continues to be run on heavy fuel oil.

1.2 Each vessel is cylindrical with a full diameter flanged top cover. Cylindrical filter elements fit snugly
on---vertically drilled tubes and are secured firmly by a spring---loaded pressure plate. The outer
casing of the filter may in some cases be fitted with a steam jacket.

1.3 Pre---heated heavy fuel flows into the filter via the inlet connection, through the elements from the
outer---surface to the centre, down the vertical drilled tubes to the base of the filter, and through the
outlet connection.

1.4 The cartridge elements are manufactured as throw---away items and must not be cleaned or
re---used.

1.5 The pressure drop across the filter is initially between 2 and 5 lb/in2 (0.14 and 0.35 bar) with new
elements and increases gradually to the maximum permissible of 15 lb/in2 (1.03 bar) when the
elements must be renewed.

2. FILTER MAINTENANCE

2.1 When the differential pressure exceeds the figure quoted in Para 1.5 renew the elements as
described in Para 3.

2.2 Have a new gasket available in case the one fitted is damaged during dismantling. Replacement
parts such as head gaskets and elements can be obtained from ALSTOM Engines Ltd. Quote the
relevant details from the data plate on the filter when ordering.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 19

3. PROCEDURE FOR CHANGING ELEMENTS

3.1 If two filters are fitted ensure the interconnecting handle of the three---way valve is switched to
operate the ’other’ filter vessel. If a simplex filter is fitted, select light fuel if the engine is to continue
running, if the installed pipe system permits continued running of the engine.

3.2 Open the filter drain . The filter capacity is approximately 25 gallons.

3.3 Remove the cover nuts, washers, and bolts holding down the top flange.

3.4 Remove the cover taking care not to damage the head gasket.

3.5 Remove old elements and thoroughly clean the inside of the shell.

3.6 Re---fit the drain plug.

3.7 Install new filter elements with the sealing washer of each uppermost.

3.8 Install the cover gasket and cover on the shell.

3.9 Install bolts, washers, and nuts and tighten down progressively, alternating diametrically opposite
bolts.

3.10 Prime the filter by starting the heavy fuel circulation and unscrewing the cover vent plug/cock until
fuel appears.

3.11 Check for leaks with the filter operating. Running with leaks can cause air locks in the system.

3.12 Re---select heavy fuel if the engine is running on light fuel.

NOTE: For applications where two filters are installed it is preferable to leave the serviced
canister empty until it is eventually required for use, then prime the filter by admitting hot
heavy fuel oil. During priming release the vent plug or open the vent cock. Close the vent
when all air has been expelled.
When changing over to a filter canister containing cold heavy fuel this will probably cause
a reduction of circulation temperature that will result in the engine being automatically
changed over to light fuel oil until the heavy fuel system temperature is restored.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 19 FIGURE 1

Title: Date: Man. No

TYPICAL HEAVY FUEL FILTER (VOKES) 6/00 2847
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 20

CHAPTER INDEX

GEISLINGER TORSIONAL VIBRATION DAMPER

PARAGRAPH N0 SUBJECT PAGE N0

1. GENERAL DESCRIPTION 1

2. PREPARATIONS IN ADVANCE OF DAMPER

REMOVAL FOR INSPECTION 1

3. DAMPER REMOVAL 2

4. INSPECTION AND OIL---SEAL RENEWAL 2

5. INSTALLING DAMPER ON ENGINE 4

6. CONTAMINATION OF THE OIL BY WATER 5

ILLUSTRATIONS FIGURE
Typical Gieslinger Damper Assembly 1

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 20

GEISLINGER TORSIONAL VIBRATION DAMPER

1. GENERAL DESCRIPTION

1.1 Torsional vibration dampers are fitted to diesel engine crankshaft assemblies to reduce to
acceptable limits oscillatory stresses set up in the crankshaft. The size and type of damper is
selected to suit the system requirements. It is attached to the free end of the crankshaft and
contained within the engine crankcase.

1.2 The Geislinger damper, Fig. 1, comprises an inner (primary) member bolted to the engine
crankshaft and an outer (secondary) floating assembly connected to the inner member by a series
of leaf springs, each of which is contained within a chamber filled with engine lubricating oil. The
effectiveness of the damper depends upon the design of the springs and the movement of oil from
one side of the springs to the other, via controlled clearance of the lateral plates and the secondary
member.

1.3 Lubricating oil is supplied to the damper by a continuous flow pressure feed from the engine main
system via the crankshaft.

1.4 The damper is drilled in its front face with two small holes, 1800 apart. These holes allow the
damper to be continuously ’vented’ preventing the possibility of air being trapped inside the
damper.
Note: The engine lubricating oil priming pump must be run prior to starting the engine to
ensure the damper is full of oil.
2. PREPARATIONS IN ADVANCE OF DAMPER REMOVAL FOR INSPECTION

2.1 Although maintenance is minimal, special handling equipment is required, so a scheduled

programme should be planned some 3 to 6 months in advance of the work, which will be required
at the intervals specified in Section 4.

2.2 Damper handling equipment is available from the engine manufacturers, either on loan or
supplied as additional station equipment.

2.3 Maintenance should be carried out at the intervals specified in Section 4 Chapter 1 as follows:---

a) Renew the oil seals, one inner (Item 13) and one outer (Item 11) for each of the two side
plates and,

b) Inspect the spring---pack blades and flanks of the inner member groove for possible wear.

2.4 When ordering replacement oil seals (2 inner and 2 outer per damper), quote the part number of
the damper (see Volume 3, Section 2) and its serial number (stamped on the damper side plate),
as well as the colour, if painted on a section of the periphery near the part number.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 20

3. DAMPER REMOVAL

3.1 Dismantle the engine sufficiently to expose the damper by removing:---

a) Turbocharger and bracket (if fitted at No. 1 Cyl. end of the engine).

b) Lubricating oil pump(s) and

c) Water pump(s) if fitted.

d) End cover and gearcase etc.

3.2 Near the engine, on a clean flat surface, within reach of the station crane lay down timber bearers
thick enough not only to clear the damper handling equipment, but also to facilitate unscrewing
the bolts (Item 3) re---inserted in Operation 4.6

3.3 Remove the pump---drive extension shaft (See Section 2. Chapter 8, Fig.6)

3.4 Fit handling equipment to the damper and using the station crane take the strain of the damper
weight, i.e. taut sling. Using lifting eyes and slings for a minimum safe working load of 1 tons
(approx. 1500kg).

3.5 Remove the coupling fitted---bolts and the damper---to---crankshaft holding screws. On some
in---line engines side---plate bolts may have to be removed and the damper rotated to a particular
position.

3.6 Carefully withdraw the damper from the crankshaft spigot approximately 1 inches (32 mm)
adjusting the crane hold (sling tension) as necessary to prevent the damper dropping as it leaves
the spigot.

3.7 Move the damper clear of the engine and lay down (with the bolt heads, Item 3, upwards) onto the
timber bearers provided by Operation 3.2

3.8 Remove the handling equipment.

4. INSPECTION AND OIL -- SEAL RENEWAL (Fig. 1)

4.1 Remove the securing bolts (Item 3) and lift off the side (lateral) plate (Item 1 or 10) using M16 x 2
eyebolts screwed into the vent---plug holes, which can also be used for forcing screws with M16 x 2
threads.

4.2 Inspect the spring blades (Item 9) and the groove flanks of the inner member (Item 12) for possible
wear.

The spring blades are pre---loaded when the inner member is first assembled. However, if wear is
suspected:---

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 20

a) Ensure that the inner and outer members are concentric. The maximum permissible
diametrial eccentricity is 0.2 mm measured between intermediate pieces (Item 2) and inner
member (Item 12). Check North and South, and East and West.
b) Measure and record the circumferential clearance by feeler gauge(s) between the end of the
spring blade and flank(s) of the groove, (See sketch below).

SPRING END WEAR LIMITS

1.
Key
1. Spring pack.
2. Intermediate piece.
2. 3. Inner member.

3.
0.34mm 0.34mm

The clearance between each side of the spring end and the groove must not exceed 0.34 mm
(.0086”), or 0.68 mm (.0172”) total when measured by holding the spring against one flank and
inserting a feeler gauge between spring and flank the other side. New springs must be fitted if the
above limits are exceeded, and advice should be obtained from our Service Department or from
the damper manufacturer.
CAUTION: ---
DO NOT attempt to remove springs from the damper assembly. This is a specialist exercise
and requires equipment not normally available in diesel plant maintenance workshops.
4.3 Ensure that all parts are clean and free of foreign particles.
4.4 Discard the old sealing rings and fit replacements, using grease to hold the rings in position in the
grooves of the lateral plate.
4.5 Smear the circular zone where the lateral plate overlaps the inner (12) and outer members with
MOLYKOTE slide varnish (Type 3484) (Note: The slide varnish should be allowed to dry at room
temperature before fitting) and refit the lateral plate (if unavailable use one of the assembly greases
--- Section 2 Chapter 8).

Last Issued 19.5.04 Page No. 3

 KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 20

4.6 Refit alternate securing bolts (Item 3) in the inner and outer circles and tighten sufficiently to hold
while the damper assembly is turned over.

4.7 Using cotton or nylon slings, turn the damper over taking care not to damage the oil feed tubes
(Item 55).

4.8 From below, unscrew the bolts (no need to remove them altogether). Lift off the other side lateral
plate, Item 1 or 10 as in Operation 4.1

4.9 Repeat Operations 4.3, 4.4 and 4.5.

4.10 Screw up the bolts which were undone in Operation 4.8.

4.11 Repeat Operation 4.7 to turn the damper back to the original position.

4.12 Refit the other securing bolts (Item 3) with their spring---cup washers, using:---

a) LOCTITE 675 or RETAINING COMPOUND 75 under the washers and,

b) LOCTITE SCREW LOCK 222 on the screw threads.

4.13 Remove the bolts which were re---inserted (Procedure 4.10) to hold the assembly together while
turning it over. Refit them as in Operation 4.12.

4.14 Tighten all the bolts evenly and diametrically alternately in stages to avoid distortion. Tighten the
bolts initially to flatten the disc washer then apply a nut rotation of 560 to 610.

4.15 Tighten all the bolts evenly and diametrically alternately in stages to avoid distortion, until they are
all at a torque of 465 lbs/ft (630 Nm) if the bolts are 20mm diameter or 775 lbs/ft (1050Nm) if the
bolts are 27mm diameter.

5. INSTALLING DAMPER ON ENGINE

5.1 Fit damper handling equipment such that, when lifted, the marked coupling holes match those of
the engine crankshaft.

5.2 Re---assembly on the engine in the reverse order to that used for damper removal (Operation 4.1).
Tighten the damper bolts hand---tight initially, finally tightening the nut 900 using a suitable length
lever, aligning the nut to the nearest split pin hole.

5.3 Reprime the damper as described in Paragraphs 1.3 & 1.4.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 20

6. CONTAMINATION OF THE OIL BY WATER

6.1 If an exceptional quantity of water, especially salt water, has been detected in the engine oil,
proceed as follows to remove all the oil from the damper:---

a) Remove all the vent plugs (32).

b) Rotate the damper until one of the vents is at bottom dead centre.

c) When the oil has stopped dripping out, rotate the damper until another vent is at its lowest
position.

d) When no more oil drips out of the damper in any position, refit all except one of the vent plugs
(32) with their respective washers (7).

e) Refill and vent the damper as described in para 1.4, having renewed the engine oil.

6.2 If the engine bearing have shown excessive wear, due to running with oil contaminated by water,
inspect the damper for wear and corrosion as soon as possible, as described in Para 4.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 20

LIST OF PARTS ITEMISED ON FIGURE 1 (ON FACING PAGE)

Item Description of Part
1 & 10 Side (lateral) plates
2 Intermediate piece
3 Bolt (to retain side plates)
4 Intermediate rings
7&8 Cup---spring washers
9 Spring pack
11 ’O’ ring oil seal (outer)
12 Inner member
13 ’O’ ring oil seal (Inner)
19 & 22 Shims
21 Dowel
32 Vent plug (either 2 or 4 per damper)
55 Oil feed tubes. (Engine oil is supplied from hole in end of
crankshaft)
(See Volume 3 Section 2 for part number)

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KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 20 FIGURE 1

Title: Date: Man. No

TYPICAL GIESLINGER DAMPER ASSY 6/00 1414/2
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21

TOOLS FOR MAINTENANCE

Spanners Page 7
Allen keys Page 8
Circlip pliers Page 8
Lifting eye bolts Page 8
Fuel Nozzle cleaning kit Page 8
Air and exhaust tappet setting gauge Page 9
Wrenches, sockets and torque wrenches Pages 8 & 9
Hone and test bar for exhaust valve guides Page 9
Turbocharger tools --- See T/C Instruction Book.
NOTE: A full complement of engine tools may not have been supplied for the particular
engine for which this Instruction Book is issued.

Several items illustrated are not supplied unless specifically ordered

e.g.
Dial gauge and bracket for L.E. bearing clearance check Tool 2
Liner honing equipment Tool 15
Exhaust valve grinding jig Tool 22
Bearing shell spread adjuster Tool 47
Machines for valve seat grinding Tool 56
Machines for valve head seat grinding Tool 57

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21

SPECIAL TOOLS FOR MAINTENANCE

WARNING: ---
Due to the similarity of British Standard Fine (BSF), British Standard Whitworth (BSW) and
Metric threads, the wrong lifting ---eye may very easily be fitted, e.g. an Imperial eyebolt into
a metric---threaded component or vice ---versa. Therefore, before lifting any component
using a screwed ---in lifting device, such as an eyebolt, always ensure that the threads of the
hole and of the device/eyebolt are identical.
TOOL NO. APPLICATION AND/OR DESCRIPTION

Tool N0 1 Arrangement Of Main Bearing Cap Lifting Tackle

(Ref. K55481)
Tool N0 2 Measurement Of Large End Clearance (Ref. K53157)
Tool N0 3 Crankshaft Jack (Ref. K35702)
Tool N0 4a Removing Main Bearing Shells (Ref. K25083)
Tool N0 4b Thrust End Main Bearing Bottom Half Removal
(Ref. K45842)
Tool N0 4c Tool For Inserting Bearing Shell (Bottom Half) (Ref. K51309)
Tool N0 5 Fuel Pump Control Setting Bolt (Ref. K39512)
Tool N0 6 Crankshaft Alignment Indicator (Ref. K59703)
Tool N0 7 Cylinder Casing Lifting Gear (Ref. K47084)
Tool N0 8 Gear For Lifting Cylinder Liner (Ref. K52625)
Tool N0 9 Liner Insertion & Withdrawal Equipment (Ref. K55435)
Tool N0 10 Handling Equipment For Large End Bearing Housing
(Ref. K52623 )
Tool N0 11 Checking Large End Bearing Clearances
Tool N0 12 Piston Ring Guide (Ref. K57844)
Tool N0 13 Piston Ring Manipulator (Ref. K52611)
Tool N0 14 Lifting Beam For Piston & Connecting Rod (Ref. K59218)
and Liner Protectors (Ref. K53395)
Tool N0 14a Piston Support (Ref. K56560)
Tool N0 15 Honing Tool Head (Ref. K57007)

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21

Tool N0 15 Deglazing Equipment Assembly

Tool N0 15 Equipment For Cleaning Liners after Deglazing
(Ref. K52955 & K52621)
Tool N0 16 Tightening Piston Crown nuts (Ref. K52748, K52804)
Tool N0 17 Tool For Separating Piston Skirt and Crown (Ref. K53685)
Tool N0 18 Fuel Pump Tappet Support (Ref. K56477)
Tool N0 19 Tool For Lifting Camfollower bracket (Ref. K55067)
Tool N0 20 Inlet Valve Spring Compressing (Ref. K29996)
Tool N0 21 Exhaust Valve Cage Removal Tool (Ref. K54544)
Tool N0 22 Exhaust Valve Spring Compressor (Ref. K45572)
Tool N0 23 Exhaust Valve Lapping Tool (Ref. K57742, K520, K1078).
Tool N0 24 Rig For Grinding---in Exhaust Valves (Ref. K57476)
Tool N0 25 Removing An Old Valve Guide And Fitting A New
Valve Guide
Tool N0 26 Tool Assembly For Extracting And Fitting Exhaust
Valve Guides.
Tool N0 27 Exhaust Valve Seat Maximum Wear Limit Gauge
(Ref. K57259)
Tool N0 28 Cylinder Head Lifter (Ref. K27939)
Tool N0’s 29,30&31 Withdrawal Of Valves And Injector Sleeve From
Cylinder Head (Ref. K58056, K24180 & K24151)
Tool N0 32 Injector Test Unit (Ref. K52684)
Tool N0 33 ‘Lemag’ Maximum Pressure Indicator (Ref. MB9677)
Tool N0 34 Manometer (Ref. K44037)
Tool N0 35 Use Of Short ‘U’ Tube For Taking Pressure Loss
Across Intercooler
Tool N0 36 Overspeed Test Bar (Ref. K39025)
Tool N0 37 Lifting Bracket For Camshaft Gearwheel (Ref. K38386)
Tool N0 38 Intergear Insertion & Extraction Equipment (Ref. K55471)
Tool N0 39 Fuel Pump Rack Standout Gauge (Ref. K41859)
& Pilot Fuel Setting Gauges K58612, K58613

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21

Tool N0 40 Block For Setting Gap Between Pump Lever & Bucket
(Ref. K42367)
Tool N0 41 Fuel Pump Tappet Setting Gauge.
Tool N0 42 Lifting Fuel Injection Pump From Built---up Engine
(Ref. K41118)
Tool N0 43 Fuel Pump Timing Gauge (Ref. K53503)
Tool N0 44 & 44a Seal Fitting & Tappet Depressing Tools
(Ref. K44805 & K44804)
Tool N0 45 Flywheel Lifter (Ref. K46851)
Tool N0 46 Fitting & Removing Lubricating Oil Pump & Water‘
Pump Gearwheels
Tool N0 46 Fitting & Removing Water Pump Gearwheels
Tool N0 47 Increasing Free Spread Of Bearing Shells
(Ref. K47980 Or X31/12kmj)
Tool N0 48 Lifting Intermediate Gearwheel Bracket (Ref. K38861)
Tool N0 49 Tightening Template For Nuts Securing Int/Gear
Brkt. To Column
Tool N0 50 Spanners For Fuel Pump Removal (Ref. K51883 & K51884)
Tool N0 51 Lifting Beam For Gieslinger Damper (Ref. K58839)
Tool N0 52 Withdrawing Gieslinger Damper Bolts (Ref. K55245)
Tool N0 53 Wrench & Gearbox For Tightening Camshaft Gearwheel
Retaining Nut & General Use (K47897 etc).
Tool N0 54 Tappet Adjusting Spanner (Ref. K56932)
Tool N0 55 Cris Marine Valve Seat Grinding Machine (MB5807, 75548, 72879,
74287)
Tool N0 56 ‘Merlin’ Valve Grinding Machine Tool

Last Issued 19.5.04 Page No. 4

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21

HYDRAULIC TENSIONING EQUIPMENT

PART NO. PURPOSE OF TOOL & DESCRIPTION OF PART QTY

K57640 HYDRAULIC TOOL KIT
(Cylinder Head Tightening) Containing :---
K56677 Jacks for cylinder head studs 13/4” B.S.Fine 8
(Spacer 27/8” Bore) (Jack head dia. 53/4”)
K53523 Tool Box 1
K52809 High Pressure Hose (4 Metres) 3
MB3890 Angle block 900 (1/4” BSP / 1/4” BSP) 3
MB5675 Angled Adaptors 3
K53535 Tommy Bar 2
K53536 Tommy Bar 2
K53538 Tommy Bar 2
K52749 3/ ” Square Drive Adapter 1
4
K52570 Torque Wrench 1
MB3888 Quick Release Coupling 2
MB3887 Quick Release Nipple 6
MB3886 Male adaptor (1/4” B.S.P./ 9/16” UNF) 6
MB3889 Male adaptor (coupling 1/4” BSP/ 1/4” BSP) 2
20001106 Dowty washer seal (1/4” BSP) 12
MB3884 Gland Nut 2
K53912 ’O’ Ring and Glyd Seal Ring 2 pr
K53911 ’O’ Ring and Stepped Seal Ring 2 pr
K54428 ’O’ Ring and Glyd Seal Ring 2 pr
K54429 ’O’ Ring and Stepped Seal Ring 2 pr
K54422 ’O’ Ring and Glyd Seal Ring 2 pr
K54423 ’O’ Ring and Stepped Seal Ring 2 pr
K57929 HYDRAULIC TOOL KIT
(Main Bearing & Column to Bedplate Tightening) Containing :---
K54509 Jacks for column to bedplate vertical stud bolts 4
1” B.S. Fine (Spacer 31/8” bore) (Jack head dia. 47/8”)
K56678 Jacks for main bearing cap studs 13/4” B.S. Fine 2
(Spacer 31/8” bore) (Jack head dia. 53/4”)
K56678 Main bearing jack spacers 2
K53524 Tool Box 1
K52807 High Pressure Hose (1/2 Metres) 10
K55351 HYDRAULIC TOOL KIT
(Connecting Rod & Cyl. Casing Tightening) Containing :---
K54044 Jacks for large end bearing housing bolts
and connecting rod palm end studs 2
11/4” B.S. Fine (Spacer 25/16” bore)

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21

K54507 Jacks for cylinder casing to column studs 2

21/4” B.S. Fine.(Spacer 35/8” bore)
K53525 Tool Box 1
K52807 High Pressure Hose (11/2 Metres) 3
FN 128 13/8” BSF L/E block slave nuts 2
--- HYDRAULIC TOOL KIT
(Balance Weight Tightening) Containing :---
K57827 Jacks for balance weight studs 1” B.S. Fine 1
(Spacer 21/2” bore x 73/4” long) (Jack head dia. 41/4”)
N.B. Use only the correct jacks and spacers for each tensioning/slackening operation.
K59238 Hydraulic intensifier 1
K58151 Portable Pressure Test Gauge 1
K52956 Stretch gauge for connecting rod palm end studs 1
K53104 Stretch gauge for large end bearing housing bolts 1
K57214 Check gauge for palm end stud length 1
For illustrations and use of Hydraulic Tensioning Equipment See Section 2.23 and 2.22
Item 0n Fig. 3 Typical Hydraulic jacks, each jack comprises: --
Section 22
5 Nut body 1
3 Nut base 1
1 Spacer 1
15 Large ’O’ ring & Glyd seal ring 1 pr.
16 Small ’O’ ring & Stepped seal ring 1 pr.
10 Male coupling 1 or 2
9 Dowty seal for quick release coupling* 1 or 2
11 Adaptor 1 or 2
6 Gland nut 0 or 1
7 Plug Vent* 0 or 1
2&4 Tommy bars 2
* Single jack tightening: --
1 Quick release coupling
1 Vent
* Multiple jack tightening: --
Last jack has --- 1 Vent
1 Quick release coupling
The other jacks have --- 2 Quick release couplings.

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21

Ref N0 Description N0

D.S.3/4 DOUBLE ENDED SPANNER 3/16” x 1/4” B.S.F. 1

D.S.5/6 THICK DOUBLE ENDED SPANNER 5/16” x 3/8” B.S.F. 2

D.S.7/8 THICK DOUBLE ENDED SPANNER 7/16” x 1/2” B.S.F. 1

D.S.9/10 THICK DOUBLE ENDED SPANNER 9/16” x 5/8” B.S.F. 1

D.S.11/12 THICK DOUBLE ENDED SPANNER 11/16” x 3/4” B.S.F. 1

D.S.11/14 THICK DOUBLE ENDED SPANNER 11/16” x 7/8” B.S.F. 1

D.S.16/18 THICK DOUBLE ENDED SPANNER 1” x 11/8” B.S.F. 1

D.S.18/20 THICK DOUBLE ENDED SPANNER 11/8” x 11/4” B.S.F. 1

DSU.56/69 DOUBLE ENDED SPANNER 9/16” x 11/16” A.F 2

DSU.75/88 DOUBLE ENDED SPANNER 3/4” x 7/8” A.F 2

DSU.131/150 DOUBLE ENDED SPANNER 15/16” x 11/2” A.F 2

S.S/22 THICK SINGLE ENDED SPANNER 13/8” B.S.F. 1

S.S/24 THICK SINGLE ENDED SPANNER 11/2” B.S.F. 1

S.S/28 THICK SINGLE ENDED SPANNER 13/4” B.S.F. 1

S.S/32 THICK SINGLE ENDED SPANNER 2” B.S.F. 1

S.S/36 THICK SINGLE ENDED SPANNER 21/4” B.S.F. 1

SSU.112 THICK SINGLE ENDED SPANNER 11/8” A.F. 2

SSU.125 THICK SINGLE ENDED SPANNER 11/8” A.F. 2

SD 198/15 FLARE NUT RING KEY 30 x 32mm A.F. 2

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KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21

Ref N0 Description N0
SD 190/2 ALLEN KEY 3/32” A.F. 1

SD 190/4 ALLEN KEY 1/8” A.F. 1

SD 190/6 ALLEN KEY 3/16” A.F. 1

SD 190/7 ALLEN KEY 7/32” A.F. 1

SD 190/8 ALLEN KEY 1/4” A.F. 1

SD 190/9 ALLEN KEY 5/16” A.F. 1

SD 190/10 ALLEN KEY 3/8” A.F. 1

SD 190/11 ALLEN KEY 1/2” A.F. 1

T. 1704 PLIERS FOR INTERNAL CIRCLIP 1

K 52554 PLIERS FOR PISTON PIN CIRCLIP 1

T. 1705 PLIERS FOR EXTERNAL CIRCLIP 1

SD 26/4 LIFTING EYE 5/8” B.S.F. 2

SD 26/5 LIFTING EYE 3/4” B.S.F. 2
SD 26/5 LIFTING EYE 3/4” WHITWORTH. 2
K 24243 LIFTING EYE 1” B.S.F. 2

NOZZLE CLEANING KIT

K 24125 BRASS WIRE BRUSH 1

FUEL CHAMBER SCRAPER 1
SEAT CLEANING TOOL 1
SPRAY HOLE CLEANER 1
WIRE FOR SPRAY HOLE CLEANER 1

Last Issued 19.5.04 Page No. 8

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21

Ref N0 Description N0

SD 192/20 TIPCO EHD 44 REVERSIBLE RATCHET 3/4” Sq. DRIVE 1

SD 192/19 TIPCO EHD 42 HANDLE 1 1/8” DIA x 28” LONG 1

SD 192/13 TIPCO EHD 30 SOCKET 1 1/2” B.S.F. 1” Sq. DRIVE 1

SD 192/23 TIPCO EHD 30 EXTENSION 8” LONG 1” Sq. DRIVE 1

K 24421 KING DICK SES 216L EXTENSION 16” LONG 1

SD 192/24 1/ 1/
2” B.S.F. SOCKET 2” SQ. DRIVE 1

SD 192/25 5/ 1/
8” B.S.F. SOCKET 2” SQ. DRIVE 1

SD 192/5 3/ 1/
4” B.S.F. SOCKET 2” SQ. DRIVE 1

SD 192/28 HEX. ADAPTER 3/8” A/F 1/

2” SQ. DRIVE 1

SD 192/29 UNIVERSAL JOINT 1/

2” SQ. DRIVE 1

SD 192/30 18” EXTENSION 1/

2” SQ. DRIVE 1

SD 192/31 RATCHET HANDLE 1/

2” SQ. DRIVE 1

K 54897 GAUGE FOR SETTING AIR & EXHAUST 1

VALVE LEVER TAPPETS

SD 192/2 TIPCO EHD 26 SOCKET FOR TIGHTENING 1

NOZZLE NUT 11/8” B.S.F 1” Sq. DRIVE

SD 192/32 SQ. DRIVE CONVERTER 3/4” SQ. MALE x 1” 1

SQ. FEMALE

K 57928 HONING TOOL ASSEMBLY 1

K 57604 TEST BAR FOR FITTED EXHAUST VALVE GUIDES 1
K 48380 BOX FOR TEST BAR 1

Last Issued 19.5.04 Page No. 9

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21

Ref N0 Description N0

SD 192/32 SQ. DRIVE CONVERTER 3/4” SQ. MALE x 1” 1

SQ. FEMALE

K 57180 ADAPTOR FOR TIGHTENING CON. ROD FOOT 1

VALVE 1/2” SQ.DRIVE

K 31198 TORQUE WRENCH 50 to 350 lbs.ft. 3/4” SQ. DRIVE 1

K 45008 TORQUE WRENCH 20 to 120 lbs.ft. 1/2” SQ. DRIVE 1
K 52570 TORQUE WRENCH 50 to 170 lbs.ft. 1/2” SQ. DRIVE 1

K 42464 TOOL BOX 1

Last Issued 19.5.04 Page No. 10

 KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 1

PROCEDURE TO LIFT MAIN BEARING CAPS USING TOOL NO. K.55481

1. Slacken and remove main bearing cap bolt nuts using tooling from Section 2. Chapter 23, Page 9.

2. Set the crank web adjacent to the cap to be lifted, with the web side flat horizontal, set with a spirit
level to ensure correct angle.

3. Fit guide pin to the lifting hole in the bearing cap:---

If lifting tackle is to be used with three piece con. rods in situ fit the short bracing piece with the
Tufnol pad into the base of the tool support frame. If rods are not fitted fit the longer bracing piece to
the base.

4. Position the support frame from Tool K55481 on to the crank web, locate the upper fork end
around the rib in the middle of the column arch, check the base is flat to the crank web and the
small lip overhang the web. Take up the clearance in the upper fork clamping screws and tighten to
hold in position. Screw out the bracing piece and nip to rod or opposite web.

5. Install the larger of the two ’L’ shaped lifting brackets, Bracket ’A’, under the sliding section of the
lifting frame and into the cored hole in the bearing cap. Ensure the slider latches into the recess in
the bracket, and slide the turnbuckle on top of the bracket over the frame slider.

6. Couple the tools hydraulic cylinder to its hand pump and locate the cylinder between the bracket
and base plate. The base of the cylinder locates via a spigot to the frame base and the top of the
cylinder locates top and bottom around the slot in the bracket, engage the retaining strap across
the back of the cylinder from the lifting bracket, pump the hand pump to allow the cylinder to take
up the distance between base and bracket.

7. Check base is flat and secured in position, check top of frame is clamped to the column, check
bracket is engaged in slider and the hydraulic cylinder is square and located correctly top and
bottom. Check turnbuckle and retaining strap are in place.

8. Pressurise the hydraulic cylinder with the hand pump to remove cap from its register. Raise cap
until the hydraulic cylinder is at the limit of its travel. Enter the guide pin to column as the cap is
raised. Block the cap in this position with wooden distance pieces cut to size.

9. Release hydraulic pressure, remove jack and ’L’ shaped bracket from the crankcase.

10. Install the smaller of the two ’L’ shaped brackets, Bracket ’B’, under the second cross piece in the
frame slider and into the cap cored hole. Refit the cylinder between base and bracket and raise the
cap to the top of the column arch.

Last Issued 20.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 1

NOTE: --- Ensure frame turnbuckle and cylinder retaining strap are engaged.
11. Block the cap in position with the bearing cap jacks and remove the lifting tackle from the
crankcase.

12. Remove main bearings from cap and bedplate.

13. Lowering the cap is the reverse of the raising operation.

NOTE: --- remember to use the second cross piece on the slider with the short bracket. Also
remember to engage frame turnbuckle and cylinder retaining strap before lowering
otherwise the lifting bracket and frame slider can be come detached if the cap or frame
slider stick or jam.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 1

Title: Date: Man. No

ARRANGEMENT OF MAIN BEARING CAP LIFTING TACKLE (REF. K55481) 6/00 2202
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 2

Dial indicator

Title: Date: Man. No

MEASUREMENT OF LARGE END CLEARANCE 6/00 1720/2
(Ref. K53157)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 3

10

11

1
2
3
4
5
6
7
8

Item Description Part No. Item Description Part No.

1. Top Vee K34916 6. Screws FS603/4

2. Stud K34772 7. Retaining Collar K24081
3. Nut K34771 8. Base K34915
4. Handle K24080 9. Taper Pin TP3/10
5. Thrust Washer K24136 10. Guide Pin K2640
11. Cap Jacks K25082

Title: Date: Man. No

CRANKSHAFT JACK (Ref. K35702) 6/00 1232/2
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 4A

Title: Date: Man. No

REMOVING MAIN BEARING SHELLS (Ref. K25083) 6/00 0675/4
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 4B

PROCEDURE FOR SHELL REMOVAL

1. Remove cap and top half--shell.
2. Insert tool in the hole in the crankshaft journal.
3. Rotate the crankshaft slowly untill the tool contacts the butt--face of the shell.
4. Continue the rotation, pushing the shell out, untill the shell can be easily lifted clear.

Title: Date: Man. No

THRUST END MAIN BEARING BOTTOM HALF 6/00 1680
REMOVAL (Ref. K45842)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 4C

Title: Date: Man. No

TOOL FOR INSERTING BEARING SHELL (BOTTOM 6/00 1682
HALF) (Ref. K51309)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 5

13/8”

1/
2”

1/
2”

5/
8” B.S.Fine

When setting the fuel pump controls, fit this bolt to ‘B’ bank
cross--shaft bearing bracket where the bolt acts as a
temporary ‘mid--fuel’ stop. (See section 2.7)

Caution : Remove this bolt after setting the linkage.

Title: Date: Man. No

FUEL PUMP CONTROL SETTING BOLT 6/00 1213/3
(Ref. K39512)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 6

--0+
10 10

20 20

30 30

40 40
50
Distance
Length bar
piece Locknut
(various)
(various lengths)
Gauge
(0.025mm scale)

Title: Date: Man. No

CRANKSHAFT ALIGNMENT INDICATOR (Ref. K59703) 6/00 1717
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 7

No. Description
1. Clamping Tube
2. Shackle
3. Lifting Bracket
4. Bolt & Nut
5. Lifting Bar
6. Nut (Cylinder Head Nut)

Title: Date: Man. No

CYLINDER CASING LIFTING GEAR (Ref. K47084) 6/00 0681/2
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 8

2, 3, 4

6, 7

Item Description

1. Top Plate
5
2. Block
3. Bolt
4. Nut
5. Bottom Plate
6. Stud
7. Nut

Title: Date: Man. No

GEAR FOR LIFTING CYLINDER LINER (Ref. K52625) 6/00 1684
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 9

Title: Date: Man. No

LINER INSERTION & WITHDRAWAL EQUIPMENT (REF. K55435) 6/00 2114
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 10

INSTRUCTIONS FOR LOADING L.E. BEARING HOUSING TO CRANKPIN

1. Bar engine round until crankpin is at 450 to vertical at ’A’ Bank side.

2. Thread guide rail through crankcase door apertures and secure end brackets.

3. From Section 2. Chapter 3 Fig 6 determine correct orientation of housing halves.

4. Load bottom half L.E. housing block onto trolley (correctly orientated) at ’B’ Bank side and push
loaded trolley into crankcase.

5. Fit L.E. bearing shell -- See Section 2. Chapter 3

6. Ensure housing block is clear of crankcase door and of crankpin then lock trolley to guide rail.
Tighten knob (28). Swing housing vertical using lifting bar (31) in bolt holes.

7. Ensure bottom half L.E. housing block is clear then bar engine round until crankpin is at 610 to
vertical at ’B’ Bank side. Take care to select correct direction of turning and do not over run turning
gear. For the last few degrees the turning gear should be hand operated by a ratchet wrench. At
610 the crankpin centre will be slightly higher than the L.E.housing centre.

8. Load top half L.E. bearing housing block onto trolley (correctly orientated) and push loaded trolley
into crankcase. The component studs or dummy studs (14) must have been removed.

9. Fit bearing shell -- See Section 2. Chapter 3 .

10. Ensure housing block is clear of crankcase door and of crankpin then lock trolley to guide rail.
Tighten knob (28). Swing housing to the vertical using lifting bar (31) in bolt holes.

11. Release knob 28, push the trolley and carefully guide the housing onto the crankpin. Note that
crankpin and bearing surfaces should be lubricated -- See Section 2. Chapter 3

12. Repeat 11 for bottom half housing.

NOTE: That as housing halves are engaged to crankpin guide rails can be lifted at end to
exactly centre housing to crankpin.
If the crankpin is too low or too high adjust the position by operating the turning gear by hand
ratchet wrench.
13. Through item 4 of the trolleys fit dummy bolt item 30. At the top diagonally opposite hole fit a
component bolt and slave nut 33. Pull the bearing halves together.

14. Remove slave nut (33) and fit and nip up a component nut. Fit a component bolt to the other top
hole and nip up the nut.

Remove the dummy bolt (30) and remove the trolleys. Fit component bolts to the bottom holes
and nip up the nuts.

Last Issued 20.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 10

15. Bar the crankpin to top vertical position and then remove the guide rails.

16. Hydraulically tension the bolts in accordance with instructions in Section 2. Chapter 23

Last Issued 20.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 10

Title: Date: Man. No

HANDLING EQUIPMENT FOR LARGE END BEARING HOUSING (REF. K52623) 6/00 1705
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 10

INSTRUCTIONS FOR REMOVING THE L.E. BEARING HOUSING BLOCKS FROM THE
CRANKPIN SEE SECTION 2. CHAPTER 3
1. Bar the engine round until the crankpin is at top vertical position.

2. Fit the guide rails and secure their end brackets.

3. Bar the engine round until the crankpin is 610 before vertical at ’B’ Bank side of the engine.

4. Remove the two bottom component bolts, engage the trolley to the bolt holes then fit dummy bolt
(3) to the bottom hole. Fit slave nut (33) to the bolt at the diagonally opposite top hole. Remove the
other top component bolt and nut.

5. After engaging the trolleys to the bolt holes of the bearing housing halves, bar the crankpin to an
exact position using a hand ratchet wrench on the turning gear, so that the trolley rollers contact
the guide rails.

6. Back off nut (33) and the screw in bolt (30) by approx. “. Use lever (13) at the bearing butts (top and
bottom) and ease the bearing housing halves apart.

7. Back off nuts (33) and screw of bolt (30) and use lever (13) to prise the housings fully apart.

8. Remove bolt (3) and also remove nut (33) and the bolt at the top hole.

9. Pull the trolley towards ’A’ Bank to disengage the top half housing from the crankpin. When clear
of the crankpin use lifting bar (31) and lower the housing to the lying position on the trolley. Pull the
trolley through the crankcase door aperture -- then remove the trolley and half housing from the
guide rails.

10. Pull the other trolley towards ’B’ Bank to disengage the bottom half housing as far as possible.

11. Bar the engine round over top until the crankpin lies 450 to vertical at ’A’ bank. Push the trolley in
and using the lifting bar (31) lower the bottom half housing to the lying position on the trolley. Pull
the trolley through the crankcase door aperture -- then remove the trolley and half housing from the
guide rails.

Last Issued 1/6/00 Page No. 1 Mirrlees Blackstone

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 11

Title: Date: Man. No

CHECKING LARGE END BEARING CLEARANCES. 6/00 1722
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 12

Title: Date: Man. No

PISTON RING GUIDE (Ref. K57844) 6/00 2605
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 13

No. Description

1. Pin to govern opening of pliers

2. Packing Washer
3. Piston ring Pliers
4. Locknut
5. Nut
6. Washer
7. Frame for Piston Ring
8. Blocks for Frame
9. Capscrew
10. Self--centering pin
11. Bolt for frame and pliers

Title: Date: Man. No

PISTON RING MANIPULATOR (Ref. K52611) 6/00 0701/2
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 14

VEE ENGINE INLINE ENGINE

APPLICATION

Liner Protector K53395

Title: Date: Man. No

LIFTING BEAM FOR PISTON & CONNECTING ROD 6/00 2528
(Ref. K59218) and LINER PROTECTOR (Ref. K53395)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 14A

Title: Date: Man. No

PISTON SUPPORT (Ref. K56560) 6/00 2623
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 15

DE ---GLAZING CYLINDER LINERS

1. INTRODUCTION
New piston ring packs, fitted directly into cylinder liners of engines that have been in service for
some time without treatment to the liners, will not bed efficiently on the highly polished surface of
the liner bores.
A honing operation will produce a surface finish consisting of a number of scores as produced by
roughing stones to hold oil; but with a relatively smooth ’plateau’ on which the rings can bed
without scuffing.
The following equipment can be used for de---glazing liners in situ. This equipment has been
designed to produce the required finish.

2. DESCRIPTION
A motor, driven by compressed air and situated in the handle of the tool drives a vertical shaft. The
honing---head screws onto the drive shaft and the honing stones are each secured to the head by
two capscrews.
The feed or cut, adjusted by the feed adjuster, operates on the rack and pinion principle, giving the
hones a uniform adjustment.
It is important that the liner bore is cleaned after honing. This is done by fitting a special brushing
head to the air motor driven shaft. The brush comprises a circular solid block of wood with bristles
staggered around the periphery.
A special collecting tray is also used to prevent foreign matter dropping into the sump.

3. TECHNICAL INFORMATION

Motive power Air motor, 80 lb/in2 (5.5 bar) at

200 rev/min
Control Manual
Honing stones Roughing 40 Grit
Honing stones Finishing 500 Grit
Method of setting hones Set to the liner internal dia. (with
hones inside liner) by the feed adjuster
Alignment of liner wall Self---aligning
Weight of honing head About 20 lb (9 kg)
Honing oil ’Fletcher Miller’ Ref. H.B.C.I.L.O*
Brushing and cleaning oil Wakefield Ref. 0007*
Alternative for above oils Kerosene (Paraffin)

Last Issued 20.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 15

* Members of the Burmah ---Castrol Group

CAUTION: --- When using Kerosene (Paraffin), liners must be dried out immediately the
operation is completed and coated with engine lubricating oil.
4. ENGINE PREPARATION
Remove rocker gear, cylinder head, crankcase doors, large end bearings, piston and connecting
rod.
Ensure that the cock is closed and insert the collecting tray inside the crankcase below the liner to
be de---glazed.
Clamp the tray onto the skirt of the cylinder liner (inside the crankcase). Pass the end of the hose
outside the crankcase to a container to collect the honing and cleaning fluid. Open the cock.
Remove carbon from the liner and clean off with emery cloth and oil. Ensure that all carbon
deposits are removed before honing; carbon will foul the stones and could result in damage to the
liner.

5. OPERATION
5.1 Roughing
a) Fit coarse grit stones (40) into stone carriers.

b) Screw the honing head onto the drive shaft.

c) Ensure that air is available at 80 lb/in2 (4.5 bar) and that the air---line valve is closed.

d) Connect air---line to air motor adaptor.

e) Lift the equipment into the liner and adjust so that each stone is lightly resting on the liner
wall.

f) The diameter of the stones is adjusted by the nut and collar on top of the honing head. Two
adjustments are available: coarse and fine.

g) To set the coarse adjustment, withdraw the centre spindle approximately 1” and turn until the
stones just contact the liner. Replace the centre spindle and using the fine adjustment, set
the stones to give the correct pressure on the liner.
NOTE:
The honing operation is to be carried out in time of 80 seconds making eight sweeps of 10
seconds each. It is advisable to practise this action in order to estimate the speed at which
to work before turning the motor on.
h) Open the air---line valve and restrict the flow to the motor to reduce its speed to approximately 50
rev/min.

Last Issued 20.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 15

i) While honing, the liner wall must be well lubricated with the oil specified in Paragraph 3.
j) The lower speed of the honing head will produce the desired criss---cross pattern to the finished
surface of the liner.
On the final upward stroke with the motor still running, continue honing until the stones are clear of
the liner. Stop the motor.
5.2 Finishing

a) Remove the roughing stones and fit the finishing stones (500 Grit) to the carrier.

b) Repeat the honing operation carried out for the roughing stones. Check the degree of
roughness against the surface finish of a new liner if possible. To compare the liner surfaces,
draw the thumb nail over the new liner wall and compare over the de---glazed liner wall. This
method gives a more accurate assessment than a visual check.
NOTES:
i) Eight sweeps should be sufficient to remove the surface glaze from the liner wall and
give the approximate degree of roughness to bed the new rings.
ii ) The recommended degree of roughness is 63 micro inches. Although this figure is
given as a guide to the operator, experience will indicate the amount of honing
required.
iii ) Avoid excessive honing when using the 500 grit stones as they will tend to re---polish
the surface.
iv ) Close the air---line valve.
5.3 Cleaning
Remove the honing head.
Screw the brush head onto the end of the shaft. Ensure that the brush (Item 2) is securely clamped
onto the end of the extension piece (Item 1).
Lower the brush assembly into the cylinder liner. Sweep thoroughly from top to bottom rotating
the equipment by hand while drenching the liner with cleaning oil specified in Paragraph 3.
NOTE: If Kerosene (Paraffin) is used, dry the liner thoroughly then apply engine lubricating
oil.
Having completed honing and brushing ensure that all the contents of the tray have drained out
into the container. Close the cock (Item 6).
Remove the tray from the crankcase taking care not be contaminate the engine sump oil with the
residue from the tray. Should spillage occur the engine sump must be drained, cleaned and
refilled with fresh engine lubricating oil.
NOTE: Having used the equipment, dismantle, clean and store in a dry location.

Last Issued 20.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 15

6. RUNNING -- IN TIMES
When the engine is rebuilt with the new piston rings initially run the engine at the speeds and loads
specified in Section 4. Chapter 5

7. ORDERING PARTS
When ordering parts for this equipment please quote engine type and number, also quote name of
part required together with reference and assembly number from the relevant illustrations. All
enquiries to be addressed to the Spares Manager at MAN B&W Diesel Limited, Mirrlees
Blackstone.

Last Issued 20.5.04 Page No. 4

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 15

1. Adjuster shown in ‘Coarse’ position.

2. Universal joint

3. Adjuster shown in ‘Fine’ position.

4. Hone carrier

5. Stone carrier

6. Caphead Screw

7. Spring

Title: Date: Man. No

HONING TOOL HEAD (Ref. K57007) 6/00 1697
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 15

Title: Date: Man. No

DEGLAZING EQUIPMENT ASSEMBLY 6/00 1700
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 15

Title: Date: Man. No

EQUIPMENT FOR CLEANING LINERS AFTER 6/00 1699
DEGLAZING (Ref. K52955 & K52621)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 15

1. Pattern after de--glazing

2. Liner

Title: Date: Man. No

EXAGGERATED VIEW OF SURFACE FINISH IN 6/00 1698
BORE OF CYLINDER LINER
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 16

Title: Date: Man. No

TIGHTENING PISTON CROWN NUTS 6/00 2699
(Ref. K52748---K52804)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 17

NOTE :

After forcing the skirt & crown apart, the skirt can be lifted clear of the
crown using the forcing screw & cross ---piece as a lifting beam.
TAKE CARE not to damage the bushes.

Title: Date: Man. No

TOOL FOR SEPARATING PISTON SKIRT AND 6/00 2214
CROWN (Ref. K53685)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 18

Title: Date: Man. No

FUEL PUMP TAPPET SUPPORT (Ref. K56477) 6/00 2620
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 19

CAUTION

Before lifting the camfollower bracket ensure that the

camfollower rollers are on the base circles of the cams as
shown on this illustration

Item Part No. Description

K55067 Assembly comprising

1 K24140 Extension Bar
2 FST8/12 Stud
3 SD199/2 Shackle & Pin
4 K24141 Knob
5 K24139 Block
6 K54995 Shackle Support pin
7 K54870 Shackle Support pin
8 FN108 Full Nut

Title: Date: Man. No

TOOL FOR LIFTING CAMFOLLOWER BRACKET 6/00 1721
(Ref. K55067)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 20

Item Description

1 Cone removal bridge

2 Nut
3 Bolt
4 Plate

Title: Date: Man. No

INLET VALVE SPRING COMPRESSING (Ref. 6/00 1696
K29996)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 21

REF PART N0. NAME OF PART

1 AL8541 HYDRAULIC HAND PUMP
2 K54495 HYDRAULIC RAM
3 K54544 BRIDGE FRAME
4 K28181 LIFTING PLATE
5 FB108/34 BOLT (4)
6 K28182 LONG STUD
7 AL8115 NUT BODY
8 AL9144 HANDLE

Title: Date: Man. No

EXHAUST VALVE CAGE REMOVAL TOOL (Ref. K54544) 6/00 2799
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 22

Ref. Part No. Description

1. K45676 Base
2. FN321 Lock--Nut
3. SW12 Bright Washer
4. K45694 Column Studs
5. K45683 Exhaust Valve Cone Rem. Screw
6. FN112 3/ ” Nut
4
7. K46407 Exhaust Valve Cone Rem. Plate
8. FN108 1/ ” Nut
2
9. SW8 Bright Washer

Title: Date: Man. No

EXHAUST VALVE SPRING COMPRESSOR (Ref. K45572) 6/00 2798
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 23

QTY

1
1
1
1
1
2
2
Adjusting Screw

Locking Washer
ITEM DESCRIPTION

Swing Jaw

Setscrew
Pivot Pin

Handle
Body
1
2
3
4
5
6
7
INLET VALVE LAPPING

Title: Date: Man. No

EXHAUST & AIR VALVE LAPPING TOOLS 6/00 1685
(Ref. K57742, K520, K1078)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 24

Title: Date: Man. No

RIG FOR GRINDING---IN EXHAUST VALVES 6/00 1693
(Ref. K57476)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 25

Title: Date: Man. No

REMOVING AN OLD VALVE GUIDE AND FITTING A 6/00 1695
NEW VALVE GUIDE
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 26

Title: Date: Man. No

TOOL ASSEMBLY FOR EXTRACTING AND FITTING 6/00 1694
EXHAUST VALVE GUIDES.
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 27

Title: Date: Man. No

EXHAUST VALVE SEAT MAXIMUM WEAR LIMIT 6/00 1828/2
GAUGE (Ref. K57259)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 28

K 27939

Title: Date: Man. No

CYLINDER HEAD LIFTER (Ref. K27939) 6/00 2957/1
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOLS 29,30 & 31

TOOL N0. 29 --- K24180

RELIEF VALVE
WITHDRAWAL

TOOL N0. 30 --- K58056 TOOL N0. 31 --- K24151

STARTING VALVE WITHDRAWAL INJECTOR SLEEVE WITHDRAWAL

Title: Date: Man. No

WITHDRAWAL OF VALVES AND INJECTOR SLEEVE 6/00 1683
FROM CYLINDER HEAD. (Ref. K58056, K24180, K24151)
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 32

PARTS LIST
Item Ref. Description Qty
1 MB3105 Hartrigde Poptest 3. 1
2 AL2168 Pillar 1
3 MB3104 Baseplate 1
4 MB2564 Drip Tray 1
5 K52927 Spray Guard 1
6 K52928 Assy of Fuel Delivery Pipe 1
7 - - -
8 K25122 Support Bracket 1
2 9 FB106/9 Bolt for Bracket 4
10 FN106 Nut 4
11 - - -
12 10001305 Setscrew 4
13 10001154 Setscrew 4
14 SW4 Washer 4

6
9 10
8

5 1

4
12

13 14

Title: Date: Man. No

INJECTOR TEST UNIT (REF. K52684) 6/00 2099/1
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 33

Title: Date: Man. No

‘LEMAG’ MAXIMUM PRESSURE INDICATOR 6/00 2722
(Ref. MB9677)
 KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 33

LEMAG PEAK PRESSURE INDICATOR

1.) Overhaul Intervals

1.1) After 200 measuring periods dismount and clean non return valve.
1.2) After 1000 measuring periods or after 12 months use, check pressure gauge.

2.) Wear Criteria

2.1) If the pressure drop within 60 seconds is higher than 5 bar (test pressure 100 bar), we recommend
that the non return valve is cleaned through re---lapping.

WARNING
For testing the pressure drop use only exhaust gas or nitrogen
gas.Oil must never be used or carbon will get inside the measuring
instrument

6.) Dismounting and Mounting

3.1) Dismount the valve screw No. 51

3.2) Turn the screw No. 2 into the instrument to enable dismounting of housing No.
3.3) Loosen the screws No. 4 (six pieces) for dismounting upper and lower part.
3.4) After dismounting of the upper and lower part you can take off the non return valve assembly.
3.5) Lap the valve and the valve seat.
3.6) Renew the seal No. 5 and screws No. 34.
3.7) When mounting the upper and lower part take care to use only original screws.
3.8) Tighten the screw No. 35 to 10 Nm without oil.
3.9) After mounting of the instrument you can measure again without any new calibration.
P.T.O

Last Issued 20.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 33

7.) Checking the Pressure Gauge

We recommend that the pressure gauge is sent to our factory for testing. We will calibrate the
complete instrument and send it back to you with a new calibration card.
If you prefer to test the pressure gauge yourselves you will need one test device
consisting of:

1 T---piece
1 control gauge class 0,2, range 0 --- 250 bar, 250 dia.
1 pressure reducer
1 vent valve
1 special indicator valve
Nitrogen gas (200 bar)

WARNING
For testing the pressure gauge use only nitrogen gas. Oil
must never be used or carbon will get inside the
measuring instrument

8.) Operation

5.1) Indicator valve should be blown through.

5.2) Connect the peak pressure indicator to the indicator valve and open the valve.
5.3) After a few seconds the maximum pressure on the gauge can be read.
5.4) Close the indicator valve and open the valve screw.
5.5) Close the valve screw and start again at 5.1.

WARNING
The respective measuring period should not exceed 30 seconds.
This is not a problem in the practice, as peak pressure is being
indicated after about 3 --- 5 seconds

9.) Maintenance

After normal use no maintenance is necessary.

Last Issued 20.5.04 Page No. 2

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 34

FLEXIBLE TUBE

ALUMINIUM END COVER

TRANSPARENT SHIELD

MANOMETER U---TUBE

FILLING LEVEL

SCALE IN (INCHES)

To be filled with water for crankcase

checks (see sect 2 chapt 2).

One inch (25.4 mm) difference between the heights of

the two columns of fluid is equivalent to the following:

Filled with lb/in2 mb

Mercury 0.49 34.0

Water 0.036 2.5

NOTE
If a manometer is used for checking air charge pres-
sures
before and after intercooler and/or exhaust manifold
pressures before turbocharger, a ‘U’ tube of 90’’ filled
with mercury will be required.

Title: Date: Man. No

MANOMETER (Ref. K44037) 6/00 0786/5
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 35

Title: Date: Man. No

USE OF SHORT ‘U’ TUBE FOR TAKING PRESSURE 6/00 2094
LOSS ACROSS INTERCOOLER
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 36

Title: Date: Man. No

OVERSPEED TEST BAR (Ref. K39025) 6/00 1294/3
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 37

Title: Date: Man. No

LIFTING BRACKET FOR CAMSHAFT GEARWHEEL 6/00 1152/2
(Ref. K38386)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 38

1. Extraction of intergear pin

1.1 Support the intergear bracket on blocks and remove the pin retaining plate. Shim the gears
to prevent the bracket collapsing. Fit the pillars (6) between the front of the intergear bracket
and pump plate (8). Fasten the plate (4) to the intergear pin using screws (5).
1.2 With the drawbar (2) fitted to the plate (4), use the ram and pump (Tool 21, Item 1 & 2) to
operate on the drawbar (2) and draw the intergear pin through the front of the bracket until
the interference is removed. Remove the insertion/extraction equipment and slide the pin
out from the intergears.
2. Insertion of intergear pin
2.1 With the intergears supported in position in the intergear bracket, slide the pin through the
intergears from the front of the bracket and engage the pin in the first part of the rear bore.
2.2 With the shims fitted between the bracket and gears (See Section 2. Chapter 6) fit the pillars
(6) between the rear of the intergear bracket and the pump plate (8). Fasten the plate (4) to
the rear of the pin using screws (5).
2.3 Fit the pin retaining plate on the front of the pin and draw the pin into the bracket with the
drawbar (2) in conjunction with the pump and ram (Tool 21, Items 1 & 2) until the retaining
plate is flushed with the bracket.
2.4 Remove the insertion/extraction equipment.

Title: Date: Man. No

INTERGEAR PIN INSERTION/EXTRACTION 6/00
(Ref. K55471)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 39

Title: Date: Man. No

FUEL PUMP RACK STANDOUT GAUGE 6/00 1676
(Ref. K41859)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 40

Title: Date: Man. No

BLOCK FOR SETTING GAP BETWEEN PUMP 6/00 1675
LEVER & BUCKET (Ref. K42367)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 41

SETTING GAUGE TOOL N0 41

FUEL PUMP BASE

TAPPET SCREW NOTE: ---

FUEL PUMP DRIP
TRAY & JOINTS
REMOVED

TAPPET LOCKNUT

NOTE:---
1. One turn of the tappet screw alters the tappet length by 0.100 inches
and the Fuel Admission by 50
2. 1/6 turn of the tappet screw alters the Fuel Admission by .80 and the
maximum pressure by approximately 40 lbs/in2 (2.76 bar)

Fuel Pump Adjustments

5 7/16 inch

SET TAPPET WHEN

CHECKING GAUGE TOOLN0 41 1 inch ROLLER IS ON
BACK OF CAM

17.627 mm
0.694 inch

1 inch

10.627 mm
USE INSTEAD OF FITTING
FUEL PUMP & USE OF TOOL N0 43
CHECKING GAUGE TOOLN0 41a
0.418 inch

Title: Date: Man. No

FUEL PUMP TAPPET SETTING GAUGE 6/00 1668/1
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 42

Title: Date: Man. No

LIFTING FUEL INJECTION PUMP FROM BUILT---UP 6/00 1673
ENGINE (Ref. K41118)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 43

Title: Date: Man. No

FUEL PUMP TIMING GAUGE (Ref. K53503) 6/00 1672
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 44 & 44A

Title: Date: Man. No

SEAL FITTING & TAPPET DEPRESSING TOOLS 6/00 1674
(Ref. K44805 & K44804)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 45

WARNING: When removing, lifting and/or fitting a flywheel, ensure that all relevant safety
precautions are observed.
3. To Lift a Flywheel with Lifting Holes
3.1 Fit suitable packing (1) to protect sling (2)
3.2 Adjust bight of sling so that flywheel will hang vertically even when lifted from a horizontal
position (lying on the ground)

4. Lifting a Solid Flywheel

4.1 Screw the assembly shown below, by the two locking screws (1), to the pair of pre---tapped
holes nearest the arrow mark on the flywheel. Screw heel---screw (2) firmly against the
flywheel face. Attach the 2 ton ’Dee’ shackle (3)
WARNING: Before lifting ensure that the lifter is tightened firmly against the flywheel and
see warning at top of this page.

Title: Date: Man. No

FLYWHEEL LIFTER (Ref. K46851) 6/00
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 21 TOOL 46

LUBRICATING OIL AND WATER PUMP GEARWHEEL REMOVING AND FITTING

1. REMOVING A PUMP GEARWHEEL (FIG. 1)

1.1 Remove the securing nut from the pump drive shaft.

1.2 Screw the extractor bridge piece onto the pump shaft thread leaving a gap of 1/8” between the
gearwheel and the bridge.

1.3 Fit the two extractor studs into the gearwheel tapped holes.

1.4 Position hydraulic jack No. K54044, i.e. large end bolt jack, between the studs and locate in the
bridge piece.

Note: The jack must be fitted with a vent and be fully ’closed’

1.5 Fit the thrust bar across the top of the jack and locate over the studs. Fit nuts to the studs and nip
hand tight.

1.6 Couple the hydraulic intensifier to the jack unit and pressurise until the gear releases from the
shaft.

Note: Do not exceed 10,000 psi, stop the intensifier, remove the gear from the pump, remove
the extractor from the gear.

2. FITTING A PUMP GEARWHEEL (FIG. 2)

2.1 Firstly it is assumed that the shaft taper and the gearwheel bore have been checked against each
other for bedding area and are satisfactory. The contact area of both must be clean and dry.

2.2 Locate the gear onto the pump shaft.

2.3 Screw the appropriate adaptor onto the pump shaft fully and fit the appropriate spacer. Fit a
’closed’ jack No. K54044 on to the adaptor and up to the spacer.

2.4 Couple the hydraulic intensifier to the jack unit and pressurise to 6,000 psi for a lubricating oil
pump or 3,000 psi for a water pump.

2.5 Release the pump pressure and remove the pressing equipment.

Note: The pump shaft must not stand proud of the gear face.

2.6 Apply Loctite Grade “Nutlock” (242) to the retaining nut and fit to the pump shaft. Finally tighten
the nut to a torque of 170 lbs/ft.

Last Issued 20.5.04 Page No. 1

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 46

Title: Date: Man. No

FITTING & REMOVING LUBRICATING OIL PUMP & 6/00 2357
WATER PUMP GEARWHEELS
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 46

Title: Date: Man. No

FITTING & REMOVING WATER PUMP 6/00 2358
GEARWHEELS
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 47

Title: Date: Man. No

INCREASING FREE SPREAD OF BEARING SHELLS 6/00 1701
(Ref. K47980 or X31/12KMJ)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 48

Title: Date: Man. No

LIFTING INTERMEDIATE GEARWHEEL BRACKET 6/00 1704
(Ref. K38861)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 49

Title: Date: Man. No

TIGHTENING TEMPLATE FOR NUTS SECURING 6/00 3280
INT/GEAR BRKT. TO COLUMN
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 50

Title: Date: Man. No

SPANNERS FOR FUEL PUMP REMOVAL 6/00 1670/1
(Ref. K51883 & K51884)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 51

Title: Date: Man. No

LIFTING BEAM FOR GIESLINGER DAMPER 6/00 1692
(Ref. K58839)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 52

REF PART N0. NAME OF PART

1 AL8541 HYDRAULIC HAND PUMP
2 K54495 HYDRAULIC RAM
3 K28182 LONG STUD
4 AL8115 NUT BODY
5 AL9144 HANDLE
6 K55245 BRIDGE PLATE
7 K51018 DRAW NUT
NOTE:--- Items 1 to 5 are part of the exhaust valve cage extraction equipment.

Title: Date: Man. No

WITHDRAWING GIESLINGER DAMPER BOLTS 6/00 1689
(Ref. K55245)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 53

Title: Date: Man. No

WRENCH & GEARBOX FOR TIGHTENING CAMSHAFT 6/00 1662
GEARWHEEL RETAINING NUT & GENERAL USE.
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 54

Title: Date: Man. No

TAPPET ADJUSTING SPANNER (Ref. K56932) 6/00 2827
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 55

Title: Date: Man. No

CRIS MARINE VALVE SEAT GRINDING MACHINE 6/00
(MB5807, 75548, 72879, 74287)
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 21 TOOL 56

Title: Date: Man. No

‘MERLIN’ VALVE GRINDING MACHINE 6/00
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 22

CHAPTER INDEX

TENSIONING STRESSED BOLTS AND STUDS

PARAGRAPH N0 SUBJECT PAGE N0

1. Safety 1
2. Foreword 2
3. The Hydraulic Tensioning Equipment 2
3.1. Applications 2
3.2. General Description 3
a) The Intensifier Unit 3
b) The Master Gauge 4
c) The Hydraulic Jack 4
d) The Connecting Hoses 5
4. Jack Operation 5
4.1. Closing The Jack 5
5. Tensioning A Bolt Or Stud 6
5.8. Additional Notes 6
6. Slackening A Bolt Or Stud 7
7. Jack Maintenance 9
7.1. Changing Jack Seals 9
8. Fault Finding. 11

ILLUSTRATIONS FIGURE
Hydraulic Intensifier Unit 1
Intensifier System Diagram 2
Cross Section of Typical Hydraulic Jack Unit 3
Typical Jack Assembly 4
Fitting Facing Rings in Hydraulic Jacks 5
Closing a Typical Shamban Seal Jack Unit 6
Intensifier Master Gauge 7

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 22

TENSIONING STRESSED BOLTS AND STUDS

1. Safety

When using the hydraulic equipment the main consideration from a safety aspect is that very high
pressures are contained within the intensifier, piping and the jack systems. Therefore it is essential
that the equipment is in good condition prior to use.
Generally ensure that:---

1.1 Hoses and their couplings are in a satisfactory condition.

1.2 Jack sealing rings are good and remain pressure tight in use. Renew the sealing rings at the first
sign of any leakage occurring.

1.3 Take care to ensure that all threads are in good condition, particularly those subject to the intense
hydraulic pressures. Renew any component that has a damaged tapped or screwed thread.

1.4 When pressurising a system stand clear until the correct pressure is attained and is held constant.
Observe any leakage that may be occurring from a safe distance. Release the pressure before
making any correction to cure any fault or leakage.

1.5 When turning the component nuts do not place your face unnecessarily close to jacks or pipes,
while they are pressurised.

1.6 Always ensure that the intensifier pump is stopped at the required pressure and this is not
exceeded. If the pump cannot be stopped for any reason, opening the pressure release valve will
prevent a dangerously higher pressure build up.

1.7 Always ensure that quick release coupling outer rings are fully down and locked before
pressurising a system.

1.8 Only the correct jack spacers as provided are to be used, the jack must be screwed on to the
extended thread of the stud or bolt so that it has adequate length of thread engagement. No
additional packing or incorrect spacers that would reduce the length of thread engagement must
be used or the thread could be pulled out of the jack.

1.9 Never leave a system unattended when it is under pressure.

1.10 Store the equipment in a good location where it is unlikely to be disturbed and cover to keep clean.
Cover all ends and tapped holes of fittings to avoid the ingress or dirt.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 22

2. Foreword

2.1 Maintenance Engineers should be familiar with the hydraulic tensioning equipment and methods
of operational use as described in Section 2 Chapter 23 before they commence work on the
release or tensioning of bolts or studs.

2.2 The equipment must then be used strictly in accordance with the instructions described in each
assembly in Section 2 Chapter 23.

2.3 Close attention must be observed to ensure that only correct specified pressures are applied to
release or tension the particular component described. To help ensure the correct hydraulic
pressures are applied, a Master gauge is supplied by Mirrlees Blackstone. This gauge is used to
check the integrity of the intensifiers pressure gauge. See Para.3.2 for method of checking the
intensifier gauge. The Master gauge should be wall mounted close to a 5.5 to 7 bar air supply, but
preferably well away from engine vibration.

2.4 Where bolt/stud stretched length figures are given for tensioned components ensure that the
stretch is within the stipulated limits, by using the micrometers or gauges provided.

2.5 Where multiple tensioning is applied check that each of the nuts winds up a similar amount while
the jacks are held at the specified pressure. When there is a large abnormality wind back the nuts
and release the pressure.

Nip the nuts up again and re---pressurise the jacks, recheck the wind up of the nuts while
maintaining the pressure. Ensure there is no continuing abnormality.
The first pressurising will have established good joint face closure and the second pressurising
should result in generally equal nut movement. Investigate any stud/bolt, nut or jack where any
continuing abnormality persists.
3. The Hydraulic Tensioning Equipment

3.1 Applications

The bolts or studs of the following assemblies are precisely tightened/tensioned to the required
loading using Hydraulic equipment:---
a) Crankshaft main bearing cap studs --- vertical;

b) Crankshaft main bearing cap studs --- side;

c) Large end bearing housing bolts;

d) Connecting rod palm end to large end bearing housing studs;

e) Cylinder head studs;

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 22

f) Balance weight studs.

The equipment comprises an ‘Intensifier Unit’ to produce a high hydraulic pressure when
operated by low pressure air, and used in conjunction with multiple ‘Hollow Jacks’ internally
threaded to suit the bolts or studs to be tensioned or released.
3.2 General Description

a) The Intensifier Unit

The unit comprises the items listed on fig 1.

i) Prior to use, the tank (2) should be filled or topped up with clean S.A.E. 30 lubricating
oil.
ii ) Always open the pressure release valve Item (8) prior to connecting the air supply.
The Intensifier must not be operated unless this valve is open, or unless it is connected
to a ‘Jack System’. The piping of the Intensifier unit has a very small capacity and a
few strokes of the pump would result in very high system pressure.
iii ) Connect a 5.5 to 7 bar air pressure supply to union (3) of Filter (4).
iv ) Adjust regulator (5), to show a gauge pressure of 5.5 to 7 bar see fig 1.
v) Recheck that pressure release valve, Item 8, is open. Then open air control valve (9).
The pneumatic cylinder (7), will then operate the hydraulic pump and oil will circulate
from the tank back to the tank. Observe that lubricator (4) dispenses one drop of oil
into the pneumatic system for approximately every 20 strokes of the pneumatic
cylinder by counting the cylinder exhaust pulses.
vi ) Close valve (9) to ‘stop’ the action, the Intensifier is now ready for use when a jack
system has been connected.
vii ) The oil output pressure obtainable from the Intensifier is dependant upon the air
operating pressure.
NOTE: For safety when the jacks are being pressurised the air pressure should be reduced
to a value commensurate with the oil output required.
viii ) When initially connected for a tensioning or slackening operation the air operating
pressure could be wound down to say 2.0 bar and the oil gauge pressure then noted.
The pneumatically operated hydraulic pump will ‘stop’ when air/hydraulic pressures
are balanced --- depending upon the piston areas ratio.
The desired oil output pressure is then achieved by gradually increasing the air input
pressure to the required value. Use of the intensifier at this lower set air operating
pressure will avoid the risk of over---pressurising the jack system.
ix ) The pressure gauge, Item (12), must always be in a satisfactory condition when the
intensifier is in use. All bolts must be tensioned by applying a specific hydraulic
pressure, it is therefore essential that this gauge is accurate. Prior to use check the
gauge against the master gauge at the pressures that are going to be applied in use.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 22

x) To check the intensifier gauge, couple a suitable length hose between the intensifier
and the master gauge, see fig.6. Reduce the intensifier air supply to ZERO, open the
start valve, then raise the air pressure slowly until the correct hydraulic pressure
required is achieved. Repeat the process on other pressures to be used or at 4 or 5
points in the gauge range.
xi ) If the gauge is found to be inaccurate log the pointer readings.
xii ) When the intensifier is used apply pointer readings commensurate with the tester
values and thus compensate for any gauge inaccuracy.
NOTE: A gauge that has more than 5% error or is erratic by giving varied readings at the same
repetitive test pressures must be discarded.
NOTE: Gauge errors are most commonly caused by opening the pressure release to quickly.
It is essential for maximum gauge life and accuracy, that the hydraulic pressure is released
at a slow controlled rate.
b) The Master Gauge (Fig. 6)

i) The Master gauge is provided as a check against the intensifier gauge. The master
gauge can be damaged or loose calibration as well as the intensifier gauge. For this
reason the master gauge should itself be checked against a dead weight tester at least
on an annual basis, or if a Zero error has become evident. ie. The pointer is not resting
on the zero stop at zero pressure. To protect the master gauge DO NOT open the
pressure release valve quickly when checking the intensifier gauge.
c) The Hydraulic Jack (Figs. 3 and 4)

Each jack comprises the items listed, assembled as shown in the illustrations Figs 3 & 4.
i) The nut body (5) has an internal thread to match the bolt or stud to be tensioned. The
body slips into nut base (3) and the pressure chamber is sealed by rings (15&16)
specifically designed for long trouble free service. Each jack is used in conjunction
with a spacer (1), which fits over the end of the bolt or stud to be tensioned.
ii ) If only one stud or bolt is to be tensioned, the jack is fitted with a quick release high
pressure coupling (8) and a vent (6 & 7). If more than one stud or bolt is to be
tensioned, the jacks are connected in series by hoses; interconnected jacks are fitted
with two quick release couplings. The last jack in the series has one quick release
coupling and a vent.
iii ) The nut (17) is run down the thread of the stud or bolt before the jack is fitted. The
spacer (1) is fitted over the end of the stud or bolt and then the jack is screwed onto
the extended thread. When hydraulic pressure is applied, the two parts of the jack are
forced apart thus stretching the stud or bolt. The nut is nipped by using a tommy bar
(2) inserted through the slot in the spacer.
iv ) When a jack is dismantled care must be taken to avoid any bruising or scratching of
the piston diameter (5), or the cylinder bore (3). The seal rings must be in perfect

Last Issued 19.5.04 Page No. 4

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 22

condition and devoid of any nicks or pinch cutting damage. When in use and fully
pressurised the jacks must not show any continuous leakage or the stud or bolt to
which the jack is fitted (in a multiple system) will not be satisfactorily tensioned.

d) The Connecting Hoses

The flexible hoses are of special material, design and construction to withstand the intense
hydraulic pressures. The end of each hose is fitted with a swivel adaptor which is push---snap
connected to the couplings in the jacks and intensifier. Applied pressure maintains leak---proof
tightness and all internal pressure must be dissipated before the hose can be disconnected.
4. Jack Operation

4.1 Closing The Jack

Prior to a bolt tensioning operation the two halves of the jack must be fully closed together. To
close a jack, fit the jack and its spacer to the component bolt it is designed to tension. Couple a
hose between the jack and the hydraulic intensifier fluid return coupling, or vent the jack manually.
Winding the jack down the component bolt and against the jack spacer using a tommy bar will
close the two parts of the jack together. The operation to close the jack units should be undertaken
as an integral part of a bolt tensioning operation, each jack unit being closed as it is fitted to the bolt
or stud to be tensioned.
TENSIONING OPERATION

FROM INTENSIFIER VENT PLUG OR

OR NEXT JACK TO NEXT JACK

JACK CLOSED
BEFORE
PRESSURISING

AFTER
Component Face PRESSURISING Component Face

4.2 Jack Separation

When the seals are leaking stand the jack in a tray or can (to contain escaping oil), and use the
intensifier to pump the jack apart as far as possible. Then pull apart, if necessary use levers or a
hammer and taper drift to complete the separation. Re---assemble the jack with new seals from the
spares supplied.

Last Issued 19.5.04 Page No. 5

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 22

5. Tensioning A Bolt Or Stud

NOTE: All threads are medium fit. This means that the nuts and jacks should run freely down
the thread. It is important for all hydraulic tensioning procedures that there is no tightness
of nut or jack rotation on the thread. All threads must be thoroughly clean and undamaged
prior to assembly.
5.1 Clean any preservative from all items. Check that the nuts will run freely down the bolt or stud
threads. Ensure that all mating surfaces are clean.
5.2 When a bolt has been fitted in position, ensure the thread is still clean, apply clean oil to the thread.
Fit each nut the correct way up to suit the slot position of spacer (1), spin the nut down the thread
and nip with a tommy bar (2).
5.3 Fit the spacer (1) over the nut and position the slot in the spacer for easy access when tightening
the nut, using tommy bar (2) through the spacer slot.
5.4 Screw a closed jack of the correct thread size down the bolt thread and up to the spacer. Nip the
jack down on to the spacer using the tommy bar (4). Ensure that the spacer is sitting square on the
component face and not fouling the adjacent nut. If only one bolt is to be tightened, ensure the jack
is fitted with vent a (6 & 7).
NOTE: Never use a single jack with only quick release couplings fitted.
5.5 If more than one bolt is to be tensioned at the same time, fit the spacers and jacks to the remaining
bolts as described in Paras 5.3 and 5.4 Ensure that the last jack in the system (i.e. the farthest from
the intensifier) has a vent fitted.
5.6 Use the correct length hoses for each application. With the pressure release (8) on the intensifier
open, coupling the intensifier to the first jack, and couple connecting hoses between the other
jacks. Make sure the hydraulic hoses are not kinked or trapped. Always ensure that the outer ring
of each quick release hose coupling is fully down and locked before pressurising the system.
5.7 Close the pressure release valve on the intensifier. Slacken the vent plug on the last jack. Start the
pump in the intensifier and bleed the system via the vent plug. Stop the pump and tighten the vent
plug.
5.8 Additional Notes
a) Check the intensifier pressure gauge against the master gauge before starting a bolt
tensioning operation. See Para. 3.2 (b)
b) It is only necessary to bleed the jacks once to fill the system. On subsequent tightening
operations the system will be full.
c) Oil leakage from tell---tale holes in the circumference of a jack unit, indicates that the quick
release couplings or vent plugs are not pressure tight at the cone seating at the bottom of the
tapped hole. A vent discharges at the tell tale hole when opened to fill the jacks.

Last Issued 19.5.04 Page No. 6

 KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 22

5.9 Reduce the air pressure at the intensifier pressure regulator to zero. Open valve (9) on the
intensifier, wind up the air regulator to start the pump and pressurise the system at a controlled
slow rate until the pressure on gauge (12) is at the correct pressure quoted for the particular stud or
bolt being tensioned. The stop/start valve (9) can be left open until the bolts have been tightened
maintaining the system pressure against any slight leakage. Due allowance should have been
made for any known gauge inaccuracy.
5.10 Using the tommy bar (2) through the spacer slot nip the nut (17) down on each bolt. Check that all
nuts rotate approximately the same distance. Count the tommy bar movements as a check.
Observe that the pressure has held at the correct value until the last nut has been tightened. If the
pressure has reduced restore to the correct value and re---nip each nut up finally.
5.11 When all the nuts are nipped up, close valve (9) to stop the pump, then open the pressure release
valve slowly (8) and when the pressure has dissipated disconnect the hoses from the jacks.
5.12 Using a tommy bar at the top of each jack slacken and remove the jacks from each bolt. If the jacks
cannot be slackened the pressure may not be fully released. Vent the jack by depressing the end
of the quick release hose coupling.
5.13 It should never be necessary to use abnormal force to remove the jacks, although two tommy bars
could be used at the top of the jack to double the unwinding torque. Strip and examine any jack
that is difficult to remove and fit new rings before it is re---used. The jacks can be pumped apart if it
is too difficult to separate Items 5 and 3 by hand.
NOTE: Only apply the quoted pressure that is required to tension the particular stud or bolt.
Inadvertently applying a pressure that is more than 5% in excess of the quoted pressure
could over ---stress the stud or bolt. New studs or bolts must be fitted and the original items
scrapped in all instances when an extreme pressure has been applied.
5.14 Close the jacks before applying the jacks to tension the next set of studs or bolts ,to (a) stay within
the stroke of the jack and, (b) to maintain the maximum thread engagement.
6. Slackening A Bolt Or Stud
6.1 When releasing the hydraulically applied end load the bolt shortens in length. To allow for this
contraction each jack should be pumped open to provide a 3mm gap between the two halves
before being fitted on to a bolt. Alternatively the jack may be fully closed, and a 3mm gap left
between the spacer and the engine component face.
6.2 Fit the spacers and jacks to the bolts to be slackened. Couple the intensifier to the first jack and
couple connecting hoses between the other jacks. Ensure the hose connections are locked
correctly to each jack connection.
6.3 Close the pressure release valve on the intensifier and slacken the vent plug on the last jack. Start
the pump of the intensifier and bleed the system via the vent plug. Stop the pump and tighten the
vent plug.

Last Issued 19.5.04 Page No. 7

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 22

SLACKENING OPERATION

3mm BEFORE
PRESSURISING

Component Face

GAP REDUCES BY AMOUNT

BOLT CONTRACTS AFTER
NUT IS SLACKENED & HYDRAULIC
PRESSURE IS RELEASED.

3mm BEFORE
PRESSURISING

6.4 Reduce the air pressure at the intensifier pressure regulator to zero. Open valve (9) on the
intensifier, wind up the air regulator to start the pump and pressurise the system at a controlled
slow rate until the pressure on gauge (12) is at the correct pressure quoted for the particular stud or
bolt being slackened. The stop/start valve (9) can be left open until the bolts have been slackened,
maintaining the system pressure against any slight leakage. Due allowance should have been
made for any known gauge inaccuracy.In practice a lower pressure will release the load from the
nuts so check the nuts with a tommy bar as the system is being pressurised until the nut will turn.
Turn the nuts back approximately 5 tommy bar holes to allow for the bolt shortening.

WARNING: NEVER OVER PRESSURISE THE SYSTEM

Last Issued 19.5.04 Page No. 8

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 22

6.5 Open the pressure relief valve slowly to release the hydraulic pressure and check that the nuts are
still free. If not, re---pressurise the system and turn the nuts back a little more.

6.6 After slackening the nuts, remove the jacks and spacers from the bolts.

6.7 Before continuing to slacken other bolts restore the 3mm gap by:---1.8 a )pumping the jacks
open to provide 3mm between the two parts of the jack;
OR
b) closing the jacks and fitting them to bolts with a 3mm gap between the jack spacer and the
engine component face.
OR
c) assessing the existing gap in the jack and making up the differences in the actual gap and
the required gap by adjusting the jack and spacer position on the bolt to give 3mm overall.
7. Jack Maintenance

7.1 Changing Jack Seals

In the event of oil leakage across the jack seal rings, fit new rings as follows:---

a) Connect the leaking jack to the intensifier. Using a tray to catch the large amounts of
escaping oil, pump the jack apart and drain the oil from the jack. Slide the two halves of the
jack apart and remove the rings. To remove the rings it will be necessary to cut through the
PTFE outer ring with a sharp knife.
b) Clean and dry both parts of the jack and place the bottom of the jack in a vice. Grip lightly as
excessive tightening of the vice will distort the casing.
c) Lightly grease the new seal rings and position them in the bottom half of the jack. Lightly
grease the new seal rings and position them in the groove of the top section of the jack (see
Fig.5).
d) Carefully enter the top section (5) into the bottom section (3) and close the two sections
together by hand.
NOTE: On larger jacks it may be necessary to compress the male diameter ring using a
jubilee clip, before trying to press the jack halves together. The operation to fit the PTFE
outer ring can result in stretching the ring to the point of preventing the seal entering the
lower half of the jack. Compressing the seal for a few minutes removes the problem.
e) Vent the jack by depressing the ends of the quick release coupling and, at the same time,
close the jack together.
NOTE: It is important to vent the jack otherwise the trapped air will prevent the two halves
closing.

Last Issued 19.5.04 Page No. 9

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 22

8. Fault Finding.

FAULT CAUSE REMEDY

Failure to attain Tank on intensifier Fill tank with SAE30 oil

sufficient hydraulic empty.
pressure Pressure release Close pressure release valve
valve open.
Jack leaking past Change seal rings
seal rings.
Air pressure Adjust regulator
to pump too low.
Jack leaking at Tighten connections
tell---tale hole.
Hoses leaking. Tighten connections
or replace hoses
Hoses not Connect correctly
connected properly.

Jacks not lifting Air lock in system. Vent jacks

equally Tight jack. Change jack or investigate
Leakage on one See previous remedies
jack or hose.
Jack not nipped Close and refit
down to spacer.

Sudden loss of Jack pumped beyond Change seal rings

pressure acceptable travel.
Fractured hose. Change hose
Hose not connected Re---connect hose
properly.
Failure of pump unit Contact Mirrlees Blackstones,
Service Department.

Failure to hold Leakage in system Rectify leaks

pressure when or pump unit.
attained

Last Issued 19.5.04 Page No. 10

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 22

Fault Finding

FAULT CAUSE REMEDY

Nut will not turn Tight thread Investigate, insufficient

(damage or clearance between threads
distorted thread).
Spacer touching nut. Slacken nut and reposition
spacer
Insufficient hydraulic Check gauge
pressure.
Nut touching Investigate
bottom of jack.

Nut slack following Stud or bolt Check hydraulic pressure

tightening procedure over---stretched. Change stud or bolt
Check jack type
Check bolt length for
permanent stretch
If in doubt consult
Mirrlees Blackstones,
Service Department.
Hose not coupled Reconnect and re---pressurise
properly.

Failure to remove Hydraulic pressure Open quick release valve/jack vent

jack from bolt trapped in.
Distorted thread. Change bolt or stud
No allowance Re---tension bolt, tighten nuts
made for bolt release hydraulic pressure
contraction during restore jack gap, and slacken bolt
slackening operation.

Breakdown with If this situation arises, the

hydraulic pressure jack cannot be released or
trapped in the the hoses removed with the
system or individual pressure trapped
jack unit/s Slacken the vent plug or a
quick release coupling to release
the pressure.

Last Issued 19.5.04 Page No. 11

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 22 FIGURE 1

Title: Date: Man. No

TYPICAL HYDRAULIC INTENSIFIER UNIT 6/00 3185
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 22 FIGURE 2

Title: Date: Man. No

INTENSIFIER SYSTEM DIAGRAM 6/00
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 22 FIGURE 3

Title: Date: Man. No

CROSS SECTION OF TYPICAL HYDRAULIC JACK 6/00 2103
UNIT.
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 22 FIGURE 4

1. Spacer piece 10. Adaptor

2&4 Tommy bars 11/13 Adaptor
3. Nut base 12. Hose
5. Nut body 14. ‘O’ ring & Glyd seal ring
6&7 Vent plug 15. ‘O’ ring and stepped seal ring
8. Coupling (female) 16. Nut
9. Coupling (male)

Title: Date: Man. No

TYPICAL HYDRAULIC JACK ASSEMBLY 6/00
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 22 FIGURE 5

Title: Date: Man. No

FITTING FACING RINGS IN HYDRAULIC JACK 6/00 2144
UNITS.
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 22 FIGURE 6

Title: Date: Man. No

CLOSING A TYPICAL SHAMBAN SEAL JACK 6/00 2220
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 22 FIGURE 7

Title: Date: Man. No

CHECKING INTENSIFIER GAUGE AGAINST 6/00 3186
MASTER GAUGE
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

CHAPTER INDEX

STRESSED BOLT SCHEDULE

PARAGRAPH N0 SUBJECT PAGE N0

1. LIST OF SCHEDULES 1

GENERAL RECOMMENDATIONS FOR

TIGHTENING BRITISH STANDARD FINE
BSF) COMMON STUDS, BOLTS AND
SETSCREWS 5

2. PROCEDURE FOR TENSIONING MAIN

BEARING CAP STUDS 7

3. PROCEDURE FOR TENSIONING THRUST

BEARING CAP STUDS 10

4 TIGHTENING PROCEDURE FOR “SIDE”

COLUMN---TO---BEDPLATE BOLTS 11

5 PROCEDURE FOR TENSIONING

COLUMN---TO---BED VERTICAL STUD BOLTS 13

6. PROCEDURE FOR TENSIONING CYLINDER

CASING TO COLUMN STUDS 16

7. PROCEDURE FOR TENSIONING LARGE END

BEARING HOUSING BOLTS 19

8. DIRECT READING MICROMETER GAUGES 24

9. PROCEDURE FOR TENSIONING CONNECTING

ROD PALM END STUDS 26

10. PROCEDURE FOR TENSIONING

CYLINDER HEAD STUDS 34

11. PROCEDURE FOR TENSIONING

BALANCE WEIGHT STUDS 37

Last Issued 1/6/00 Page No. 1 Mirrlees Blackstone

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

ILLUSTRATIONS PAGE N0
Tensioning Main Bearing Cap Studs 6
Tensioning Thrust Bearing Cap Studs 9
Tightening Column to Bedplate Side Bolts 12
Tensioning Column to Bedplate Stud Nuts 15
Tensioning Column to Cylinder Casing Stud Nuts 18
Tensioning Connecting Rod Large End Bolts 21
Large End Bolt Stretch Gauge 25
Tensioning Connecting Rod Palm End Studs 29
Palm End Stud Stretch Gauge 32
Palm End Stud Length Gauge 33
Tensioning Cylinder Head Studs 36
Tensioning Balance Weight Studs 39

Last Issued 1/6/00 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

STRESSED BOLT SCHEDULE

1. LIST OF SCHEDULES

Component Method Tensioned Tensioning Instructions

Main bearing cap stud bolts. Hydraulically See pages 5 to 7

Thrust cap. Mechanically See page 9 & 10

Side column to bedplate bolts Mechanically See page 11

Vertical column to bedplate Hydraulically See pages 13 to 15

stud bolts.
Vertical column to bedplate bolts Mechanically 1” dia. bolts tightened
to 350 lbs/ft torque.
Cylinder casing to Hydraulically See pages 16 to 18
column studs
Large end bearing Hydraulically See pages 19 to 25
housing bolts.
Connecting rod palm Hydraulically See pages 26 to 33
end to L.E. bearing
housing stud bolts.
Cylinder head studs Hydraulically See pages 34 to 36

Balance weight stud nuts. Hydraulically See pages 4 and 37 to 39

Flywheel coupling Mechanically Size 13/4” B.S.F Hand
tighten firmly using a
standard spanner.
Additionally tighten 600
(one nut flat) using an
extension tube on a
spanner or tighten to a
torque of 760 lbs/ft.
Tensioning damper/free Mechanically Size 11/4” B.S.F. Use a
end drive stud bolts torque wrench set to
100 lbs/ft to apply an
initial torque.
Additionally tighten 900
( 11/ nut flats )
2

Last Issued 1/6/00 Page No. 1 Mirrlees Blackstone

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

.Component Method Tensioned Tensioning Instructions

Injector clamp stud Mechanically Size 3/4” B.S.F. (2 off)

nuts. Use an open ended spanner
to nip nuts up evenly on
each end of clamp.
Then use a torque wrench
set at 50 lbs/ft and evenly
complete tightening of
both nuts.
Pinch bolts of air and exhaust Mechanically Size 3/4” B.S.F.
rocker lever. Tighten nuts using a torque
wrench set to 160 lbs/ft.
Rocker lever pushrod tappet nuts Mechanically Size 3/4” B.S.F.
Tighten nuts using a torque
wrench set to 100/150 lbs/ft.
Exhaust valve cage Mechanically Size 3/4” B.S.F. (4 off per
studs. cage) Lubricate with clean
oil then, using a torque
wrench set to 130 lbs/ft.
Evenly tighten all nuts
ensuring a minimum gap
between the disc springs of
0.005” (130 lbs/ft Max.)
Piston crown studs Mechanically Size 7/8” B.S.F.(4 per piston)
and nuts The studs are driven into
the the piston crown using
a torque wrench set at 20
lbs/ft. The studs must
bottom in the tapped hole.
Pre---torque to 120 lbs/ft.
release. Retighten to 50
lbs/ft. Then tighten each
nut an additional 75O nut
rotation using template
Tool 16A.

Last Issued 1/6/00 Page No. 2 Mirrlees Blackstone

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

Component Method Tensioned Tensioning Instructions

Bolts securing intermediate Mechanically Size 5/8” B.S.F. (12 off)

gears together. Use a torque wrench set
to 90 lbs/ft. (120lbs/ft. max)

Camshaft Gearwheel Mechanically Size 11/8” B.S.F. Use a

socket, a 5 : 1 gearbox and
a torque wrench set at 150
lbs/ft. to tighten the nut to
750 lbs/ft.

Connecting Rod Foot Valve Mechanically Use adapter K38930 and a

torque wrench set to 100
lbs/ft.

Intergear bracket to column Mechanically Size 7/8” B.S.F. Use a

stud bolts. torque wrench set to 50lbs/
ft. to apply initial torque.
Additionally tighten a
further 100O nut rotation.

Bolt for crankshaft Mechanically Size 7/8” B.S.F. (4off). Bolts

gear halves must be stretched 0.012” to
0.015” (.30 to .375mm)
Measure length of bolt in
free state. They are manu
factured to a length of
7.374” to 7.376” (187.3 to
187.35mm). Discard any
bolt that is retaining an ex
tended length (permanent
set) to 7.381” (187.48mm)
or more. Size 7/8” B.S.F ---
4off. Use socket and
wrench. After nipping up
apply 480 to 600 additional
nut rotation. Check that
bolts are correctly
stretched. Measure length
with a micrometer.

Last Issued 1/6/00 Page No. 3 Mirrlees Blackstone

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

Component Method Tensioned Tensioning Instructions

Balance weight studs. Mechanically Size 11/2” B.S.F. Use a

(Small balance weights socket a 5 : 1 gearbox and
having two studs) a torque wrench set at 55
lbs/ft. to tighten the nut to
275 lbs/ft. Use a large gear
box and apply a further 750
nut rotation. 5 divisions of
the graduated socket.
Balance weight studs. Hydraulically Apply clean oil to studs, nut
(Large balance weights threads and contact faces.
having three studs) Fit nuts to studs and nip up
to balance weight using
tommy bar. Fit an hydraulic
jack to the centre stud and
pressurise to 15800 psi, nip
up nut and release pressure.
Where three studs are used,
fit one jack to the remaining
studs one at a time. Pressur
ise to 15800 psi. Nip up nut
and release pressure.
Overspeed Governor Gear Nut Mechanically Apply Loctite Nutlock and
tighten to 200 lbs/ft
NOTE: All the forgoing bolts and studs etc. are made from high tensile steel and must
be tightened to the instructions given. Where locking devices such as split pins or wire
have to be fitted and nut slots do not align with drilled holes. Tighten nuts a minimum
marginal amount more to the nearest hole. DO NOT slacken back to align nut slots
to hole.
NOTE: It is most important that only the lubricant specified is used on the threads and
nut faces prior to tightening to the torque quoted.
NOTE: The inadvertent use of ‘Copaslip’ or ‘Molycote’ except where quoted could
result in over ---tightening and excessive stresses in bolts or studs etc., where engine
lubricating oil is the specified lubricant.

Last Issued 1/6/00 Page No. 4 Mirrlees Blackstone

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

GENERAL RECOMMENDATIONS FOR TIGHTENING BRITISH STANDARD FINE (BSF)

COMMON STUDS, BOLTS AND SETSCREWS

The following table specifies a torque range for various sizes generally used on ALSTOM Engines
Limited engines. The torques apply to threads without lubricant (completely clean and dry). This
also applies to the engagement faces of nuts, bolts and setscrews:
B.S.Fine Torque Torque Load Load
thread dia. lb inch lb ft lb tons
inches min max min max min max min max
1/ 35 55 --- --- 665 1050 --- ---
4
5/16 75 110 --- --- 1180 1730 --- ---
3/ 135 200 1780 2650 --- ---
8
1/ --- --- 28 42 --- --- 1.48 2.22
2
5/8 --- --- 55 85 --- --- 2.35 3.64
3/ --- --- 100 150 --- --- 3.58 5.37
4
7/8 --- --- 155 235 --- --- 4.9 7.45
1 --- --- 235 355 --- --- 6.5 9.85
1
1 /4 --- --- 480 720 --- --- 10.7 16.1
1
1 /2 --- --- 850 1270 --- --- 15.9 23.8
In order to apply the above torques to self---locking nuts utilising thread friction (e.g. nyloc nuts)
establish by experiment the torque required to turn the unloaded nut and add the value to that
specified in the above table
NOTE: The above tightening torques produce a stress range of approximately 10 to
17 tons/in at the root diameter of the thread.
NOTE: Bolts and studs etc., made from steel to conditions Q.R & T in accordance with
BS 970 (1970), providing minimum yield strengths of 28, 34 and 44 tons/in respectively.
Foundation Bolts --- Engines directly mounted on concrete foundations.
The nuts on engine holding down bolts (2” B.S.F) should be progressively tightened to a torque of
600 to 650 lb ft (0.82 to 0.89 Nm). This is generally the approximate maximum applied pull by a
man of average strength on a 6ft (1.83 m) leverage with unlubricated bolt and nut threads.
This final tightening torque must not be applied until all foundation work has been completed, and
not before the bolt hole grout has cured for at least 28 days.
Generally the tightness of foundation bolt nuts should be checked at intervals of one year or
approx. 6000 engine operating hours.
The crankshaft alignment must always be re---checked after any tightening or re---tightening
occasion. Check more frequently if any increase of engine movement or vibration can be
perceived.

Last Issued 1/6/00 Page No. 5 Mirrlees Blackstone

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 23 PAGE 6

4 ( from Intensifier )

1 Hydraulic Jack (2 Couplings) 1

2 Hydraulic Jack (with Vent)
5 Coupling
3 1500mm Hose Adaptor Assy
4 4000mm Hose
5 Coupling Adaptors

Vent Plug
2

Bottom section
of M.B. cap stud

1/8 inch

Title: Date: Man. No

HYDRAULIC TENSIONING OF MAIN BEARING CAP 6/00 1651/1
STUDS
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

2. PROCEDURE FOR TENSIONING MAIN BEARING CAP STUDS

2.1 Hydraulic Equipment Required
Part No. Description Quantity
K59238 Power pack (Intensifier unit) 1
K56677 Jack 2
K56678 Spacer 2
K52808 Hose (1500 mm) 1
K52809 Hose (4000 mm) 1
MB5675 Coupling adaptors 3
USE THE EQUIPMENT ABOVE AS DESCRIBED IN SECTION 2 CHAPTER 22
2.2 Tensioning Procedure

a) After satisfactory assembly and positioning of the cap, and having used slave nuts to pull the
cap down, clean the stud threads and apply oil, then run the round nuts down to the cap. At
this stage there should be an even gap at the butts of the cap to the bedplate of .010” --- .020”
(0.25 --- 0.50 mm) at one or both butt faces.

b) Fit the two spacers and closed hydraulic jacks --- to two diagonally opposite studs. Connect
the jacks with adaptors MB5675 and a 1500 mm length hose. Connect the first jack to the
intensifier with the 4000 mm length of hose. Ensure that the second jack has a vent fitted.
Ensure that the slots of the spacers are at convenient positions.

c) Close the intensifier pressure release valve, open the vent in the second jack, start the
intensifier pump and fill the system. When oil issues from the vent of the second jack stop
the pump and close the vent on the jack.

d) Start the intensifier pump and pressurise the jacks at a slow controlled rate until the system
pressure is 3500 psi --- stop the pump. Nip the nuts down by using the tommy bar through
the spacer slot, also nip the nuts down on the other two studs.

e) Whilst at 3500 psi pressure check that the butt face of the cap has closed to the bedplate ---
use a .0015” feeler (.04 mm) at the butt. If the cap has not closed up entirely, there could be
mechanical interference of the fit or dislodged dirt between the faces.

If there is any abnormality wind the nuts back, release the pressure and remove the jacks
and bearing cap and check that the assembly is correct.

f) Start the intensifier pump and pressurise the jacks at a slow controlled rate to 17,500 psi.
Stop the intensifier pump.

g) Nip the nuts down using a tommy bar through the slots of the spacers. The number of tommy
bar movements at each nut should be generally equal.

Last Issued 5.8.04 Page No. 7

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

Ensure that 17,500 psi pressure is maintained until both nuts have been nipped down. If the
pressure has reduced restore it to 17,500 psi while the nuts are finally nipped down. Allow for
any known gauge inaccuracy.

h) Release the intensifier pressure and remove the hoses, jacks and spacers.

i) Fit the spacers, hydraulic jacks and hoses to the other two diagonally opposite studs.
Tension the studs and nip up the nuts in accordance with 2c), 2f) and 2g). Then remove the
hoses, jacks and spacers.

NOTE: If the tightening pressure is exceeded by 10% or more,advice should be sought from
Mirrlees Blackstone, as to whether the component which has been overloaded should be
scrapped.
2.3 Slackening procedure

a) Fit the spacers, hydraulic jack units, and hoses as described in para 2b), except that a 3 mm
gap must be left between the two halves of the jack or between the jack spacer and the cap
face. Fill and vent the jacks as in para. 2c).

b) Pressurise the jacks to 17,500 lbs/in2 at a slow controlled rate. Turn the nuts back using the
tommy bar.

c) Release the hydraulic pressure and check that the nuts are still free. If not re---pressurise and
turn the nuts back a little more. Under no circumstances should the studs be pressurised to
more than 18,000 lbs/in2.

d) Remove the hoses, jacks and spacers from the studs.

e) Repeat a), b), c) and d) to release the tension and remove the nuts from the other two
diametrically opposite studs.

NOTE: If the tightening pressure is exceeded by 10% or more,advice should be sought from
Mirrlees Blackstone, as to whether the component which has been overloaded should be
scrapped.

Last Issued 5.8.04 Page No. 8

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 23 PAGE 9

Title: Date: Man. No

TENSIONING THRUST BEARING CAP STUDS 6/00 2102
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

3. PROCEDURE FOR TENSIONING THRUST BEARING CAP STUDS

3.1 Equipment Required
Part No. Description Quantity
K54167 Ring spanner 1
--- 1” Bore tube x 5’0” long 1
K31131 Anti---seize compound A/R
--- PTFE washer fitted between the nut
and steel washer.
3.2 To gain access to the thrust bearing cap immediately adjacent to the flywheel it will have been
necessary to have removed the half gear casings. The intermediate gear assemblies partially
overhanging the thrust bearing cap imposes restriction and the assemblies would have to be
removed to enable the thrust bearing cap to be lifted. The cranked ring spanner with its shaft and
extension tube enables sufficient swing angle to be obtained between the end of the engine
column and the flywheel to tighten or slacken both bearing cap nuts.
3.3 Tightening procedure
CAUTION
On no account must impact techniques to be used to tighten or slacken thrust bearing cap
nuts. Neither hammer blows nor impact wrenches.
a) Ensure that all threads and nuts and other component faces are clean.

b) Apply anti---seize compound to the stud and nut threads and to the nut face.

c) Fit the steel washer

Fit the PTFE washer

Fit the nut

(The PTFE washer must be directly under the nut).

d) Using the ring spanner and normal body force tighten each nut down evenly and firmly until
the cap butt faces are feeler tight --- use a 0.0015” feeler at the cap butt faces to the bedplate.

e) Mark the nut and stud end (using pencil or felt tip pen). Line across end of stud and onto face
of nut.

f) Apply an extension tube to the shaft of the ring spanner and progressively tighten each of the
two nuts an additional 670 of nut rotation.

g) The PTFE washers will have extruded --- cut the washer at the hexagon faces of the nut and
remove all surplus PTFE. Ensure the bits are retrieved and are not allowed to drop into the
bedplate to eventually enter the lubricating oil sump or tank

Last Issued 19.5.04 Page No. 10

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

4. TIGHTENING PROCEDURE FOR “SIDE” COLUMN -- TO -- BEDPLATE BOLTS

4.1 Equipment required

Part No. Description Quantity
SS/22 Single ended spanner 1” B.S.F. 1
--- Graduated socket 1” B.S.F. 1
--- Ratchet wrench 1
4.2 Tightening procedures
The “side” column---to---bedplate bolts must be tightened BEFORE the “vertical”
column---to---bedplate bolts

a) Ensure that all threads and bolt/column mating faces are clean.

b) Lubricate bolt threads with anti---seize compound.

c) Fit bolt with PTFE washer under head and ’nip---up’ lightly with open---ended spanner.

d) Apply the socket, in conjunction with the ratchet wrench, to the bolt head and mark the
column with a line opposite one of the socket graduations.

e) Tighten each bolt by rotating the socket through 900 --- that is, 6 graduations.

f) Remove all the tightening equipment.

g) Remove surplus PTFE from around the bolt heads.

h) When required release the bolts using the same equipment.

Last Issued 19.5.04 Page No. 11

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 23 PAGE 12

Title: Date: Man. No

TENSIONING COLUMN TO BEDPLATE SIDE 6/00 2166
BOLTS.
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

5. PROCEDURE FOR TENSIONING COLUMN -- TO -- BED VERTICAL STUD BOLTS

5.1 Equipment required
Part No. Description Quantity
K54509 Hydraulic jack units 4
K52807 Flexible hoses 500 mm 4
K52808 Flexible hoses 1500 mm 2
K52809 Flexible hoses 4000 mm 2
K59238 Hydraulic intensifier unit 1
USE THE EQUIPMENT ABOVE AS DESCRIBED IN SECTION 2 CHAPTER 22
5.2 Tensioning Procedure

a) After satisfactory assembly, positioning of the column and fitting the dowels clean the
threads of all the studs and apply oil. Check that the round component nuts will run freely
down the thread at each end.

Fit one nut to the long thread end of each stud so that the nut is in full thread engagement. Fit
the studs through the column base and bedplate top face, 8 --- to each crank bay and, 4 --- at
each end. The studs are entered fro m the top and rest on the nut when they have been
inserted.

Fit the bottom nut to the stud so that the stud end projects 1/8 ” from the nut face and the nut
therefore has “full thread” engagement. Wind down the top nut and nip down using the
tommy bar.

The nuts must be fitted so that their tommy bar holes are outermost. Using the micrometer,
check and record the length and the location of each accessible stud.

b) Preferably the nuts should be tensioned in the following sequence working from the centre
of the column length to the ends.

Crank bay sequence Flywheel Free Free End

12 cyl. engines 4, 3, 5, 2, 6, 1 Next Last

14 cyl. engines 4, 5, 3, 6, 2, 7, 1 Next Last

16 cyl. engines 5, 4, 6, 3, 7, 2, 8, 1 Next Last

18 cyl. engines 5, 6, 4, 7, 3, 8, 2, 9, 1 Next Last

e.g. --- 18 cyl engines.
Fit four spacers and closed jack assemblies to the studs in No.5 crank bay. Couple near jacks with
500 mm hoses. Couple outer jacks at crankcase door openings using 1500 mm hoses. Couple

Last Issued 19.5.04 Page No. 13

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

two inner jacks across the engine with a 4000 mm hose. Couple first jack to intensifier unit using a
4000 mm hose. Ensure last jack has a vent fitted. Ensure that the slots of the spacers are at
convenient positions.

c) Close the intensifier pressure release valve, open the vent in the last jack, start the intensifier
pump and fill the system. When oil issues from the vent of the last jack stop the intensifier
pump and close the vent on the jack.

d) Start the intensifier pump and pressurise the jacks at a slow controlled rate to 19,600 psi.
Stop the intensifier pump.

e) Nip the nuts down using a tommy bar through the slots of the spacers. The number of tommy
bar movements at each nut should be generally equal.

Ensure that 19,600 psi pressure is maintained until both nuts have been nipped down. If the
pressure has reduced restore it to 19,600 psi while the nuts are finally nipped down. Allow for
any known gauge inaccuracy.

f) Release the intensifier pressure and remove the hoses, jacks and spacers.

g) Repeat b, c, d, e and f in sequence in the other crank bays.

h) Tension the end studs but as convenient use a single jack with vent or two coupled jacks
only.
5.3 Slackening Procedure

a) Fit the spacers, hydraulic jack units, and hoses as described in para 5.2b) except that a 3
mm gap must be left between the two halves of the jack or between the jack spacer and the
column face. Fill and vent the jacks as in para. 5.2c).

b) Pressurise the jacks to 19,600 lbs/in2 at a slow controlled rate. Turn the nuts back using the
tommy bar.

c) Release the hydraulic pressure and check that the nuts are still free. If not re---pressurise and
turn the nuts back a little more. Under no circumstances should the studs be pressurised to
more than 20,600 lbs/in2.

d) Remove the hoses, jacks and spacers from the studs.

e) Check the free length of each stud using the micrometer.In manufacture the studs are made
to a length of 15.500” (393.70 mm) plus or minus .003” (.075 mm).

f) After use they may retain an extended length (permanent set) but any stud that has a length
in excess of 15.510” (393.95 mm) should be discarded.

Last Issued 19.5.04 Page No. 14

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 23 PAGE 15

Title: Date: Man. No

TENSIONING COLUMN TO BEDPLATE STUD 6/00 1657
BOLTS
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

6. PROCEDURE FOR TENSIONING CYLINDER CASING TO COLUMN STUDS

6.1 Equipment required
Part No. Description Quantity
K54507 Hydraulic jack units 2
K52808 Flexible hoses 1500mm 1
K52809 Flexible hoses 4000mm 1
K59238 Hydraulic intensifier unit 1
USE THE EQUIPMENT ABOVE AS DESCRIBED IN SECTION 2 CHAPTER 22
6.2 Tensioning procedure

a) After satisfactory assembly and positioning of the cylinder casing, clean the stud threads,
and apply anti---seize compound. Clean the nuts and apply anti---seize compound to the
threads. Fit and wind the nuts down to the cylinder casing top face, and nip them down
using a tommy bar. Tension the studs in the numbered sequence illustrated and in pairs
working from the centre of the cylinder casing towards the ends.

b) Fit the two spacers and closed hydraulic jacks --- to the first pair of studs. Connect the jacks
with the 1500 mm length hose. Connect the first jack to the intensifier with the 4000 mm
length hose. Ensure that the second jack has a vent fitted. Ensure that the slots of the
spacers are at convenient positions.

c) Close the intensifier pressure release valve, open the vent in the second jack, start the
intensifier pump and fill the system. When oil issues from the vent of the second jack stop
the intensifier pump and close the vent on the jack.

d) Start the intensifier pump and pressurise the jacks at a slow controlled rate until the system
pressure is 19,200 psi --- stop the pump. Nip the nuts down by using the tommy bar through
the spacer slot. The number of tommy bar movements at each nut should be generally
equal.

Ensure that 19,200 psi pressure is maintained until both nuts have been nipped down. If the
pressure has reduced restore it to 19,200 psi while the nuts are finally nipped down. Allow for
any known gauge inaccuracy.

e) Release the intensifier pressure and remove the hoses, jacks and spacers.

f) Tension the next pair of studs repeating b, c, d and e, until all the studs have been tensioned
to the illustrated sequence.
NOTE: If the tightening pressure is exceeded by 20% or more,advice should be sought from
Mirrlees Blackstone, as to whether the component which has been overloaded should be
scrapped.

Last Issued 19.5.04 Page No. 16

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

6.3 Slackening Procedure

a) Fit the spacers, hydraulic jack units, and hoses as described in para. 6.2b) except that a 3
mm gap must be left between the two halves of the jack or between the jack spacer and the
cylinder casing top face. Fill and vent the jacks as in para. 6.2c).

b) Pressurise the jacks to 19,200 lbs/in2 at a slow controlled rate. Turn the nuts back using the
tommy bar.

c) Release the hydraulic pressure and check that the nuts are still free. If not re---pressurise and
turn the nuts back a little more. Under no circumstances should the studs be pressurised to
more than 20,000 lbs/in2.

d) Remove the hoses, jacks and spacers from the studs.

e) Repeat until all the nuts have been released. The sequence in which they are released is not
important.

NOTE: If the tightening pressure is exceeded by 20% or more,advice should be sought from
Mirrlees blackstone, as to whether the component which has been overloaded should be
scrapped.
NOTE: --- The studs are tightened into the column to a torque of 100 lb/ft.

Last Issued 19.5.04 Page No. 17

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23 PAGE 18

Title: Date: Man. No

TENSIONING CYLINDER CASING THROUGH BOLT NUTS 6/00 1603
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

7. PROCEDURE FOR TENSIONING LARGE END BEARING HOUSING BOLTS

7.1 Equipment required

Part No. Description Quantity
K54044 Hydraulic jack units 2
K52808 Flexible hoses 1500mm 1
K52809 Flexible hoses 4000mm 1
K59238 Hydraulic intensifier unit 1
USE THE EQUIPMENT ABOVE AS DESCRIBED IN SECTION 2 CHAPTER 22
7.2 Tensioning procedure

a) After fitting the large end bearing housing assembly to the crankpin as detailed in prior
instructions tension the bolts to the following procedure.

b) Fit two spacers and closed hydraulic jacks --- to diagonally opposite bolts. Connect the
jacks with the 1500 mm length hose. Connect the first jack to the intensifier with the 4000
mm length hose. Ensure that the second jack has a vent fitted. Ensure that the slots of the
spacers are at convenient positions.

c) Close the intensifier pressure release valve, open the vent in the second jack, start the
intensifier pump and fill the system. When oil issues from the vent of the second jack stop
the intensifier pump and close the vent on the jack.

d) Start the intensifier pump and pressurise the jacks at a slow controlled rate until the system
pressure is 16,500 psi --- stop the pump. Nip the nuts down by using the tommy bar through
the spacer slots. The number of tommy bar movements at each nut should be generally
equal.

Ensure that 16,500 psi pressure is maintained until both nuts have been nipped down. If the
pressure has reduced restore it to 16,500 psi while the nuts are finally nipped down. Allow for
any known gauge inaccuracy.

e) Release the intensifier pressure and remove the hoses, jacks and spacers.

f) Remove the slave nuts and fit the round nuts to the other two bolts then tension these bolts to
procedure b, c, d and e.

g) Check the length of each bolt using the micrometer. See page 25.

Prior to fitting the length of each bolt should have been checked in the free state. The bolts
are manufactured to a gauge length of 20” (508 mm) plus or minus .001” (.025 mm). After
setting the micrometer to zero to the gauge bar, the length of each bolt should have checked

Last Issued 19.5.04 Page No. 19

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

out at a length of not more than 20” (508 mm) plus .010” (.25 mm). use the bolts may retain
an extended length (permanent set) but this must not exceed the .010” (.25 mm)

After tensioning, the bolts should have extended a nominal .050” (1.25 mm) plus or minus
.003” (.075 mm). Taking account of the original length of each bolt, all four bolts should have
extended within a tolerance band of 0.047” (1.175mm) to 0.053” (1.325mm). If the
extensions do not comply with this stipulation, release the nut fully and recheck each bolt
length in the free state. If the ends of the bolts sustain any damage, they must not be
extensively dressed off, so that their length has been reduced, but any light bruising or burrs
may be removed using a fine honing stone, so as to avoid the possibility of false micrometer
readings being obtained.

7.3 Slackening procedure

a) Fit the spacers, hydraulic jack units, and hoses as described in para. 7.2b) except that a 3
mm gap must be left between the two halves of the jack or between the jack spacer and the
cap faces. Fill and vent the jacks as in para. 7.1c).

b) Pressurise the jacks to 16,500 lbs/in2 at a slow controlled rate. Turn the nuts back using the
tommy bar.

c) Release the hydraulic pressure and check that the nuts are still free. If not re---pressurise and
turn the nuts back a little more. Under no circumstances should the bolts be pressurised to
more than 17,400 lbs/in2.

d) Remove the hoses, jacks and spacers from the bolts.

e) Repeat the procedure on the other two bolts.

f) Prior to re---use check the bolt lengths in the free state --- Discard any bolt that is .010” (.25
mm) over length.

NOTE: In the event of a serious engine overspeeding incident --- new bolts would normally
be fitted throughout the engine large end bearing housings.

Last Issued 19.5.04 Page No. 20

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 23 PAGE 21

Title: Date: Man. No

TENSIONING CONNECTING ROD LARGE END 6/00 1598
NUTS
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

Stretch No. 1 Cyl No. 2 Cyl No. 3 Cyl

BANK
1/1000” Bolt No. Bolt No. Bolt No.

State Date Eg. 1 Eg. 2 1 2 3 4 1 2 3 4 1 2 3 4

Initial Length (Free) +2 +7

Limit + 10 OK OK

Stretched Length +53 +60

(Tensioned)

Actual Stretch +51 +53

therefore OK OK

Permissible
+47 to +53
Stretch

CONNECTING ROD LARGE END BOLTS STRETCH RECORDS

Manufactured bolt length 20.000” +/ --- .001”

Stretch No. 4 Cyl No. 5 Cyl No. 6 Cyl

BANK
1/1000” Bolt No. Bolt No. Bolt No.

State Date Eg. 1 Eg. 2 1 2 3 4 1 2 3 4 1 2 3 4

Initial Length (Free) +2 +7

Limit + 10 OK OK

Stretched Length +53 +60

(Tensioned)

Actual Stretch +51 +53

therefore OK OK

Permissible
+47 to +53
Stretch

Last Issued 19.5.04 Page No. 21

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

CONNECTING ROD LARGE END BOLTS STRETCH RECORDS

Manufactured bolt length 20.000” +/ --- .001”

Stretch No. 7 Cyl No. 8 Cyl No. 9 Cyl

BANK
1/1000” Bolt No. Bolt No. Bolt No.

State Date Eg. 1 Eg. 2 1 2 3 4 1 2 3 4 1 2 3 4

Initial Length (Free) +2 +7

Limit + 10 OK OK

Stretched Length +53 +60

(Tensioned)

Actual Stretch +51 +53

therefore OK OK

Permissible
+47 to +53
Stretch

Allocate bolt numbers 1 and 2, left and right at the fuel pump side of the cylinder.

Bolt numbers 3 and 4, left and right at the exhaust side of the cylinder.

Last Issued 19.5.04 Page No. 22

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

1. DIRECT READING MICROMETER GAUGES

1.1 To Zero The Direct Reading Micrometer Gauges

a) Place the appropriate gauge---bar in the micrometer --- (Fig.1)

b) Check the micrometer reads zero when adjusted to the length of the gauge---bar.

c) If there is a small error, the zero can be corrected by rotating the adjustable sleeve to the
required position using the large end of the special spanner (See Fig. 1A).

1.2 Large errors can be corrected as follows:

a) Firmly and carefully lock the spindle of the micrometer and remove the outer thimble using
the Allen key supplied (See Fig. 1B).

b) Using the same key, release the setscrew at the end of the direct---reading element (See Fig.
1C). With the measuring face of the micrometer in contact with the gauge---bar and the
spindle locked and with the Allen key in the setscrew, turn the direct reading element to zero
the digits. Ensure that the pointer line on the bevel edge is correctly aligned with the zero line
of the sleeve.

c) Tighten the setscrew. Replace the outer thimble and tighten with the fingers.

d) Unlock the spindle and withdraw a few turns. Re---lock the spindle then tighten the outer
thimble with the Allen key.

e) Repeat the check described in Para. 1b and if necessary complete the final adjustment as in
Para. 1c.

1.3 Contents Of The Box

The tools are used to measure the stretch of the bolts and studs and comprise:--

a) Micrometer assembly for the large---end bolts, including the direct reading micrometer
head.

b) Setting---gauge bar --- 20.000” (508mm) for large end bolts.

c) Adjustment tools for the micrometer, including ’C’ spanner and Allen key.

d) Instructions for zero adjustment of the micrometer.

In use treat the micrometer and gauge bar with care and correctly replace them in the fitted
box to store them safely until they are required for use on future occasions.

Last Issued 19.5.04 Page No. 24

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 23 PAGE 25

Title: Date: Man. No

STRETCH GAUGE FOR LARGE END BOLTS 6/00 1656
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

1. PROCEDURE FOR TENSIONING CONNECTING ROD PALM END STUDS

1.1 Equipment required
Part No. Description Quantity
K54044 Hydraulic jack units 2
K52808 Flexible hoses 1500mm 1
K52809 Flexible hoses 4000mm 1
K59238 Hydraulic intensifier unit 1
USE THE EQUIPMENT ABOVE AS DESCRIBED IN SECTION 2 CHAPTER 22
1.2 Pre---tensioning procedure
a) After assembling the compression shim and connecting rod palm end to the large end
housing, remove the dummy location studs. Fit the component studs, drive them into the
L.E. housing using a torque wrench set to 100 lb/ft. The studs must be “felt” to tighten
against the bottom of the tapped hole before 100 lb/ft is fully applied. They must not become
thread bound before bottoming. Fit the round nuts and nip them down. Use a .0015”
(.04mm) feeler to check that the palm end and shim are closed together at the L.E. housing
face. The feeler should not enter.

b) Fit two spacers and closed hydraulic jacks to diagonally opposite studs. Connect the jacks
with the 1500 mm length hose. Connect the first jack to the intensifier with the 4000 mm
length hose. Ensure that the second jack has a vent fitted. Ensure that the slots of the
spacers are at convenient positions.

c) Close the intensifier pressure release valve, open the vent in the second jack, start the
intensifier pump and fill the system. When oil issues from the vent of the second jack stop
the intensifier pump and close the vent on the jack.

d) Start the intensifier pump and pressurise the jacks at a slow controlled rate until the system
pressure is 10,000 psi --- stop the pump. DO NOT NIP DOWN THE NUTS

e) Release the pressure at a slow controlled rate then remove the two jacks. Re---nip the stud
nuts.

f) Apply the tube and micrometer Tool over each of the four studs in turn and measure and
record the “stud standout” micrometer reading of each of the four studs. The micrometer
reading should be marked on the palm end using a felt tip pen adjacent to the stud to which it
applies. Other recording means could be used providing the stud location and its particular
stand out micrometer reading are logged correctly. Hold the tube down and wind down the
micrometer lightly to the top of the stud, to avoid lifting the tube face from the connecting rod,
to obtain a correct standout reading. Pre---closing the assembly by applying d) and e)
results in settling the contact faces and shim so that accurate initial stud standout
measurements are obtained.

Last Issued 19.5.04 Page No. 26

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

1.3 Now tension the studs to the following procedure:---

a) Fit two spacers and closed hydraulic jacks --- to diagonally opposite studs. Connect the
jacks with the 1500 mm length hose. Connect the first jack to the intensifier with the 4000
mm length hose. Ensure that the second jack has a vent fitted. Ensure that the slots of the
spacers are at convenient positions.

b) Close the intensifier pressure release valve, open the vent in the second jack, start the
intensifier pump and fill the system. When oil issues from the vent of the second jack stop
the intensifier pump and close the vent on the jack.

c) Start the intensifier pump and pressurise the jacks at a slow controlled rate until the system
pressure is 16,500 psi --- stop the pump. Nip the nuts down by using the tommy bar through
the spacer slot. The number of tommy bar movements at each nut should be generally
equal.

Ensure that 16,500 psi pressure is maintained until both nuts have been nipped down. If the
pressure has reduced restore it to 16,500 psi while the nuts are finally nipped down. Allow for
any known gauge inaccuracy.

d) Release the intensifier pressure and remove the hoses, jacks and spacers.

e) Repeat a, b, c & d on the other two studs.

f) Apply the tube and micrometer tool over each of the four studs in turn and record the stud
standout micrometer readings. Subtract the individual initial readings and determine that
each of the four studs has now stretched a nominal .021” (.525 mm) and all four studs are
stretched within a tolerance band of .019” (.475 mm) to .023” (.575 mm). In practice the
readings may be marginally higher if the palm end shim and L.E. housing were not in full
metallic contact --- accept readings up to .026” (.650 mm).

1.4 Slackening procedure

a) Fit spacers, hydraulic jack units, and hoses as described in para. 2b) except that a 3 mm gap
must be left between the two halves of the jack or between the jack and spacer and the
connecting rod face. Fill and vent the jacks as in para. 2c).

b) Pressurise the jacks to 16,500 lbs/in2 at a slow controlled rate. Turn the nuts back using the
tommy bar.

c) Release the hydraulic pressure and check that the nuts are still free. If not repressurise and
turn the nuts back a little more. Under no circumstances should the studs be pressurised to
more than 17,400 lbs/in2.

Last Issued 19.5.04 Page No. 27

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

d) Remove the hoses, jacks and spacers from the studs.

e) Repeat the procedure on the other two studs.

f) After removing the connecting rod remove the studs from the L.E. housing. Prior to re---use
check their length in the free state. Discard any stud that is .010” (.25 mm) over length.

The studs are manufactured to a length of 10.510” (266.95 mm) plus or minus 0.001” (.025
mm) they must not retain an extended length (permanent set) so that they exceed a length of
10.520” (267.20 mm).

Discard any studs that will not freely enter the gauge shown on page 33.

NOTE: In the event of a serious engine overspeeding incident --- new studs would normally
be fitted throughout the engine for connecting rod palm ends to L.E. bearing housings.

Last Issued 19.5.04 Page No. 28

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 23 PAGE 29

Title: Date: Man. No

TENSIONING CONNECTING ROD PALM END STUDS 6/00 1599
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

Stretch No. 1 Cyl No. 2 Cyl No. 3 Cyl

BANK
1/1000” Stud No. Stud No. Stud No.

State Date Eg. 1 Eg. 2 1 2 3 4 1 2 3 4 1 2 3 4

Check to Gauge (Free) OK OK

Initial Standout
(Free) +10 ---7
(Micrometer reading)
Stretched Standout
(Free) +32 +16
(Micrometer reading)
Actual Stretch +22 +23
therefore OK OK
Permissible +19 to +23
Stretch Limit +26

CONNECTING ROD PALM END STUD STRETCH RECORDS

Manufactured stud length 10.510” +/ --- .001”

Stretch No. 4 Cyl No. 5 Cyl No. 6 Cyl

BANK
1/1000” Stud No. Stud No. Stud No.

State Date Eg. 1 Eg. 2 1 2 3 4 1 2 3 4 1 2 3 4

Check to Gauge (Free) OK OK

Initial Standout
(Free) +10 ---7
(Micrometer reading)
Stretched Standout
(Free) +32 +16
(Micrometer reading)
Actual Stretch +22 +23
therefore OK OK
Permissible +19 to +23
Stretch Limit +26

Last Issued 19.5.04 Page No. 31

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

CONNECTING ROD PALM END STUD STRETCH RECORDS

Manufactured stud length 10.510” +/ --- .001”

Stretch No. 7 Cyl No. 8 Cyl No. 9 Cyl

BANK
1/1000” Stud No. Stud No. Stud No.

State Date Eg. 1 Eg. 2 1 2 3 4 1 2 3 4 1 2 3 4

Check to Gauge (Free) OK OK

Initial Standout
(Free) +10 ---7
(Micrometer reading)
Stretched Standout
(Free) +32 +16
(Micrometer reading)
Actual Stretch +22 +23
therefore OK OK
Permissible +19 to +23
Stretch Limit +26

Allocate bolt numbers 1 and 2, left and right at the fuel pump side of the cylinder.

Bolt numbers 3 and 4, left and right at the exhaust side of the cylinder.

Last Issued 19.5.04 Page No. 32

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 23 PAGE 32

Title: Date: Man. No

STRETCH GAUGE FOR PALM END STUDS 6/00 1654
KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 23 PAGE 33

Title: Date: Man. No

LENGTH GAUGE FOR PALM END STUDS 6/00 1895
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

1. PROCEDURE FOR TENSIONING CYLINDER HEAD STUDS

1.1 Equipment required

Part No. Description Quantity
K56677 Hydraulic jack units 8
K52807 Flexible hoses 500mm 7
K52809 Flexible hoses 4000mm 1
K59238 Hydraulic intensifier unit 1
USE THE EQUIPMENT ABOVE AS DESCRIBED IN SECTION 2 CHAPTER 22
1.2 Tensioning procedure

a) After satisfactory assembly and positioning of the cylinder head, clean the stud threads and
apply oil, then run the round nuts down to the top face.

b) Fit the eight spacers and closed hydraulic jacks --- one to each stud. Connect the jacks with
the 500 mm length hoses (7 off). Connect the first jack to the intensifier with the 4000 mm
length hose. Ensure that the last jack has a vent fitted. Ensure that the slots of the spacers
are at convenient positions.

c) Close the intensifier pressure release valve, open the vent in the last jack, start the intensifier
pump and fill the system. When oil issues from the vent of the last jack stop the intensifier
pump and close the vent on the jack.

d) Start the intensifier pump and pressurise the jacks at a slow controlled rate until the system
pressure is 17,000 psi --- stop the pump. Nip the nuts down by using the tommy bar through
the spacer slot. The number of tommy bar movements at each nut should be generally
equal.

Ensure that 17,000 psi pressure is maintained until eight nuts have been nipped down. If the
pressure has reduced restore it to 17,000 psi while the nuts are finally nipped down. Allow for
any known gauge inaccuracy.

e) Release the intensifier pressure and remove the hoses, jacks and spacers.

NOTE: If the tightening pressure is exceeded by 10% or more,advice should be sought from
Mirrlees Blackstone, as to whether the component which has been overloaded should be
scrapped.
1.3 Slackening procedure

a) Fit the spacers, hydraulic jack units, and hoses as described in para. 10.2b) except that a 3
mm gap left between the two halves of the jack or between the jack spacer and the cylinder
head. Fill and vent the jacks as in para. 10.2c).

Last Issued 19.5.04 Page No. 34

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

b) Pressurise the jacks to 17,000 lbs/in2 at a slow controlled rate. Turn the nuts back using the
tommy bar.

c) Release the hydraulic pressure and check that the nuts are still free. If not re---pressurise and
turn the nuts back a little more. Under no circumstances should the studs be pressurised to
more than 17,500 lbs/in2.

d) Remove the hoses, jacks and spacers from the studs.

NOTE: If the tightening pressure is exceeded by 10% or more,advice should be sought from
Mirrlees Blackstone, as to whether the component which has been overloaded should be
scrapped.

Last Issued 19.5.04 Page No. 35

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 23 PAGE 36

Title: Date: Man. No

TENSIONING CYLINDER HEAD STUDS 6/00 1592
KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

1. PROCEDURE FOR TENSIONING BALANCE WEIGHT STUDS

1.1 Equipment required
Part No. Description Quantity
K57827 Hydraulic jack units 2
K52809 Flexible hoses 4000mm 1
K59238 Hydraulic intensifier unit 1
USE THE EQUIPMENT ABOVE AS DESCRIBED IN SECTION 2 CHAPTER 22
1.2 Slackening Procedure

a) Fit one 3 mm open hydraulic jack and a spacer to the centre stud. Connect the jack to the
intensifier using a 4000 mm length hose. Ensure that the jack has a vent fitted. Ensure that
the slot of the spacer is in a convenient position.

b) Close the intensifier pressure release valve, open the vent in the jack, start the intensifier
pump and fill the system. When oil issues from the vent, stop the intensifier pump and close
the vent.

c) Start the intensifier pump and pressurise the jack at a slow controlled rate until the system
pressure is 15,800 psi --- stop the pump. Turn the nut back using a tommy bar.

d) Release the hydraulic pressure and check that the nut is still free. If not re---pressurise and
turn the nut back a little more. Under no circumstances should the stud be pressurised to
more than 17400 psi.

e) Remove the hose, jack and spacer from the stud.

f) Remove the nut from the stud.

g) Repeat elements a) to e) on the remaining two studs.

Note: --- If the tightening pressure is exceeded by 10% or more, advice should be sort from
Mirrlees Blackstone, as to whether the component which has been overloaded should be
scrapped.
1.3 Tensioning Procedure

a) After satisfactory assembly and positioning of the balance weight clean the stud threads and
apply clean engine oil. Fit the load spreader plates and then run the round nuts down and
nip them up using a tommy bar.

b) Fit a closed hydraulic jack and spacer to the centre stud. Connect the jack using a 4000mm
length hose to the intensifier. Ensure the jack has a vent fitted. Ensure that the spacer slots
are conveniently positioned.

Last Issued 19.5.04 Page No. 37

KV Major Mk3
Instruction Manual
SECTION 2 CHAPTER 23

c) Close the intensifier pressure release valve, open the vent in the jack, start the intensifier
pump and fill the system. When oil issues from the vent of the jack stop the intensifier pump
and close the vent on the jack.

d) Start the intensifier pump and pressurise the jack at a slow controlled rate until the system
pressure is 15,800 psi --- stop the pump. Nip the nuts down by using a tommy bar through
the spacer slots. The number of tommy bar movements at each nut should be generally
equal.

Ensure that 15,800 psi pressure is maintained until the nut has been nipped down. If the
pressure has reduced restore it while the nut is finally nipped down. Allow for any known
gauge inaccuracy.

e) Release the intensifier pressure and remove the hoses, jacks and spacers.

f) Repeat the tightening operation on the remaining studs one at a time.

Note: --- If the tightening pressure exceeded by 10% or more, advice should be sought from
Mirrlees Blackstone, as to whether the component which has been overloaded should be
scrapped.

Last Issued 19.5.04 Page No. 38

KV Major Mk3
INSTRUCTION MANUAL
SECTION 2 CHAPTER 23 PAGE 39

Title: Date: Man. No

TENSIONING BALANCE WEIGHT STUDS 6/00 2544
KV Major Mk3
Instruction Manual
SECTION 3 INDEX

COMMISSIONING AND OPERATING PROCEDURES

CHAPTER/PARA N0. SUBJECT

CHAPTER No. 1. COMMISSIONING AND ENGINE OPERATION

CHAPTER No. 2. NOTES ON RUNNING

CHAPTER No. 3. OPERATING PARAMETER VARIATIONS AND LIMITS

CHAPTER No. 4. NORMAL ENGINE STARTING

Last Issued 20.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 1

CHAPTER INDEX

COMMISSIONING AND ENGINE OPERATION

PARAGRAPH N0 SUBJECT PAGE N0

1. PREPARATION BEFORE INITIAL STARTING OF AN ENGINE 1

2. CHECKING THE PNEUMATIC SYSTEM 2

3. ENGINE START FOLLOWING INSTALLATION 3

4. CHECKS AND PROCEDURES DURING FIRST RUNS 3

5. STOPPING THE ENGINE 5

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 1

COMMISSIONING AND ENGINE OPERATION

1. PREPARATION BEFORE INITIAL STARTING OF AN ENGINE

On completion of a new installation the following action should be taken. Similarly if the engine has
been stripped for maintenance, the appropriate paragraphs should be actioned.

1.1 Ensure that the isolating (stop) valve admitting starting air to the engine is ’closed’ (off).

1.2 Ensure that all systems (cooling, fuel, lubricating oil priming, start and control air) are fully
assembled (See the relevant paragraphs in the instruction manual).

1.3 Start the air compressors and drain the air receivers of condensate.

1.4 Open all the appropriate valves in the raw water and fresh water systems and start the motor driven
pumps. Ensure that water is circulating through the engine by checking the flow indicator in the
main water outlet pipe. Check for leaks, particularly the cylinder liner sealing at the bottom ‘O’
rings within the crankcase.

1.5 Start the motor driven water pump in the exhaust valve (and injector) cooling system. Check for
leaks.

1.6 Fill the bedplate (or sump tank) with lubricating oil to the correct (full) level. Note: -- See the
commissioning manual for special precautions to be taken, to prevent the ingress of debris
into the engines lubricating oil system, on new installations.

1.7 Start the motor driven lubricating oil priming pump, re---check the sump level and top up if
required.

1.8 Ensure that the lubricating oil is circulating and check for leaks at the engine and in the supply
system.

1.9 Open all the cylinder head indicator cocks and engage the engine barring gear. Rotate the engine
two complete revolutions checking that there is no evidence of water or oil discharged from the
indicator cocks as each piston reaches the top of its stroke. Investigate any cylinder with a
significant discharge before attempting a start, otherwise serious damage could result from a
hydrostatic or hydraulic lock.

1.10 Disengage the barring gear and close the indicator cocks.

1.11 Ensure that all fuel pump racks are free by pushing each rack in turn, to the ’full fuel’ position.
When released, the spring should return the rack to the ’stop’ position. Any rack which is not free,
the pump must be removed and the fault(s) rectified.

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 1

1.12 Ensure that all the linkages between the fuel pumps and the governor are free. Any stiffness or
stickiness in operation must be rectified and the whole system lubricated before attempting to
start the engine.

1.13 Bleed the fuel system as follows:

NOTE: Lubricating oil pressure, from the priming pump, must be present at the fuel pumps
before permitting fuel flow to the pumps, in order to prevent small quantities of fuel draining
from the pumps into the sump.
a) Open the outlet cock on the fuel service tank.

b) Open the light fuel valve to the engine (by manual override on autostart installations).

On some installations a special fuel cock is provided which may be closed automatically when
lubricating oil pressure drops below an arbitrary value. The lubricating oil priming system
pressure will be sufficient to keep this cock open.

c) Start the light fuel pressurising pump unless there is an adequate head of fuel (elevated fuel
tank) for priming.

d) Vent each element of the light fuel filter by unscrewing its air release plug and rotating the
changeover cock to ’Prime’ allowing fuel to issue until it is free of air. Retighten the plug.
Repeat on the other element.

e) Vent the engine busrail by opening the vent plug(s) until all air has been expelled.

1.14 Fill the governor and turbochargers with the correct grade lubricating oil as listed in the table in
Section 2 Chapter 8.

1.15 Just before starting the engine, lubricate the valve stems as follows:

a) Turn the engine over (using the engine turning or barring gear) until a piston is at ’top dead
centre’ on the firing stroke (inlet and exhaust valves closed).

b) Spray a small quantity of oil through the valve springs onto the stems of all four valves.

c) Repeat (a) and (b) on all other cylinders.

2. CHECKING THE PNEUMATIC SYSTEM

Prior to attempting to start the engine for the first time after completing the installation thoroughly
check through the functions of the pneumatic control system --- see Section 8. Most particularly
ensure that adjustments have been made so that the settings detailed in Section 8. are correct.

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 1

3. ENGINE START FOLLOWING INSTALLATION

3.1 Ensure that the starting air and the pneumatic control system air reservoirs are full charged to their
correct working pressures and open the main isolating valve MII.

3.2 Set the load limit dial on the governor to graduation ’5’ (UG8 or UG40 governors) Variable speed
or marine engines set speed control lever to idling speed.

3.3 Start the motor driven crankcase extractor fan and close the drain cock.

3.4 Start water, lubricating oil priming, and fuel pressurising pumps.

Ensure that water is circulating and oil level and pressure are satisfactory. Allow the lubricating
priming pump to run for at least 3 minutes before the engine is started.

3.5 Press the start pushbutton PB1 and hold until the engine reaches 50 to 80 rev/min. On auto---start
engines ’hold---in’ is maintained electrically.

3.6 If the engine does not fire, adjust the fuel limit cylinder as stated in Section 8.

4. CHECKS AND PROCEDURES DURING FIRST RUNS

4.1 Bearing checks and running---in

a) Bearing checks must be meticulously carried out during the first few minutes of initial
running in accordance with instructions advised in Section 4 Chapter 5.

b) When it has been determined that all control systems are correctly operational “Running In”
on load must be carried out in accordance with instructions advised in Section 4 Chapter 5

c) Similarly when maintenance has been carried out on the engine involving work on engine
bearings and pistons etc. the bearing checks must be carried out immediately after the first
few minutes of initial re---running. “Running In” procedures must also be carried out
depending upon the extent of the maintenance work undertaken (See Section 4 Chapter 5).

4.2 Overspeed protection check

If the engine is found to be in order after bearing checks, check the action of the overspeed
shutdown as described in Section 2 Chapter 7.

4.3 Lubricating oil low pressure trip check

a) Run the engine at rated speed until the lubricating oil has reached the normal inlet operating
temperature of 1500 F (660 C). On Industrial engines only, note the hot oil operating
pressure in the main gallery.

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 1

b) Reduce the load to zero, then reduce the lubricating oil pressure by reducing the engine
speed on the governor speeder motor or manually. Note:--- the engine speed signal in the
engine control panel may need to be falsified to prevent speed related trips and alarms
operating during this check.
Note: --- the electrical lub. oil pressure sensor in the main panel is set at 5lbs/in 2 below
normal operating pressure and should be decreased in order to check cylinder LC2’s
operation. The electrical trip MUST then be reset to 5psi (0.35 bar) below normal operating
pressure, as the electrical trip is the primary lub. oil protection.
c) Note the pressure at which the lubricating oil trip cyl. LC2 operates to stop the engine. On an
industrial (constant speed) engine, this trip pressure should be 10 to 14 lb/in2 (0.7 to 0.96
bar) below the normal hot operating pressure noted in (a) above.

On a marine (variable speed) engine this trip pressure should be 15 lb/in2 (1.04 bar).

d) If the lub. oil trip pressure is incorrect, adjust the two adjusting screws on the lubricating oil
trip cylinder LC2 and repeat operations (a) to (c) until correct lub. oil trip pressure is
achieved. Lock the adjusting screws with the grubscrew supplied.

e) Perform the same check on the electrical lub. oil sensor, setting the trip at 5lbs/in2 below
normal operating pressure.

f) The electrical lubricating oil trip setting must be re---adjusted whenever the hot operating
pressure changes by more than 2 lb/in2 (0.138 bar) e.g. as a result of oil replacement in the
bedplate, increase in viscosity during use, or change of bearings.

4.4 Emergency stop check

a) With the engine running on light fuel at rated speed and no load, operate the emergency
stop pushbutton PB3.

b) Check that the engine stops and the alarm operates. The action of the emergency stop
engages spragging plungers under each fuel pump camfollower.

c) Reset valve PV6, open the cylinder head cocks, engage the barring gear and turn the engine
two complete revolutions to disengage the sprags. Disengage the barring gear and close
the cylinder head cocks and restart the engine.
NOTE: The spragging devices render the engine start system inoperable necessitating
barring the engine to disengage.
d) Note that manual operation of the valve PV6 can also stop the engine in an emergency. This
initiates the same functions as operating the emergency stop button PB3 but no alarm is
indicated.

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 1

5. STOPPING THE ENGINE

5.1 Reduce the load slowly over period of 20 minutes, by operating the raise/lower governor motor
control switch, located on the exciter panel. The engine fuel racks reduce proportionally with load,
so that the engine maintains normal operating speed. Reduce the load to ZERO before tripping
the breakers from the main bus---bars. (Marine engines usually operate for a sufficient time at low
loads during docking manoeuvres).
CAUTION: If the load does not decrease, do NOT trip the circuit breakers. Serious
overspeeding could occur.
5.2 Inspect the fuel racks and linkages for free movement before making a further attempt to shed
load.

5.3 Start the motor driven lubricating oil priming pump. Failure to maintain lubricating oil pressure at
the fuel injection pumps while fuel pressure exists there, will permit small quantities of fuel to drain
into the sump.

5.4 Press the stop pushbutton PB2.

5.5 Close the light fuel valve to the engine. On some installations a special fuel cock is provided which
closes automatically when the lubricating oil pressure drops to zero.
NOTE: Functions 5.6 to 5.9 inclusive will be completed automatically on auto start engines.
5.6 Stop the light fuel pressurising pump.

5.7 Continue running the priming pump for 15 to 20 minutes to assist in cooling the pistons slowly and
evenly.

5.8 Continue running the circulating water pumps for 15 to 20 minutes to reduce the possibility of hot
spots, and allow the cylinder heads, cylinder liners, exhaust valve cages, and injectors to cool
slowly and evenly.

5.9 Stop the water and lubricating oil pumps after ensuring that the light fuel valve to the engine is
closed.

5.10 If the shutdown is likely to be for a long period close all the other fuel valves and cocks, stop the
crankcase extractor fan, and open the drain cock.

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 2

CHAPTER INDEX

NOTES ON RUNNING

PARAGRAPH N0 SUBJECT PAGE N0

1. MAXIMUM CYLINDER PRESSURE 1

2. FUEL PUMP TIMING 2

3. ADJUSTING CYLINDER PRESSURE 2

4. COMPRESSION PRESSURE 2

5. EXHAUST TEMPERATURES 3

6. LUBRICATING OIL AND WATER TEMPERATURES 3

7. FUEL INJECTION PUMP CONTROL ADJUSTMENT 3

8. INJECTOR FAULT SYMPTOMS 4

9. AIR MANIFOLD AIR TEMPERATURE 5

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 2

NOTES ON RUNNING

1. MAXIMUM CYLINDER PRESSURE

WARNING: All engine adjustments must be maintained so that the load is evenly
distributed over all cylinders.

1.1 The load distribution must be checked by measuring the maximum pressures in the cylinders and
the exhaust temperatures at each cylinder outlet. The cylinder pressure must conform with those
quoted on Preliminary Section 2 of the Engine Manual, allowing for the permissible variations in
Table 3.1 (at the end of Section 3).

1.2 Check the maximum pressures on each cylinder during a full load period with the load maintained
as steady as possible. The procedure is as follows:---

a) Open the indicator valve on the cylinder head to blow out any carbon. Stand well clear of the
indicator valve discharge.

b) Close the indicator valve.

c) Connect the pressure indicator, Tool 33, to the extension pipe provided on the indicator
valve.

d) Loosen the cone nut and turn the instrument until the dial is easily readable. Re--- tighten the
cone nut using a tube tommy bar.

e) Close the pressure release valve on Tool 33, then open the engine indicator valve. The
engine indicator valve must be opened fully so that its needle valve back seats to prevent
spindle leak off.

f) Allow at least 15 seconds for the pressure in Tool 33 to reach that in the cylinder, then note
the dial reading. Record the pressures of all the engine cylinders.

g) Close the engine indicator valve then open the pressure release valve to exhaust the
pressure in Tool 33.

h) A repeat reading can be taken by applying g) then repeating e)

i) Apply g) then remove Tool 33.

1.3 Check the exhaust temperatures as described in Section 3 Chapter 2.

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 2

2. FUEL PUMP TIMING

Although the point of fuel admission is adjusted to a standard setting at the Works it must be
checked and adjusted as necessary at site to ensure an even balance of cylinder pressure on the
engine.

Diesel engines

With the top of the groove in the fuel pump tappet in---line with the top of the timing gauge, Tool 43
in Section 2 Chapter 21 of the Instruction Manual, check that the fuel admission mark on the
flywheel is in line with the flywheel pointer.

3. ADJUSTING CYLINDER PRESSURE (See Fig. 3 in Section 2 Chapter 4)

WARNING: This adjustment cannot be made when the engine is running.

3.1 The maximum cylinder pressure must not exceed that specified on the Preliminary Section 2,
except for the permissible variations in Table 3.1 (at the end of Section 3). As the fuel injection
pressure must be retained at the standard setting, adjust the point of fuel injection as follows until a
satisfactory pressure is obtained.

a) STOP THE ENGINE

b) To increase the maximum cylinder pressure, (by advancing fuel injection) release the
locknut and screw the tappet screw anti---clockwise raising the pump plunger. The tappet
screw should be turned (600) at a time and the pressure recorded. Tighten the locknut after
each adjustment. (The distance between tommy bar holes is 600).

c) To reduce the maximum cylinder pressure reverse the above procedure. The fuel pump
tappet must not be excessively advanced and not beyond a 260 B.T.C spill port closure
setting. See Section 2 Chapter 10, Page 1 and Section 2 Chapter 10, Fig. 3.

4. COMPRESSION PRESSURE

4.1 With the engine running off---load, cut off the fuel supply to the relevant cylinder by opening the air
vent screw on the fuel injector.

4.2 Measure the compression pressure in the cylinder, using Tool 33 and the procedure outlined in
Section 3 Chapter 2.

4.3 A low compression pressure indicates that the piston rings are not sealing properly or that valves
are leaking.

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 2

5. EXHAUST TEMPERATURES

Pyrometers are provided for registering the temperature of the gas at the outlet from each cylinder.
The Works Test Sheet, supplied with the engine, lists the exhaust temperatures registered at
various test loads during the Works’ trial. These figures may be used as a guide. The exhaust
temperature differences between cylinders must not exceed the maximum permissible limits
specified in Table 3.1. Maximum exhaust temperatures are not given for individual cylinders as
their significance is not as great as the cumulative exhaust gas temperatures before entry into the
turbocharger. This temperature must not exceed the figure quoted on the turbocharger data plate,
which also specifies the maximum permissible rev/min.

6. LUBRICATING OIL AND WATER TEMPERATURES

For acceptable temperatures see Section 3 Chapter 3.

7. FUEL INJECTION PUMP CONTROL ADJUSTMENT

7.1 Rack standout or position checks

Periodically check the fuel pump rack standout using Tool 39 in Section 2 Chapter 21, to ensure
that it is approximately as set in the Works.
NOTE: After any adjustment of the fuel pump rack always ensure that the rack will still return
to the ’No Fuel’ position.
7.2 Adjustment of fuel rack standout

The push---pull rack of each fuel pump is operated by a lever on the pump control shaft via a
screwed rod---end self---aligning bearing and a bucket held against the end of the rack by two
springs.

The rod---end is located in the operating lever by locknuts either side of the lever.
WARNING: The locknuts must NOT be rotated in the same direction every time an
adjustment is required. Rotating clockwise every time (reducing fuel and increasing
standout) could eventually prevent the engine carrying full load; always rotating
anti ---clockwise may make it impossible to stop the engine except by emergency shutdown
procedures.
NOTE: If one pump continually requires adjustment, the fault may be in either the pump
delivery valve, the plunger, or the injector leakage rate.
a) Adjust the fuel pump rack standout to within the limits specified in Table 3.1 (at the end of Section
3) as follows:

a) To increase the quantity of fuel injected, rotate both locknuts anti---clockwise (looking
towards the pump) to push the pump rack inwards thus reducing the rack standout.

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 2

b) To reduce the fuel injected reverse the above procedure to increase rack standout.

c) Having adjusted either way, retighten the locknuts and continue running the engine for at
least five minutes to stabilise the exhaust temperatures. To maintain a balanced engine all
cylinder exhaust temperatures should be within the variations quoted in Table 3.1.

8. INJECTOR FAULT SYMPTOMS

8.1 Usually the first indications of malfunctioning of the fuel nozzles will be:

a) High exhaust temperature.

b) Dirty exhaust.

c) Engine knocking.

Other engine faults can also cause these symptoms, therefore be careful when diagnosing these
conditions.

8.2 In order to locate a faulty nozzle associated with symptom (b) or (c) above, proceed as follows:

a) Reduce the load on the engine, to avoid overloading the other cylinders, as one cylinder is
cut out in turn to carry out the following checks.

b) Open the vent screw on the nozzle holder of one cylinder only. This will cut off the fuel
injection to that cylinder.

c) If the exhaust clears and/or the knocking ceases, the faulty nozzle has been located.

d) If no effect, close the vent screw on that cylinder and repeat 2(b) on the remaining cylinders
until the faulty nozzle has been located.

e) Very often it is possible to detect a faulty injector/nozzle by feeling the pressure pulse in the
fuel injection pipe. A weak pulse may indicate that there is a nozzle needle sticking open or a
broken spring in the nozzle holder. Do not burn your fingers if hot heavy fuel is being
injected.

A weak pulse may alternatively indicate a faulty fuel pump delivery valve if the injector is not
at fault, but a faulty fuel pump or delivery valve may be apparent if there is a power loss from
the suspect cylinder.

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 2

9. AIR MANIFOLD AIR TEMPERATURE

9.1 When the engine is operating at full load adjust the quantity of raw (or sea) water passing through
the air cooler. The air manifold temperature should be controlled within the limits advised in
Section 3 Chapter 3). Generally the water temperature rise through the air cooler is less than 100F
(5.50C). To adjust open all water control valves fully.

a) Water inlet valve to cooler.

b) Water outlet valve from cooler.

c) Water bypass valve.

Then adjust the bypass valve to obtain the require air manifold temperatures. If the water flow
through the air cooler is too free close the water outlet valve slightly to restrict the flow. The
objective being to pass an adequate quantity of water through the air cooler but not to restrict the
onward flow of water to the lubricating oil cooler, the jacket water head exchanger or to any other
cooling equipment.

9.2 Radiator cooled air

The air manifold air temperature is controlled by a thermostatically operated air bypass valve
which adjusts the quantity of air directly returned to the engine which mixes with cooled air that has
passed through the radiator.

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 3

CHAPTER INDEX

OPERATING PARAMETER VARIATIONS AND LIMITS

PARAGRAPH N0 SUBJECT PAGE N0

1. TEMPERATURES AND PRESSURES FOR

OPTIMUM OPERATION CONDITIONS 1

2. PERMISSIBLE VARIATIONS IN ENGINE

BALANCE 2

2.1. Exhaust gas temperatures 2

2.3. Boost pressure (turbocharger delivery) 3

2.4. Cylinder pressures (maximum difference

between cylinders) 3

2.5. Fuel control rack reading 3

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 3

OPERATING PARAMETER VARIATIONS AND LIMITS

1. TEMPERATURES AND PRESSURES FOR OPTIMUM OPERATION CONDITIONS

(Applicable to all ratings up to 275 lb/in2 and 600 rev/min except where indicated otherwise).

1.1 Temperatures

Variable Optimum Operating Conditions

Units
Imperial SI
a) Lubricating oil

at engine outlet 165 to 1750F 74 to 790C

at engine inlet 150 to 1600F 66 to 710C
(cooler outlet)
piston return 180 to 2170F 82 to 1030C
b) Jacket water

at engine outlet 175 to 1800F 79 to 820C

(cooler or radiator inlet)
at engine inlet 155 to 1700F 68 to 770C
(cooler or radiator outlet)
c) Valve cage cooling water

maximum at engine outlet 189 to 2080F 87 to 980C

minimum at engine inlet 167 to 1700F 75 to 770C
d) Air manifold inlet temperature

Measured after 110 to 1270F 43 to 530C

intercooler
(normal limits at NTP)
Under conditions of high humidity the air manifold temperature should be maintained
at 270F (150C) above ambient temperature, (whilst observing a minimum of 1100F),
in order to avoid condensation in the manifold.
1.2 Pressures

a) Lubricating oil

At the main gallery See Preliminary Section 2.

Supply to the exhaust See Section 2. Chapter 8
valve stems

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 3

Variable Optimum Operating Conditions

Imperial SI

b) Jacket water

At engine inlet 20 to 40lb/in2 1380 to 2760 mb

c) Valve cage water

At pump outlet 64 to 78lb/in2 4400 to 5400 mb

d) Charge air cooler

Air side 1.5lb/in2 100 mb

pressure losses
water side 3lb/in2 200 mb

e) Exhaust system maximum back pressure downstream of the turbocharger.

up to 525 rev/min at 220 lb/in2 bmep 7.5 H2O 190mm H2O

up to 525 rev/min at 250 lb/in2 bmep 10.0 H2O 254 mm H2O

600 rev/min at 220 lb/in2 bmep 10.0 H2O 254 mm H2O

600 rev/min at 250 lb/in2 bmep 13.0 H2O 330 mm H2O

600 rev/min at 275 lb/in2 bmep 13.0 H2O 330 mm H2O

2. PERMISSIBLE VARIATIONS IN ENGINE BALANCE

2.1 Exhaust gas temperatures

a) The maximum permissible difference in exhaust gas temperatures (measured at the cylinder
outlets) between the cylinders in an engine are detailed below.

b) The temperature sensors nearer the turbocharger are also sensing (being affected by) the
temperature of gases from other cylinders exhausting into a common manifold. To allow for
this false indication (as far as the temperature of that cylinder is concerned), the permissible
divergence of the temperature for the cylinder nearest the turbocharger is increased.

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KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 3

2.2 Exhaust temperature band (maximum temperature difference between cylinders in an engine)

Parameter Permissible variation

Imperial SI
600 rev/min engines 1400F 600C
Determine the average temperature of the cylinders of each bank. There should not be more than
300F (150C) difference between the average temperatures of ‘A’ bank and ‘B’ bank cylinders if the
cylinder banks are approximately equally loaded.
2.3 Boost pressure (turbocharger delivery)

Maximum difference 2 inches Hg 50 mm Hg

between the banks (1lb/in2) (70 mb)
of a ’Vee‘ engine
Maximum difference 3 inches Hg 76 mm Hg
between engines on (1.5lb/in2) (100 mb).
the same contract
2.4 Cylinder pressures (maximum difference between cylinders)

a) Compression at full 100lb/in2 6.9 bar

speed no load
(See Preliminary Section 2.)
b) Running on full steady 100lb/in2 6.9 bar
load.
2.5 Fuel control rack reading

Maximum variation in 0.157 inch 4 mm

rack reading pump---pump.
Determine the average rack reading for the cylinders at each bank. There should not be more than
2 mm difference between the average rack readings of ’A’ Bank to ’B’ Bank cylinders. To ensure
that the cylinder banks are approximately equally loaded.

Last Issued 16.7.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 4

CHAPTER INDEX

NORMAL ENGINE STARTING

PARAGRAPH N0 SUBJECT PAGE N0

1. NORMAL ENGINE START 1

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 4

NORMAL ENGINE STARTING

1. NORMAL ENGINE START

This procedure assumes that no major work has been done on the engine since it last ran. If the
engine has been stopped for 7 days or more, see Section 4 Chapter 7.
1.1 Check that the starting air receiver is charged to the correct pressure as specified in Preliminary
Section 2.
Check that this pressure is indicated on the starting air pressure gauge on the control panel.
1.2 Check that the emergency air receiver is charged to 100 lb/in2 (6.9 bar).
1.3 Check that the oil level in the engine sump (or sump tank) is correct (full).
1.4 Start the cooling tower or radiator fans where applicable.
1.5 Start the raw water, jacket water, and valve cage water circulating pumps. Check that the jacket
water flow and system pressures are normal.
1.6 Start the lubricating oil priming pump and allow to run for at least 3 minutes before starting the
engine. Check that normal priming pressure is achieved.
1.7 Open all the cylinder head indicator cocks and engage the engine barring gear. Rotate the engine
two complete revolutions checking that there is no evidence of water or oil discharged from the
indicator cocks as each piston reaches the top of its stroke. Investigate any cylinder with a
significant discharge before attempting a start, otherwise serious damage could result from a
hydrostatic or hydraulic lock.
1.8 Disengage the barring gear and close the indicator cocks.
NOTE: On auto ---start installations, or engines on standby duty that are required for
immediate operation, making elements 1.7) and 1.8) not practical, the engine should be
barred periodically (typically once a week) with the lub. oil priming pump, engine jacket and
valve cage water pumps running and the indicator cocks open, to minimise the possiblity
of hydrostatic lock on starting.
1.9 Check that there is sufficient fuel in the daily service tank. Open the light fuel valve to the engine
and start the light fuel pressurising pump. See Note 2 below.
1.10 Start the crankcase extractor fan.
1.11 Set the load limit dial on the governor to graduation 5.
1.12 Press the start pushbutton and hold until the engine speed reaches 50 to 80 rev/min. If the engine
fails to pick up speed allow it to stop and attempt a second start. If the engine fails a second time
investigate the reason before attempting a further start.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 3 CHAPTER 4

1.13 When the engine is running at its rated speed, stop the lubricating oil priming pump and check that
all system temperatures and pressures are normal.

1.14 Set the load limit dial on the governor to graduation ’10’. The engine is now ready to accept load.
NOTES:
1. If the electrical power available is limited, only the lubricating oil priming pump needs to
be run before engine start. The water pumps, fuel pump, and cooling fans may be started
within five minutes of engine start. This assumes a cold engine at start ---up, engine driven
oil pumps and a load not exceeding 10% of maximum.
2. On some installations a special fuel cock is provided which is opened automatically by
lubricating oil pressure.
3. On installations where the uses of light fuel is required to be minimised, selection of heavy
fuel prior to, or immediatly after starting the engine will ensure a changeover to heavy fuel
operation as soon as the operating parameters permit.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 4 INDEX

GENERAL MAINTAINENCE INFORMATION

CHAPTER/PARA N0. SUBJECT

CHAPTER No. 1. INSPECTION AND MAINTENANCE ROUTINES

CHAPTER No. 2. JOINTING USING ’HYLOMAR’ GASKETING
CHAPTER No. 3. LUBRICATING OIL, CONDITION MONITORING
CHAPTER No. 4. ENGINE PERFORMANCE SUBMISSIOM FORM
CHAPTER No. 5. RUNNING -- IN SCHEDULE
CHAPTER No. 6. INTERIM CLEANING OF TURBOCHARGERS
CHAPTER No. 7. STANDBY DUTY ENGINES

Last Issued 20.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 1

CHAPTER INDEX

INSPECTION AND MAINTENANCE ROUTINES

PARAGRAPH N0 SUBJECT PAGE N0

EVERY Watch Or Shift 1

WEEKLY or EVERY 150 Hours 2

EVERY 500 Hours 2

EVERY 1000 Hours 2

EVERY 1500 Hours 3

EVERY 3000 Hours 3

EVERY 6000 Hours 3

EVERY 12000 Hours 4

EVERY 18000 Hours 6

EVERY 50000 Hours 6

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 1

INSPECTION AND MAINTENANCE ROUTINES

The inspection and maintenance intervals listed below are given as a guide and starting point.
Modification to these intervals may be necessary depending on the fuel used and the site
conditions encountered, these will be be governed by the operator’s experience with the particular
installation. The frequency of inspection and maintenance necessary on the items marked with
an asterisk*, can be particularly affected by the quality of each batch of fuel. A higher than
expected fuel quality should result in increased maintenance intervals for those items and vice
versa.
It is essential that the notes on maintenance should be read and thoroughly understood before
servicing the engine. As a guide when examining the wear of various engine parts and to decide
when replacement is necessary, refer to the schedule of running clearances given in the
preliminary section of this manual.
For the maintenance details of auxiliary equipment supplied with the engine, refer to the relevant
manufacturers instruction manual in Volume 2.

EVERY Watch Or Shift

Air manifold Drain condensate

Check air temperature
Check air pressure

Charge---air cooler Drain condensate

Control air Check pressure

Crankcase Check depression

Exhaust Check temperatures

Governor Check oil level

Fuel filters Check differential pressure

Jacket water Check temperature

Check pressure

Lubricating oil Check pressure

Check temperature
Check sump level
Check filter differential pressure

Turbocharger Check oil levels, also observe that oil

is flowing at sight glasses at each end
of the turbocharger

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 1

WEEKLY or EVERY 150 Hours

Exhaust valves Check rotators are functioning

Emergency stop gear Lubricate pins rollers bushes
Fuel pump control gear linkages etc
and governor and linkages etc
Air receiver Drain off water
Automatic drain valves Ensure spring loaded valve is free
(Starting air system)
Control air Check lubricator lubricant level
Crankcase depression Check vacuum and drain fan filter
(Extractor Fan)
Valve cage (and Injector Check tank level and additive
when applicable) cooling strength. Turn the filter handle one
system complete turn to clean the element
(See 12000 hours and Volume 2)

EVERY 500 Hours

Jacket water Check additive strength

Check header tank level
Lubricating oil Take a sample for analysis
Rocker levers Check pinch studs for tightness
after the first 500 hours.
EVERY 1000 Hours

Crankcase extraction Clean filter

system
Changeover valves on Lubricate as described in Vol. 2
heavy fuel system (Serck Audco valves on heavy fuel
module)
Large end bearings Examine all nuts
Main bearings Examine all nuts
Saftey (shutdown) devices Check operation of overspeed and
(mechanical & electrical) lubricating oil trip mechanisms

Turbocharger Drain flush and refill sumps

with new oil selected from approved
lubricants list

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 1

EVERY 1500 Hours

Air filters Clean elements
Cylinder pressures Check maximum cylinder
pressures at full load
Valve tappets Check clearances

EVERY 3000 Hours

Charge air coolers Clean and inspect

Crankshaft Check alignment and record
readings
*Exhaust valves Remove exhaust valves and
clean; grind if necessary.

Jacket water and Examine after first 3000 hours

lubricating oil coolers
* Fuel injectors Dismantle clean and reset pressure
EVERY 6000 Hours

Camshafts and Inspect cams rollers and tappets

camfollowers
Connecting rods Measure large---end bearing
clearances
Examine all large end fasteners
Cylinder heads Strip remove carbon and clean
waterspaces
Rocker gear Inspect fulcrum shafts, bushes and
tappet gear
Valves Service, air, exhaust and starting air
valves
Valve springs Check free length of valve springs
against a new spring.
Valve rotators Inspect
Cylinder casing Reverse flush cylinder casing
and water spaces and withdraw and

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 1

inspect one or two liners after first

6000 hours (see 12000 hours).
Fuel controls Inspect shafts and linkages from
pumps to governor.
Fuel filter Clean casing and change elements
Fuel pumps Inspect pumps check delivery valves
and change ’O’ rings
Renew spill plugs if eroded
Governor Inspect and service to
manufacturers instructions
Lubricating system Inspect relief and regulating valves
Crankcase extractor Check cleanliness of coalescer
EVERY 12000 Hours
Air receiver(s) Proof hydraulic pressure test
recommended
Bearings, Main Inspect for wear

Camshaft Inspect cams and cam rollers

Inspect cam bearings
Charge air inlet manifold Inspect all joints and ’O’ rings
Column Check column to bedplate nuts for
tightness
Connecting rod Clean oil---ways
Check pin---clearances (See 6000hrs)
Inspect bearings for wear
Check bolts for stretch and cracks.
Remove foot valve and if showing
signs of deterioration, renew as
described in Section 2.3
Crankcase relief valves Inspect as in Section 2.2
Crankshaft Inspect pins and journals for
wear and check sizes

Crankshaft balance Confirm security of weights

weights

Last Issued 19.5.04 Page No. 4

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 1

Cylinder water jackets Descale or flush water spaces

Cylinder liners Clean and check wear across

diameter as in Section 2.2. Remove
one or two and inspect water side,
clean if necessary (See 6000hrs).

Exhaust system Check manifolds, pipes and silencer

Remove deposits

Gears Remove gearcase and inspect, check

backlash as in Section 2.6.

Governor drive Check rubber cushion (See

Section 2.6)

Lubricating oil pipes feeding Renew flexible pipes.

intermediate gears

Lubricating oil pump(s) Dismantle and clean

Check gears
Check bearing clearances
Check drives
Replace oil seals & ‘O’ rings

Oil sump strainer Inspect and clean if necessary

Pistons Remove, decarbonise, Clean oil

cooling spaces and oil return plug.
Check ring---gaps, side clearances
Check pin dimensions

Starting system Inspect and test

Turbocharger Inspect and service to

manufacturer’s instructions

Valve cage (and Injector Clean filter element as at 150 hours

when applicable) cooling and remove all sediment from the
system filter body, (See Volume 2.)

Overspeed governor Clean and inspect

Water pumps (when applicable) Inspect bearings and seals

Last Issued 19.5.04 Page No. 5

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 1

EVERY 18000 Hours

Damper (Geislinger) Renew oil seals, clean all parts and

measure clearances. Repeat every
18000 hours.

EVERY 50000 Hours

Damper (Geislinger) Service exchange or renewal of

spring packs.

Last Issued 19.5.04 Page No. 6

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 2

CHAPTER INDEX

JOINTING USING ’HYLOMAR’ GASKETING

PARAGRAPH N0 SUBJECT PAGE N0

1. Application instructions (larger surface areas) 1

2. Application instructions (smaller surface areas) 1

Last Issued 1/6/00 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 2

JOINTING USING ’HYLOMAR’ GASKETING

A number of joints on the engine are made using a ’Hylomar’ gasketing product reference ’2000’
(MAN B&W Diesel Ref. SD731/2).

Areas of uses include column to bedplate, cylinder casing to column, flywheel end casing and free
end gearcasings and also for general jointing applications.

1. Application instructions (larger surface areas)

1.1 When applying Hylomar to larger areas such as cylinder casing to column the following
instructions apply:--

1.2 Clean the surfaces to be mated, removing any oil or grease with a proprietary cleaning fluid.

1.3 Apply the Hylomar from the tube and spread it evenly over the surface using a plastic spatular
ensuring the whole of the mating surface is covered with a this even coat.

1.4 Position the mating component on to the Hylomar and adjust to position correctly. Commence the
tightening of the major stressed bolts as soon as possible following the tightening sequences
quoted in Section 2 Chapter 23 of this manual.

1.5 Wipe away any excess Hylomar.

1.6 The Hylomar used attains working strength within 30 minutes of application but can take up to 24
hours to cure fully.

2. Application instructions (smaller surface areas)

2.1 Clean the surfaces to be mated, removing any oil or grease with a proprietary cleaning fluid.

2.2 Apply the Hylomar from the tube in a continuous bead approximately 2 mm in diameter down the
middle of the surface to be mated, each bolt hole encountered should be fully ringed to prevent oil
leaking into the bolt hole and round the bold head.

Ensure that there are no breaks in the Hylomar line also verify that there are no holes in the mating
component which bridges the Hylomar line.

2.3 Mate the two components together and tighten to at least a nip stage as soon as possible. Fully
torque the bolts as soon as possible within 30 minutes of jointing.

2.4 Wipe away excess Hylomar.

2.5 The Hylomar should be at working strength within 30 minutes of application, but full cure of the
product can take between 3 and 24 hours.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 3

CHAPTER INDEX

LUBRICATING OIL, CONDITION MONITORING

PARAGRAPH N0 SUBJECT PAGE N0

1. LUBRICATING OIL, CONDITION MONITORING 1

Last Issued 1/6/00 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 3

LUBRICATING OIL, CONDITION MONITORING

It is essential to use an approved lubricant (as listed in Section 2 Chapter 8) and to monitor the
condition of the engine oil at the intervals specified in Section 4 Chapter 1, by taking a sample from
either the engine sump (or sump tank) or the lubricating oil filter and submitting it to the oil
company for chemical analysis.

Any deterioration in oil condition (e.g. a reduction in alkalinity below acceptable limits) will be
detected in time to avoid harming the engine. It will also enable the optimum timing of oil changes
to be determined.

Engines operating on heavy fuels should have lub. oil centrifuges in regular use and the insolubles
content of lub. oil is then usually maintained at less than 2%.

For details on lubricating oil condition analysis see Section 2 Chapter 8 for details.
CAUTION:
If this procedure is not followed and a deterioration in oil condition remains undiscovered,
no responsibility for any detrimental effect on the engine can be accepted by the engine
manufacturer.
The oil company should be requested to give advice on the suitability of the oil for further
use.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 4

CHAPTER INDEX

ENGINE PERFORMANCE SUBMISSION FORM

PARAGRAPH N0 SUBJECT PAGE N0

1. ENGINE PERFORMANCE SUBMISSION FORM 1

Last Issued 1/6/00 Page No. 1

 ENGINE PERFORMANCE SECTION 4
CHAPTER 4
SUBMISSION FORM PAGE 1
IN THE EVENT OF ENGINE PERFORMANCE DETAILS BIENG SUBMITTED TO THE SERVICE DEP‘T FOR
CONSIDERATION THE FOLLOWING DATA SHOULD BE GIVEN. ADVISE DETAILS WITH RESPECT TO ENGINE
CONDITION, TOTAL HOURS RUN, HOURS SINCE LAST PISTON, VALVES,TURBOCHARGER, AIR COOLER ETC.
MAINTAINANCE.
ENGINE NUMBER TYPE SITE INSTALLED DATE

K.W. ATMOSPHERIC CONDITIONS

VOLTS BAROMETRIC PRESS. (Hg.)
LOAD AMPS AMBIENT TEMP. (˚C)
P.F.
R.P.M.
‘A’ BANK ‘B’ BANK
MAX. PISTON NO. LOAD MAX. PISTON NO. LOAD
CYL. EXH FUEL CYL. EXH FUEL
PRESS COOLING COMPRESSION PRESS COOLING COMPRESSION
NO. ˚C RACK .BAR OIL ˚C PRESSURE NO. ˚C RACK .BAR OIL ˚C PRESSURE

A1 B1

A2 B2

A3 B3

A4 B4

A5 B5

A6 B6

A7 B7

A8 B8

A9 B9
PIPE TEMP ˚C PRESS. Hg. PIPE TEMP ˚C PRESS. Hg.

EXHAUST EXHAUST
BEFORE BEFORE
TURBINE TURBINE

AIR : TEMP ˚C PRESS. Hg. AIR : TEMP ˚C PRESS. Hg.

BEFORE COOLER BEFORE COOLER
AFTER COOLER AFTER COOLER
WATER : TEMP ˚C WATER : TEMP ˚C
BEFORE COOLER BEFORE COOLER

AFTER COOLER AFTER COOLER

AIR AT INTAKE TEMP ˚C AIR AT INTAKE TEMP ˚C

TURBOCHARGER R.P.M. TURBOCHARGER R.P.M.

BACK PRESS. AT T/C. EXH OUTLET (W.G.) BACK PRESS. AT T/C. EXH OUTLET (W.G.)

VACUUM IN AIR INTAKE DUCT (W.G) VACUUM IN AIR INTAKE DUCT (W.G)

EXH. CONDITION EXH. CONDITION

PRESS. P.S.I. PRESS. P.S.I.

INLET TEMP ˚C JACKET INLET TEMP ˚C
WATER
LUB OIL. OUTLET TEMP˚C OUTLET TEMP˚C

SUPLLIER & GRADE VALVE CAGE INLET PRESS. P.S.I.

COOLING
GALL USED IN 24 Hrs WATER INLET TEMP ˚C
SUPPLIER & GRADE OUTLET TEMP˚C
FUEL OIL
ANALYSIS --- ATTACH DETAILS

Last Issued : 21/7/92

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 5

CHAPTER INDEX

RUNNING ---IN SCHEDULE

PARAGRAPH N0 SUBJECT PAGE N0

1. GENERAL 1

2. INITIAL RUNNING 1

2.1. 500/514/525 rev/min engines 1

2.2. 600 rev/min engines 1

2.5. Bearing check 2

3. RUNNING---IN 2

3.1. Running---in schedule 2

3.3. Cylinder liner bore check 3

4. RUNNING THE ENGINE AFTER

MAINTENANCE WORK 3

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 5

RUNNING -- IN SCHEDULE

1. GENERAL

Having prepared the engine, as described in Section 3, the following schedule is to be completed.

The durations quoted are the minimum required before increasing speed or load to the next higher
level.

On marine installations the ’engine---speed increasing’ schedule described in paragraph 2 below

is to be completed by:---

either a) declutching the engine

or b) running with the propeller in zero pitch

or c) if neither (a) nor (b) above are feasible, start sea trails on as low as possible until
the schedule has been completed.

2. INITIAL RUNNING

2.1 500/514/525 rev/min engines

Duration Speed Remarks

Min Rev/min
5 300 * Stop engine and carry out bearing check
10 400 * Stop engine and repeat check
20 500 * Stop engine and repeat check
or 514
or 525
2.2 600 rev/min engines

5 300 * Stop engine and carry out bearing check

10 400 * Stop engine and repeat check
10 500 * Stop engine and repeat check
10 600 * Stop engine and repeat check
2.3 The torsional vibration characteristics of the engine are approved for a service speed range of 5%
below to 10% above the nominal rated engine speed and for running---in without load as specified
in Para 2.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 5

2.4 During these initial running periods apply the palm of the hand to the crankcase doors and
between the doors onto the column and engine bedplate to determine if there is any early
evidence of overheating at any location. A main bearing or a large end bearing running hot will
result in hotter oil being thrown on to the crankcase door and crankcase surfaces. Observe the
piston oil return thermometer, a high temperature reading of more than 50F(20C) above those of
other cylinders would indicate hotter conditions developing. If any location is hotter than the rest
stop the engine and investigate. (See Paragraph 3.3a)).

2.5 * Bearing check

Remove crankcase doors and feel all bearing caps, by comparison determine if any particular
bearing is showing any signs of overheating. Move the L.E. of the connecting rod from side to
side, using a screwdriver as a lever. The L.E. housing should move freely within the side clearance
limitations.

During each check, ensure that there is evidence of lubricating oil flow discharge from each
bearing. If in doubt run the lubricating oil priming pump and observe the flow with individual
crankcase doors removed. Visually observe that oil wetted surfaces are not vaporising or drying
off rapidly. Ensure that there are no signs of bearing metal on flame traps or inner crankcase door
surfaces.

When any doubt exists at any stage of these checks, the bearing in question should be removed
and examined before continuing with the running---in procedure.

3. RUNNING -- IN

The engine load should be gradually increased in accordance with the following schedule.

3.1 Running---in schedule

INDUSTRIAL ENGINES MARINE ENGINES
Hours Load Hours Engine Approx
Duration Duration Speed Load Torque
2 20% 2 50% 20%
2** 50% Stop engine 2** 75% 50%
2** 80% Stop engine 2** 90% 80%
2 100% 2** 100% 100%
1** 110% Stop engine
3.2 The percentage speeds and loads quoted assume normal propeller law characteristics for a fixed
propeller or a variable pitch propeller at full pitch --- provided 100% load pitch stops are fitted.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 5

3.3 ** Cylinder liner bore check (see paragraph 3.3)

Stop the engine and from the crankcase inspect the liner bore for any signs of scratching or
surface scuffing. Bar each cylinder in turn to top dead centre so that the maximum area of the
lower surface of the liner bore is available for observation. The use of a mirror at arms length or on
an extension rod will enable the liner bore to be inspected more easily. Carry out a closer
inspection of any suspect surface area. Random superficial fine scratching observed on first
check is not particularly detrimental providing this condition has not become progressively more
extensive on subsequent checks.

a) When the engine has been running for a prolonged period and it is hot DO NOT remove the
crankcase doors immediately the engine has been stopped. Wait for not less than 15
minutes to allow the crankcase vapour to be dispersed, and for cooling to have taken place
by continued running of the jacket water pump and lubricating oil pump (or lub.oil priming
pump).

b) When it is suspected that any internal damage or overheating has occurred allow the engine
to cool before removing the crankcase doors. In these circumstances avoid admitting air too
soon which could mix with hot oil vapour in the presence of a overheated engine component
and promote the risk of fire or an explosion.

4. RUNNING THE ENGINE AFTER MAINTENANCE WORK

4.1 When any new bearing shells have been fitted or when bearings have been removed, inspected
and refitted, i.e. large end bearing shells or main bearing shells the “Initial Running” schedule
detailed in Paragraph 2. must always be carried out. The bearing conditions must be determined
to be satisfactory before applying engine load.

4.2 When maintenance work has involved the removal of pistons and the engine has been rebuilt with
any new piston rings fitted, the complete “Running In” schedules as detailed in paragraphs 2. and
3. must be carried out. If new piston rings have not been fitted, and the liner bores have not been
deglazed a reduced “Running In” schedule may be carried out, 2 hours at 20% load followed by 2
hours at 50% load. If the inspection is then satisfactory the normal required loading can then be
applied.

4.3 When the engine has been extensively re---furbished with new piston rings, and deglazed or new
liners are fitted the full para. 2.1/2.2 and para 3.1 schedules must always be completed before
releasing the engine to operate in unrestricted service.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 6

CHAPTER INDEX

INTERIM CLEANING OF TURBOCHARGERS

PARAGRAPH N0 SUBJECT PAGE N0

1. Introduction 1

2. Cleaning The Compressor Side Of The Turbocharger 2

2.2. Water Injection Procedure 2

3. Quantity Of Water Injected Per Turbocharger 3

4. Cleaning The Turbine Side Of The Turbocharger 3

4.1. Object 3

4.2. Equipment Required 4

4.3. Washing Procedure 4

4.4. Dry Cleaning --- Equipment Required 6

4.5. Dry Washing Procedure 6

ILLUSTRATIONS FIGURE
Diagram of Piping and Measuring Cup
for Cleaning Blower Side of Turbocharger 1
Exhaust Side Turbocharger Washing Equipment 2
Diagram of Piping and Measuring Cup
for Dry Cleaning Exhaust Side of Turbocharger 3

Last Issued 1/6/00 Page No. 1 Mirrlees Blackstone

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 6

INTERIM CLEANING OF TURBOCHARGERS

1. Introduction

Under certain operating conditions or with certain fuels, it may be necessary to regularly clean the
turbochargers internal components by water washing, dry cleaning or a combination of the two
techniques. Water washing may be employed for compressor side, turbine side or both, as
appropriate. Some residual fuels can require quite frequent and severe turbine side treatment and
dry cleaning with ground nut husks can be employed.
NOTE: The equipment is not supplied unless specifically stated in the engine supply
documents.
Dual fuel engines running on light diesel fuel and gas, will not produce large accumulation of
deposits in the turbocharger exhaust nozzle ring blading or turbine wheel blading so do not
usually need the equipment. The turbocharger is cleaned sufficiently frequently when mechanical
considerations necessitate stripping and dismantling of the turbocharger to fit new bearings, or
even when other turbocharger maintenance is necessary.

Compressor fouling may occur if the inducted atmospheric air has any incidence of oily or water
vapour content or intake of engine exhaust gases. This can be countered by compressor side
water washing at a suitable interval. Atmospheric air which is dry but dust laden will not usually
result in a high fouling rate.

Engines running on heavy fuel have a higher incidence of accumulation of deposits due to
constituents of the fuel which are not totally consumed. These act as a binding agent and can
result in adherence and accumulation of deposits on the turbocharger exhaust nozzle blading and
turbine wheel blades. Similarly lubricating oil additives can also act as a binding agent when an
engine has a high lubricating oil consumption.

Running the engine when it is in poor condition or when it has developed a high lubricating oil
consumption, when a smoky exhaust discharge is also usually apparent, will also result in some
accumulation of deposits at the exhaust end of the turbocharger. Under these conditions it is
important to develop a suitable frequency of turbine cleaning. In most cases, water washing is the
best technique.

Dry cleaning by injection of ground nut husks may be necessary where it is inconvenient or
uneconomical to reduce engine load for water washing. Again, a suitable frequency is developed
based on experience.

Generally a high load on the engine, preferably above 75% will result in a minimum of incidence of
turbocharger fouling. Due to high heat and gas velocity levels, combustion products mostly
remain in the gas stream and are discharged through to atmosphere.

Last Issued 19.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 6

2. Cleaning The Compressor Side Of The Turbocharger

2.1 General

The turbocharger impeller may be cleaned by water injection while the engine is running,
providing the contamination is not too far advanced. Heavy hard deposits can be removed only
after dismantling. Compressor cleaning by injection is achieved by the impact of individual
droplets which remove the deposit mechanically. It is essential that fresh water, without additives
such as solvents, should be used. Salt water must NOT be used. Periodic cleaning of the
compressor prevents build---up of contamination but periodic overhaul of the turbocharger is still
necessary. (See the turbocharger instruction manual. Volume 2 Section 1).
NOTE: The frequency of cleaning depends upon operating conditions.
2.2 Water Injection Procedure

The water is injected while the engine is running at or near full load (the turbocharger will be
running at high speed). The correct quantity of water (see Para.3 below) must be injected within 4
to 10 seconds. To ensure that this flow is achieved, the equipment shown in Figure 1, at the end of
this sub---section should be used as indicated:---

a) Loosen knob and remove Cover B.

b) Pour the measured quantity of water into Cup A, the level of which should be about 10mm
(0.4 in) below the rim.

c) Replace Cover B and tighten the knob. Ensure that the cup is about 1 metre (40 in) below the
turbocharger connection. If possible, loop pipe W upwards about 1 metre.

d) Press Button C which operates a valve admitting compressed air from the blower through
Pipe D to Cup A. Consequently the water is blown underpressure through Pipe W to the
impeller.

Charge---air (boost) pressure and exhaust gas temperature readings before and after injection,
indicate the result of the cleaning. If the cleaning produces no improvement, allow at least ten
minutes to elapse before repeating the process. After the last injection maintain the engine at or
near full load for at least another 5 minutes.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 6

3. Quantity Of Water Injected Per Turbocharger

Turbocharger Type Volume Of Water

VTR 321 0.5 Litre (7/8 Pints)
VTR 304 0.5 Litre (7/8 Pints)
VTR 354 0.5 Litre (7/8 Pints)
VTR 401 1.0 Litre (1.75 Pints)
VTR 454 1.0 Litre (1.75 Pints)

4. Cleaning The Turbine Side Of The Turbocharger

4.1 Object
Practical experience has shown that for engines running on heavy fuels it is necessary to
periodically wash deposits off the turbine side of the turbocharger. The frequency of cleaning
depends upon operating conditions, and the quality of the fuel being consumed.
When insufficient washing has resulted in heavy fouling of the inlet nozzle ring and of the turbine
blading this will be denoted by marginally increased cylinder outlet exhaust temperatures and
probably higher boost air pressures and also higher turbine speeds, as compared to clean or as
new engine/turbocharger performance. Cleaning of the turbine end should then be employed.
Generally, if cleaning is adopted it should be carried out at intervals appropriate for the class of
fuel in use. Initial trials should err on the side of over---frequent as cleaning will not remove long
established deposits. It is important that the procedure should be started early in the life of a
turbocharger and should be done frequently. Depending on the quality of fuel in use, the starting
point may have to be as low as every 24 hours. If the fouling rate is low the intervals may be
extended by trial and error possibly up to 150 hours. The condition of the outlet water is a useful
guide. If still dirty after 5 or 6 minutes of washing, the frequency should be increased. After
cleaning, a complete set of engine and turbocharger performance data should be taken at the
same load conditions for direct comparison and for long term trend analysis.
A general log should be kept of engine and turbocharger performance data at full load or at as
high a load as possible at regular intervals, but at the same load on each occasion, and where
possible at the same barometric air intake atmospheric pressure and air manifold temperature.
Cleaning must not be carried out on a turbine that is suspected to be very heavily fouled.
Dislodging of deposits unevenly could result in dynamic out of balance of the rotor assembly.
Under such conditions the turbocharger must be dismantled and cleaned. Similarly if there is any
incidence of turbocharger vibration before or after water washing the turbocharger must be
completely dismantled and cleaned.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 6

4.2 Equipment Required (See Fig.2)

a) The equipment required is obtained from MAN B&W Limited Mirrlees Blackstone and is
engineered to suit both the engine and turbocharger type.

b) The system most commonly supplied by MAN B&W Limited Mirrlees Blackstone uses water
to wash deposits off the turbine and consists of an engine mounted water supply system to
each turbocharger gas inlet. The alternative dry cleaning system may be used where severe
fouling is expected. This is described later.

c) The engine mounted system terminates in a high pressure quick release coupling. Each
spray nozzle can be isolated with a stop cock and a three way valve controls the supply of
either water or bleed air into the wash system. The system when not in use is kept free from
carbon build up in the spray nozzles and pipework, by a constant air bleed from the
compressor side of the turbocharger.

d) A drain cock is provided to drain the exhaust casing. It must be possible to inspect and
measure the quantity of fluid drained during the washing operation.

e) A clean, fresh (not salt) water supply at a pressure of 3.5 to 5 bar (50 to 75 lb/in2) is required
from a suitable source. The supply should be coupled to the engine with the flexible hose
supplied to enable easy removal.

f) During the washing operation most of the water evaporates and escapes with the engine
exhaust. The remainder drains out of the exhaust casing (0.1 litre per minute). The water
discharge is important because the deposits are removed not only by dissolving them but
also by the mechanical action of the water droplets impinging upon the affected areas. If
water does not discharge for the required length of time, the wash has not been successfully
carried out and the turbocharger will foul prematurely.

4.3 Washing Procedure

a) Ensure water supply is available. On Vee engines the turbochargers should preferably be
cleaned one at a time.

b) Turn the three way valve in the engine mounted pipework, to close off the air bleed and open
the system to water operation.

c) Fit the length of flexible hose between the engine and the fresh water supply.

d) Reduce the load on the engine (engine output) until:---

i) The steady state temperature of the exhaust gas immediately before theturbine is a
maximum of 4300C (8100F) but preferably higher than 4000C (7500F).

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KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 6

OR
ii ) If there are no pyrometers at the turbine inlet, the averagecylinder outlet temperature
should not exceed 3400C (6500F).
NOTE: Time should be allowed for the metal temperatures to fall before washing, in order
to avoid the risk of cracking turbocharger components.
e) Each turbine will have 2 or 3 entry casings, with a water control valve for each entry. Before
completing the full wash procedure, verify that water is available and the drain clear, by
opening each valve in turn. If water does not appear, there is a problem which should be
cleared before attempting the full wash.

f) Open the stop cocks to the spray pipes on the turbocharger to be cleaned and close the
cocks on the second turbocharger (Vee engine only).

g) Slowly open the main cocks upstream of the removable pipe until the correct water flow is
achieved i.e. ensuring that water is draining from the exhaust casing at 0.1 litres minimum
0.5 litres maximum, per minute. Care should be taken to avoid excessive flow, as this can
flood the labyrinth seal and contaminate the oil in the turbine bearing with risk of subsequent
failure. The cocks should be opened slowly to minimise thermal shock.

h) If the required water flow cannot be achieved i.e. less than 0.l litres per minute, the load on
the engine should be reduced a little further to reduce the evaporation rate.

i) When the water draining out of the casing appears clean, probably after 5 to 10 minutes, turn
off the main cock.

j) If a second turbocharger is to be cleaned (vee engine) close the stop cocks to one bank and
open the cocks on the other bank and repeat elements (f) to (i).

k) Disconnect the flexible supply pipe.

l) Change the engine mounted three way valve back to the ‘air bleed’position and open the
spray pipe stop cocks to blow out any water residue and prevent carbon formation.

m ) Continue running the engine for 10 minutes at or above the power set by 4.3 d) above, to
ensure that all the washing water is evaporated to avoid bearing contamination and turbine
corrosion.

n) If it is considered that cleaning is incomplete the washing can be repeated.

o) All water supply connections to the exhaust pipes must be disconnected after completion.
There must be no possibility of any unsupervised water supply into the exhaust system.

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KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 6

p) Spray pipe stop cocks must be left open to allow the air bleed system to operate.

4.4 Dry Cleaning --- Equipment Required

a) Here the cleaning medium is solid granules which have a mechanical cleaning effect. They
are only effective against relatively thin deposits,so the cleaning has to be adopted more
frequently than with water washing (typically every 24 to 48 hours running at full load). The
process can, however be undertaken at gas inlet temperatures of 5800C to 5900C so it may
not be necessary to reduce engine load. Again,the frequency to be established based on
fuel quality and operating regime.

b) The equipment required is obtained from MAN B&W Limited Mirrlees Blackstone and is
engineered to suit both engine and turbocharger type.

c) The system most commonly supplied by MAN B&W Limited Mirrlees Blackstone consists of
an engine mounted dry wash container, pipework and valves between the container and the
exhaust inlet pipes to turbocharger and a 6.2 bar (90 lb/in2) air supply to the container - see
fig.3.

d) The container is sized to suit the turbocharger type fitted and incorporates a filling point with
screwdown cap and a vent cock.

e) In the outlet pipework from each container is an isolating gate valve, the pipe is tee,d into
each exhaust inlet pipe with an isolating valve to each pipe.

f) The pipework to the turbocharger is coupled via ball valves to the compressor side of the
turbocharger. When the engine is running, the ball valves should be open, allowing air to
bleed through the pipework thus reducing carbon build---up.

g) An air supply is taken from the start air manifold at 27.5 bar (400 lb/in2) and is reduced to 6.2
bar (90 lb/in2) via a pressure reducing module containing a regulator, relief valve, filter and
isolating valve, prior to being piped to the dry wash container.

4.5 Dry Washing Procedure

For engines with more than one turbocharger, clean one after the other, and for turbochargers with
more than one gas inlet, clean one after the other. The washing medium is nut kernels. If
necessary, advice can be given on suitable material and source.
a) Close the air bleed supply from the compressor side of the turbo at the ball valves.

b) Ensure the dry wash container vent is closed and tighten the filler cap.

c) Open the isolating valves to the first exhaust inlet and open the air supply valve at a pressure
not exceeding 30p.s.i.

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KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 6

Possible deposits and/or condensation in the connecting pipework are blown out.

Close the air supply after about 3 minutes and valves to the exhaust inlet.

d) Open the container vent to release air or trapped exhaust gas.

e) Remove the filler cap and fill the container with the quantity of dry solid particles specified in
Table No.1 and tighten the filler cap.
TABLE 1
VTR 354 454

dm3 1.0---1.6 1.6---2.0

f) Check the vent is closed. If necessary reduce the engine load so that the exhaust gas
temperature before the turbocharger is 580OC to 590OC.

g) Open the valves to the first exhaust inlet pipe.

h) Open the air supply valve at a pressure of 90 p.s.i. The dry particles are blown from the
container into the exhaust. Close the air supply after 1 to 11/2 minutes.

i) Close the exhaust isolating valve.

j) Open the vent cock, to release the trapped pressure and close the vent.

k) This same procedure has to be repeated for any further gas inlets on the same turbocharger
and for further turbochargers on the engine.

l) Open the air bleed supply from the compressor side of the turbo at the ball valves into the dry
wash pipework.

m ) Repeat the dry cleaning procedure every 24 to 48 hours based on operational experience at
full load running.

NOTE: The drain cock in the turbocharger outlet should remain closed during dry washing.
During dry washing, part of the cleaning medium may escape via the exhaust silencer in a
singed condition.

Last Issued 19.5.04 Page No. 7

KV Major Mk3
INSTRUCTION MANUAL
SECTION 4 CHAPTER 6 FIGURE 1

Title: Date: Man. No

DIAGRAM OF PIPING & MEASURING CUP FOR 6/00 0811/3
CLEANING BLOWER SIDE OF TURBO.
KV Major Mk3
INSTRUCTION MANUAL
SECTION 4 CHAPTER 6 FIGURE 2

Title: Date: Man. No

TURBOCHARGER WATER WASHING EQUIPMENT 6/00 1322/4
KV Major Mk3
INSTRUCTION MANUAL
SECTION 4 CHAPTER 6 FIGURE 3

Turbo exhaust
casing inlet
pipes

Isolating valves

Screw cap

90 p.s.i compressed air

supply from pressure
reducing module.

Isolating valve

Dry wash media

container

Title: Date: Man. No

DIAGRAM OF PIPING & MEASURING CUP FOR 6/00 0811/4
DRY CLEANING EXHAUST SIDE OF TURBO.
KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 7

CHAPTER INDEX

STANDBY DUTY ENGINES

PARAGRAPH N0 SUBJECT PAGE N0

1. STANDBY DUTY ENGINES 1

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KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 7

STANDBY DUTY ENGINES

Engines which do not frequently operate require replenishment of their lubrication to inhibit the
possibility of attack by rusting. Condensation combining the combustion products may also form
harmful acids which could result in the etching of liner bore and piston ring surfaces, cam and
roller surfaces etc.

The following action should be taken to minimise any deterioration of the engine due to its
non---use.

1. Every week

1.1 Start up the lubricating oil priming pump. Note that the pressure is normal at the lubricating oil filter
and engine inlet. Allow the pump to circulate lubricating oil for a minimum of 10 minutes.

1.2 Drain off any condensation in the engine air manifold and charge air cooler.

1.3 Open the indicator cocks, then barr the engine round two or three revolutions, with the priming
pump running. Ensure that the engine comes to rest at a different position every time.

1.4 Close the indicator cocks and stop the lubricating oil priming pump.

2. Every month

2.1 Repeat 1 to 4 of the weekly procedure.

2.2 Start up:---

a) Jacket water pump --- check circulation and pressure.

b) Valve cage cooling pump --- check circulation and pressure.

c) Raw water pump --- check circulation and pressure.

d) Light fuel pump --- check circulation and pressure.
2.3 Open cylinder head covers and with the priming pump running check the lubricating oil circulation
and ensure there are no water leaks.

2.4 Check:

a) Engine sump or tank oil level

b) Governor oil level

c) Turbocharger sump oil levels

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KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 7

d) Air receiver pressures (control and starting)

2.5 Start the engine and bring up to full speed observing normal procedures.

2.6 Apply load to the engine if possible, preferably 60% or more, and allow the engine to operate on
load until all water and lubricating oil systems have reached and stabilised at their normal
operating temperatures, about 30 minutes. (using light fuel only).

2.7 Whilst running check:---

a) Turning of air and exhaust valve rotocaps

b) Discharge of lub. oil from exhaust valve stem lubrication

c) Freedom of action of air and exhaust valves

d) Freedom of action of governor and control linkages etc

e) Uniform running of engine and of cyl. outlet exhaust temperatures

f) That turbocharger lubrication is satisfactory.

g) Generally observe that there are no apparent faults, or any troublesome leakages.

2.8 Shut the engine down observing normal procedures, close fuel supply valves.

2.9 Re---charge the starting air receiver to full pressure. At full pressure drain off the condensate and re
top up to full pressure before stopping the compressor.

3. Every three months

Additionally check:---

3.1 Governor and fuel pump control gear, grease and lubricate bearings and linkages.

3.2 Lubricating oil --- take a sample of used oil whilst the priming pump is running and after the engine
has been ‘barred’ as per para 1.3 and send for analysis. This requirement is of particular
importance in humid climates.

3.3 Jacket water --- check level and additive strength

3.4 Valve cage cooling water --- check level and additive strength

3.5 Safety devices, check:--- Overspeed trip, Lubricating oil pressure trip, Electrical trips

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KV Major Mk3
Instruction Manual
SECTION 4 CHAPTER 7

4. Every six months

4.1 Clean air intake filters and check oil wetting of elements, if applicable.

4.2 Cylinder pressure --- check while on load.

4.3 Generally check operational performance of engine.

5. Every two years

5.1 Examine all filter elements.

5.2 Inspect all cooling equipment.

5.3 Turbocharger --- drain, flush and refill with new oil.

5.4 Governor --- lubricating oil should be changed.

Last Issued 19.5.04 Page No. 3

KV Major Mk3
Instruction Manual
SECTION 5 INDEX

FAULT LOCATION AND REMEDIES

CHAPTER/PARA N0. SUBJECT

CHAPTER No. 1. INVOLUNTARY SHUTDOWN OF AN ENGINE

CHAPTER No. 2. GENERAL TROUBLE FAULT LOCATION AND REMEDIES

CHAPTER No. 3. INJECTION PUMP FAULT LOCATION AND REMEDIES

Last Issued 20.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 5 CHAPTER 1

CHAPTER INDEX

INVOLUNTARY SHUTDOWN OF AN ENGINE

PARAGRAPH N0 SUBJECT PAGE N0

1. INVOLUNTARY SHUTDOWN OF AN ENGINE 1

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KV Major Mk3
Instruction Manual
SECTION 5 CHAPTER 1

INVOLUNTARY SHUTDOWN OF AN ENGINE

The following section lists various engine related operating faults and probable remedies.

If the engine shuts down of its own accord every endeavour to establish the cause of the stoppage
should be made.

The stoppage could be caused by numerous off engine devices (electrical, pneumatic) depending
on the site’s particular alarm and control systems. The stoppage can also derive from other
system faults such as raw or fresh wa ter cooling, fuel, compressed air systems, etc.

The shutdown could be caused by an engine fault such as an overspeed or low lubricating oil
pressure.

If the suspected cause of the shutdown is low lubricating oil pressure, or, if no specific cause can
be found, the checks outlined in Section 1 Chapter 6 must be carried out.
UNDER NO CIRCUMSTANCES MUST AN ATTEMPT BE MADE TO RE ---START THE ENGINE
UNTIL EVERY PRECAUTION AND EXAMINATION INCLUDING A THOROUGH CRANKCASE
INSPECTION HAS BEEN UNDERTAKEN, AS THIS COULD WELL RESULT IN FURTHER
DAMAGE BEING SU STAINED.

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KV Major Mk3
Instruction Manual
SECTION 5 CHAPTER 2

CHAPTER INDEX

GENERAL FAULT LOCATION AND REMEDIES

PARAGRAPH N0 SUBJECT PAGE N0

1. GENERAL FAULT LOCATION AND REMEDIES 1

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KV Major Mk3
Instruction Manual
SECTION 5 CHAPTER 2

GENERAL FAULT LOCATION AND REMEDIES

See section 8 for pneumatic control system faults.

SYMPTOM PROBABLE CAUSE REMEDY

A) Engine fails 1) No fuel Refill tank open cock

to start then vent busrail before re---start.
” 2) Starting air pressure to Re---charge air receiver
low /open isolating valves from
receiver.
” 3) Engine surging Dismantle and clean
backwards and forwards jammed starting air valve.
” 4) Fuel pumps do not Vent engine fuel pumps and
deliver fuel injectors also see 1).
” 5) Injector nozzles stuck Remove and replace faulty fuel
injectors.
” 6) Incorrect spill port Check timing.
closure (SPC.) angle
” 7) Valves sticking in Try paraffin on air and exhaust
guides valve guides.
” 8) Control system fault Check the operation of the
control system.
B) Engine starts 1) Fuel cock closed Open fuel cock then vent system.
but soon stops
” 2) Fuel tank empty Refill tank then vent system.
” 3) Choked fuel filter Change fuel filter then vent the
system
C) Engine will 1) Governor adjustment Consult governor manual in
not accept load wrong volume 2 instruction manual.
” 2) Governor to fuel pump Check settings.
linkages out of adjustment
” 3) Incorrect spill port Check timing.
closure (SPC.) angle
” 4) Worn/blocked Replace clean/recondition
nozzles. injection nozzles
” 5) Incorrect valve Reset inlet air and exhaust
clearances valve clearances.

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KV Major Mk3
Instruction Manual
SECTION 5 CHAPTER 2

GENERAL FAULT LOCATION AND REMEDIES

SYMPTOM PROBABLE CAUSE REMEDY

D) Engine lacks 1) Valves leaking Remove clean and re---grind
compression inlet air and exhaust valves.
” 2) Valves not closing Inspect valves for damage
reset valve clearances.
” 3) Piston rings worn or Remove clean inspect ring
broken clearances and replace if
necessary.
” 4) Also see symptom K).
E) Engine noisy 1) Fuel injection excessive Check the fuel pumps rack
or knocking on one or more cylinders operation and stand---out.
” 2) Fuel injection to far Check injection timing
advanced.
” 3) Incorrect nozzle Check and adjust fuel
setting pressure injector setting pressure.
” 4) Large/small end bearing Replace worn bearing.
badly worn
” 5) Piston slap Replace excessively worn
piston/liner wear
” 6) Valve clearances to Set valve clearances to the
large correct value.
” 6) Main bearings badly Replace with new bearings.
worn
F) Smoky
exhaust
i) Blue smoke 1) Excess lubricating oil Reduce sump oil level if excessive
check exhaust valve guide
lubrication system.
” 2) Piston scraper rings not Check rings are not excessively
functioning correctly worn or stuck in their guides.
ii) Grey smoke 1) Dirty fuel injector/s Remove and clean.
” 2) Engine overload Reduce engine load.
iii) Black smoke 1) Air filter/intercooler Clean as per instructions in
choked volume 2 instruction manual.
” 2) Fuel injector nozzle Replace with new/overhauled
sticking fuel injector.
” 3) Lack of compression See symptom D).

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 5 CHAPTER 2

GENERAL FAULT LOCATION AND REMEDIES

SYMPTOM PROBABLE CAUSE REMEDY

G) Engine hunts 1) Fuel pump spring Replace spring.
0n ‘No Load’ broken
and/or runs 2) Fuel pump plunger Remove and clean replace
irregularly sticking plunger and barrel.
” 3) Fuel pump delivery Remove and clean, replace
valve spring if necessary.
” 4) Leaking injector nozzles Renew with new or reconditioned
nozzles.
” 5) Incorrect fuel Adjust pressure setting
injection pressure of the fuel injector.
” 6) Governor out of See governor manual in volume 2
adjustment instruction manual.
H) Engine fails 1) Engine overloaded Reduce engine load.
to reach
normal speed. 2) Fuel control linkage Stop the engine and check the
out of adjustment settings.
I) Engine 1) Governor out of Check as for symptom G)6).
overspeeds adjustment
” 2) Fuel control gear Strip clean and lubricate re---
sticking check settings on re---assembly.
J) Engine stops 1) Fuel tank empty Refill tank then vent the system.
in service
” 2) Lubricating oil pressure Check as for symptom M).
trip operated
” 3) Overspeed trip operated Check as for symptom I).
K) Abnormal 1) See symptom F). Check as for symptom F).
exhaust
temperatures 2) Exhaust valves not Check as for symptom D).
seating correctly
” 3) Air manifold pressure Check as for symptom L).
low
” 4) Exhaust discharge Clean silencer and/or boiler.
restricted
” 5) Restricted cooling Check engine, oil, jacket water,
charge air coolers and reverse
flush/strip and clean as necessary.

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KV Major Mk3
Instruction Manual
SECTION 5 CHAPTER 2

GENERAL FAULT LOCATION AND REMEDIES

SYMPTOM PROBABLE CAUSE REMEDY

L) Surging 1) Turbocharger exhaust Clean as per volume 2

through gas turbine dirty instruction manual.
turbocharger
intake---Often 2) Turbocharger Clean as per volume 2
mistaken for compressor dirty instruction manual.
back---firing
” 3) Air cooler tube fins Clean as per volume 2
restricted instruction manual.
” 4) Air filter dirty Clean as per volume 2
instruction manual.

M) Lubricating 1) High filter differential Replace microfelt filter

oil pressure pressure cartridge.
low
” 2) Pump suction Clean pump suction strainer
strainer choked located in sump.

” 3) Free discharge in Check whole system with the

the system (Broken pipe) priming pump running.

N) Lubricating 1) Insufficient oil flow Adjust pressure regulating

oil high valve to increase oil pressure.
temperature rise
across engine 2) Parts running hot Shutdown engine and investigate
fully.
O) Lubricating 1) Insufficient cooling Check cooling system operation.
oil high of oil
inlet
temperature 2) Oil cooler dirty Clean oil cooler.
P) Excessive 1) Oil throwers or catchers Check thrower for damage
release of inefficient and casing for fit.
oil or vapour
at flywheel 2) No crankcase vacuum Check operation of extraction
end fan and clean filter.
3) Piston blow---by Check piston and rings for wear.

Last Issued 19.5.04 Page No. 4

KV Major Mk3
Instruction Manual
SECTION 5 CHAPTER 3

CHAPTER INDEX

INJECTION PUMP FAULT LOCATION AND REMEDIES

PARAGRAPH N0 SUBJECT PAGE N0

1. INJECTION PUMP FAULT LOCATION AND REMEDIES 1

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KV Major Mk3
Instruction Manual
SECTION 5 CHAPTER 3

INJECTION PUMP FAULT LOCATION AND REMEDIES

SYMPTOM PROBABLE CAUSE REMEDY

A) Fuel 1) Fuel tank empty Refill tank vent system.

pump
does not 2) Fuel tank cock closed Open cock vent system.
deliver fuel
” 3) Fuel inlet choked or Clean piping or change filter
high fuel filter element.
differential pressure
” 4) Air lock in pump Vent system.
” 5) Pump plunger seized Send the complete pump to the
nearest agent for examination.
” 6) Pump plunger tappet Dismantle pump and withdraw
seized due to dirt or tappet, clean and replace parts
damage as required.
” 7) Damaged delivery valve Replace complete valve
remaining open assembly.
” 8) Delivery valve spring Replace complete valve
broken assembly.
” 9) Face or guide of Replace complete valve
delivery valve damaged assembly.
” 10 )Delivery valve Dismantle and clean
occasionally sticking thoroughly if trouble persists
replace the complete valve
assembly.
” 11) Plunger spring broken Replace spring from spares.

B) Quantity of 1) Delivery valve leaking Replace valve as a complete

fuel delivered assembly.
per stroke
insufficient 2) Leaking joints Check the injection pipe and
injector transfer block etc.
” 3) Leakage at delivery valve Check seats on reassembly ensure
seat to barrel joint the delivery valve holder is
tightened down evenly.

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KV Major Mk3
Instruction Manual
SECTION 5 CHAPTER 3

INJECTION PUMP FAULT LOCATION AND REMEDIES

SYMPTOM PROBABLE CAUSE REMEDY

C) Injection 1) Follower roller profile Fit new parts.

timing has bush or pin worn
altered
” 2) Fuel cam displaced or Refer to our service department.
profile worn
” 3) The adjusting tappet Re---adjust and firmly tighten nut.
has worked loose

D) Control 1) Either dirt causes pump Dismantle and clean.

rod has the pump barrel to jam
jammed or the control rod
toothed rack has jammed

E) Fuel showing 1) Deterioration of high Remove pump and renew high

at leak---off plugs pressure seal pressure seal.
2) Leakage at deliverly Check seats on re---assembly,
valve seat to barrel joint enure clamping plare is tightened
down evenly.

Last Issued 19.5.04 Page No. 2

KV Major Mk3
Instruction Manual
SECTION 6 INDEX

WATER TREATMENT

CHAPTER/PARA N0. SUBJECT

CHAPTER No. 1. WATER TREATMENT

Last Issued 20.5.04 Page No. 1

KV Major Mk3
Instruction Manual
SECTION 6 CHAPTER 1

CHAPTER INDEX

WATER TREATMENT

PARAGRAPH N0 SUBJECT PAGE N0

1. Introduction 1

2. Environmental and Health Considerations 1

3. Primary (Jacket, Valve Cage and Injector) and Closed

Secondary Cooling Water System 1

4. Quality of Primary & Closed Secondary Water 2

5. Treatment of Primary & Closed Secondary Water 3

6. Corrosion Inhibitors and Antifreeze 3

7. Open Secondary and Tertiary Cooling Water System 4

8. Quality of Open Secondary and Tertiary Cooling Water 5

9. Treatment of Open Secondary and Tertiary Cooling Water 5

Appendix A Water Treatment Methods 8

Appendix B Corrosion Inhibitors and Anti---freeze 10

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KV Major Mk3
Instruction Manual
SECTION 6 CHAPTER 1

WATER TREATMENT

1. Introduction

1.1 This section details the recommended quality and treatment methods for jacket, valve cage,
injector, secondary and tertiary cooling water for use in the auxiliary circuits of Mirrlees Blackstone
engines.

1.2 Where available water is not of the recommended quality for jacket, valve cage or injector cooling,
pre treatment will be required using one or more of the processes named in para 5. These are
briefly described in Appendix A.

When treatment plant is to be included in the Mirrlees Blackstone contract scope, a

comprehensive water analysis (inclusive of parameters detailed in para 4.1) should be sought
from the client at the enquiry stage. In all cases please refer to Applications Engineering,
Stockport for selection of appropriate plant.

2. Environmental and Health Considerations

2.1 For open water systems involving cooling towers or other elements forming a water/air boundary,
full consideration should be given to control of hazardous bacteria such as legionella
pneumophila. Responsibility for control techniques to be clearly established and if Mirrlees
Blackstone, specialist advice sought.

2.2 For open water systems with outfall back to source, full consideration should be given to the
limiting temperatures and chemical discharge in order to protect marine and river environments.
The appropriate local / national authorities should be consulted and guidance sought on current
legislation at an early stage. In all cases involving river or sea water intake and outfall please refer
to Applications Engineering, Stockport.

3. Primary (Jacket, Valve Cage and Injector) and Closed Secondary Cooling Water System

Definitions

3.1 Jacket Water

The cooling water pumped through the engine jackets to remove heat from the cylinders and
passage ways. It is then fed through the primary side of a heat exchanger or radiator.

3.2 Valve Cage Water -- (light fuel engines only)

The cooling water pumped through the exhaust valve cages on light fuel engines.

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KV Major Mk3
Instruction Manual
SECTION 6 CHAPTER 1

3.3 Valve Cage and Injector Water --- (heavy fuel engines only)

The cooling water pumped through the exhaust valve cages and injectors on K Major heavy fuel
engines.

3.4 Closed Secondary Cooling Water

Water which is circulated through the secondary side of the primary heat exchangers (listed
below) then cooled through a further heat exchanger or radiator, i.e. a closed, self contained
system requiring no continuous make--up.

a) Charge Air

b) Jacket Water

c) Lubricating Oil

d) Valve Cage Cooling Water

e) Injector Cooling Water

4. Quality of Primary and Closed Secondary Cooling Water

4.1 Jacket Water

The quality of water for use in Jacket, Valve Cage or Injector cooling systems before the addition of
corrosion inhibitor and / or antifreeze should be in accordance with the following limits:
Property Units Test Method Limits
Total dissolved solids ppm BS2690 400 max.
Total hardness as CaCO ppm BS2690 200 max.
Chloride as Cl ppm BS2690 50 max.
Sulphate as SO ppm BS2690 100 max.
pH BS2690 5.5/9.5
Generally, excessively cloudy water should not be used in order to avoid suspended solids which
give rise to erosion and prejudices heat transfer. See para 5 for advise for straining of larger
particles.

4.2 Valve Cage Water --- (light fuel engines only)

A high purity water with total dissolved solids of less than 50 ppm should be used in conjunction
with an approved corrosion inhibitor and maintained as per para 6 below. A 200 micron filter is
provided in the system to catch any suspended solids.

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SECTION 6 CHAPTER 1

4.3 Valve Cage and Injector Water --- (heavy fuel engines only)

As per 4.2 above.

4.4 Closed Secondary Water

As per 4.1 above

5. Treatment of Primary and Closed Secondary Cooling Water

5.1 It is desirable because of the use of high cooling water temperatures to minimise the effect of
corrosion / scaling in the water passages. This is achieved through limiting the hardness and
corrosive salts content and the addition of corrosion inhibitor.

5.2 If the quality of available water for filling or make up of these circuits is not in accordance with the
specification given in para 4 of this section, pre treatment is required.

One or more of the following methods will be required:

a) Base exchange softening
b) De--ionisation

c) Reverse osmosis

d) Chemical softening
See Appendix A for brief description of the above methods.

6. Corrosion Inhibitors and Antifreeze

6.1 Mirrlees recommend that all closed systems be treated with a proprietary corrosion inhibitor based
on a blend of sodium nitrite / benzoate / borate at a nominal nitrite level of 1000 -- 2000 ppm (as
sodium nitrite).
There are many alternatives of inhibitor available on the market e.g. emulsion oils, chromate’s,
silicates, phosphates, nitrates, borate’s and organic compounds such as tannins, amines and
benzoate’s. We are unable to endorse them for use in our engines due to risks that they may prove
to be corrosive to certain system components, ultrasensitive to dosage or engine cleanliness,
pose unacceptable health and safety risks or be too expensive.

6.2 The corrosion inhibitor should be chosen from the proprietary brands listed in Appendix B. The
approved corrosion inhibitors are all compatible with ethylene glycol anti--freeze.
6.3 If anti--freeze properties are required then an appropriate * proportion of ethanediol (ethylene
glycol) should be added to the treated water. Alternatively a proprietary anti--freeze should be
selected from Appendix B. Use manufacturers data to check dosage.

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SECTION 6 CHAPTER 1

*
% Ethanediol by volume 12.5 17.0 25.0 32.5 38.5 44.0 49.0 52.5
Freezing point 0C ---3.9 ---6.7 ---12.2 ---17.8 ---23.3 ---28.9 ---34.4 ---40.0
6.4 Alternative antifreeze products which are usually based on methanol should not be used without
first consulting Mirrlees Blackstone (Stockport)

6.5 It is absolutely imperative that the concentration of the corrosion inhibitor be monitored on a
regular basis and appropriate additions made in accordance with the inhibitor manufacturers’
instructions. Test kits are available for this purpose from the supplier of the inhibitor.

6.6 Attention is drawn to the additive manufacturers’ data sheets for details of handling, storage,
disposal and safety requirements and the applicability of COSHH legislation.

Open Secondary and Tertiary Cooling Water Systems

7. Definitions

7.1 Open Secondary Water

The cooling water pumped through the secondary side of the primary heat exchangers to cool the
engine primary circuits as listed in 3.4

The water is then either cooled in an open evaporative cooling tower or discharged back to source
i.e. borehole, river or sea.

Cooling towers with open secondary / tertiary water circuits fed from a dedicated cooling water
reservoir or associated sump tanks are specified in preference to closed radiator systems
because they can operate efficiently with smaller approach temperatures (down to 5 deg. C).

For open secondary water systems make up is required at a rate of between 5 % minimum for a
cooling tower up to 100 % for borehole, river, sea water etc. discharged back to source.

7.2 Tertiary Water

Any third circuit e.g. Sea or Cooling Tower water pumped through the secondary side of heat
exchangers to cool closed secondary water circuits.

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SECTION 6 CHAPTER 1

8. Open Secondary / Tertiary Water Quality

Water quality and treatment requirements vary depending upon cooling circuit types:

8.1 Evaporative Cooling Tower Circuit

River and borehole water etc. used for cooling tower open secondary circuits can often be of the
very poorest of quality. Therefore M.B.Ltd would recommend intake screening / filtration to ensure
removal of trash greater than 6 mm section. Cooling tower manufactures do have and will
recommend on occasions filtration systems and biological dosing, both of which will assist in
preventing the fouling of the cooling tower and Heat Exchangers on this circuit. However this
would not normally be considered due to the volume of water concerned. If there is any doubt
about its suitability please forward details of the proposed system and full water analysis to
Applications Engineering, Stockport.
Note: Sea water should not be used for cooling towers.
8.2 Sea Water

8.2.1 Sea water is used for secondary water circuits on most marine engine applications and can also
be used for secondary cooling on coastal power station sites. Circuits are single pass with suction
and discharge direct from and to the sea.

8.2.2 Intake screening / filtration should ensure removal of trash greater than 6 mm section.

8.2.3 Sea water draw from a closed basin can be more searching and special reference should be made
to Applications Engineering, Stockport if a vessel is to operate for protracted periods in such an
environment.

9. Open Secondary / Tertiary Water Treatment

9.1 Evaporative Cooling Tower Water Treatment

9.1.1 Serious consideration must be given to pre treatment of open secondary / tertiary circuit cooling
tower water in line with the methods detailed in section 5 of this section. To avoid hazards to
health, corrosion or silting. Project -- specific solutions to be investigated taking specialist advice if
necessary. Intake screening / filtration should ensure removal of trash greater than 6 mm section.

9.1.2 The effects of microbiological fouling and corrosion in cooling tower circuits can be damaging and
appropriate control measures should be applied through chemical dosing. There can be a
significant cost due to the volume of make--up water required and enviromental/health issues,
client requirements and local legislation must be reviewed before treatment can be ruled out. In
cases of doubt, refer to Applications Engineering, Stockport.

Biological fouling can cause blockages, reducing heat transfer and promoting corrosion.

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SECTION 6 CHAPTER 1

9.1.4 Hazardous bacteria such as legionella pneumophila, the cause of Legionnaires Disease, can
thrive in poorly maintained cooling towers so dosing biocides must incorporate components to
prevent these and similar strains of bacteria. (Seek advice of manufacturers of dosing material)

9.1.5 Mirrlees would recommend treatment of the cooling tower water with a proprietary corrosion
inhibitor.

The most efficient means of biocide and corrosion inhibitor dosing will be achieved by monitoring
evaporative and bleed loss make up by way of water meter. This will allow proportional dosing by
means of an integrated automatic bleed and dosing system. If an automatic system is not
employed manual mixing will be required.

9.1.6 The dosing chemicals should be chosen from the proprietary brands listed in Appendix B.
CAUTION, to ensure compatibility, biological dosing and corrosion inhibitor products from
different manufacturers should NOT be combined.

9.1.7 It is absolutely imperative that control tests for biological impurities and corrosion inhibitor strength
be carried out on a regular basis to monitor programme effectiveness. Appropriate adjustments
should be made in accordance with the dosing manufacturers’ instructions.

9.1.8 Attention is drawn to the chemical additive manufacturers’ data sheets for details of handling,
storage, disposal and safety requirements and the applicability of COSHH legislation.

9.1.9 If cooling water with a high dissolved solid and / or suspended matter, e.g. silt content, is used, a
constant bleed and or a filtration system based on conductivity measurement can be installed to
minimise the possibility of scaling and sludge deposition. Constant monitoring of the recirculating
water will allow controlled bleed thus minimising water and dosing chemical (if used) wastage.

9.1.10 If a bleed system is not employed, complete cooling circuit blowdown and replenishment will
be required to minimise erosion damage and prevent build up of sediment. Blowdown and
inspection frequency will be dependent upon the suspended solid content of the intake water. In
all such instances a backwashing filter should be fitted before the circulating pump inlet to prevent
mechanical damage.

9.1.11 Appropriate environmental consideration must be made when disposing of bleed and
blowdown water, see section 2.

9.2 Sea Water Treatment and Protection

9.2.1 Treatment of sea water using traditional chlorination based methods for biological control of
fouling slimes and inhibiting marine growth such as mussels and barnacles is not normally
considered by Mirrlees Blackstone. These treatments are not efficient in single pass cooling
circuits and would give rise to significant environmental discharge. It is therefore recommended
that a regular programme of inspection and cleaning be carried out. This would normally be

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SECTION 6 CHAPTER 1

considered the responsibility of the power station or ship operators. For alternative method see
9.2.4.

9.2.2 If sea water with a higher suspended matter content is used, e.g. if the possibility of silt ingress
exists. Either a backwashing filter should be fitted before the circulating pump inlet or flow rates
should be reduced and pump clearances increased to prevent the risk of erosion and mechanical
damage.

9.2.3 Materials compatibility for all components in contact with sea water is critical to prevent corrosion.
Additional sacrificial anodic protection may be fitted to provide protection.

9.2.4 Alternative protection systems based upon the electrolytic principle are available and can
successfully provide dual protection from corrosion and biological growth. Electrical current is fed
to anodes of aluminium or soft iron, depending upon cooling system material, which produce ions
to form an anti--corrosive coating on the cooling surfaces. Similarly a copper anode is used to
produce ions which inhibit biological settlement and growth. For further details please refer to
Applications Engineering, Stockport.

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KV Major Mk3
Instruction Manual
SECTION 6 CHAPTER 1

Appendix A

Water Treatment Methods

Base exchange softening

This process is sometimes referred to as sodium ion exchange, will provide water of adequate
quality for Primary and Closed Secondary circuits. However, this method will NOT produce water
of the required quality for valve cage and injector cooling.

The sodium ion exchange process utilises a resin bed soaked with saturated brine solution (NaCl).
Calcium and magnesium ions in the water are replaced with sodium ions to reduce scale
formation. Regeneration is required when the resins no longer have sodium ions available for
exchange. Unit sizing must therefore combine maximum exchange efficiency with an
operationally acceptable regeneration frequency.
De -- ionisation

This process is also referred to as demineralisation. It is a dual process based on ion exchange
that can remove all mineral salts dissolved in the water. The purity of water produced depends on
the type of resins, mode of operation and the volume of regenerants used during bed
regeneration. Primary use is for the production of high quality, neutral reaction, boiler feed water
that is also suitable for valve cage and injector cooling water.
De--ionisation units can be either of the mixed bed or two stage types. The process involves both
cation exchange, where hydrogen ions replace cations and anion exchange, where hydroxil ions
replace anions. Resin regeneration requires the additions of both acid and caustic usually as
hydrochloric acid and sodium hydroxide. Appropriate safety measures for storage and handling
are therefore required.
Reverse osmosis

This process is based upon a semi--permiable membrane which under pressure allows water to
pass through but not all the dissolved salts or organic molecules. The process can also be used for
desalination, this may be particularly important for middle eastern and marine applications.
Choice of membrane material and operating pressure is determined by raw water and the required
treated water quality. For poor quality raw water, pre treatment by filtration and softening will
increase membrane efficiency and life, include the use of chemical antifoulants to improve
membrane efficiency and life.

Chemical Softening

This is not a preferred method because the water can be highly corrosive with the conseqential
requirement for higher concentrations of corrosion inhibitor.

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SECTION 6 CHAPTER 1

Other treatment methods are available, these include:

Distillation, which removes mineral salts but could result in carry over of dissolved gases in the
steam. The process is also uneconomical due to its high energy costs for all but the smallest
quantities. Can therefore be used effectively when only small quantities of valve cage or injector
cooling water are required.

De--alkalisation, an ion exchange process like base exchange softening but with hydrogen
replacing the calcium and magnesium to remove alkalinity. Resins are regenerated using acid so
appropriate safety measures for storage and handling are required. Capital cost is fairly high, the
most common utilisation of this type of plant being for the supply of boiler feed water.

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SECTION 6 CHAPTER 1

Appendix B
Corrosion Inhibitors and Anti -- freeze

Supplier Address Inhibitor Anti---freeze

Castrol Overseas Ltd Burmah Castrol House Castrol WT2
Marine Division Pipers Way Castrol WT4
Swindon
England SN3 1RE
Tel 01793---512712
Fax 01793---614025
Telex 449221
Drew Ameroid Triathlonstraat 33 Maxigard
Nederland NL---3078 HZ Rotterdam
Netherlands
Tel (00 31) 479 0144
Telex 22590
Fospur Ltd Alfreton Trading Estate Kortohib K162 Kortohib L131
Somercotes
Derbyshire
England DE55 4LR
Tel 01773---604321
Fax 01773---606901
Grace Dearborn Ltd Widnes Dearborn 547
Cheshire
England WA8 8UD
Tel 0151---424 5351
Fax 0151---423 2722
Telex 627341
Houseman Ltd The Priory Heatreat 552 Heatreat 814
International Division Burnham
Slough
England SL1 7LS
Tel 01628---604488
Fax 01628---666381
Nalfleet Marine PO Box No 11 Nalcol 2000
Chemicals Winnington Avenue CWT Inhibitor
Northwich (9---111)
Cheshire
England CW8 4DX
Tel 01606---721616
Fax 01606---783874
Telex 66---8663

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SECTION 6 CHAPTER 1

6. Toxicity Of The Inhibitor

Any inhibiting chemical if taken internally in sufficient quantities could cause acute discomfort or
even death. Protection of the eyes and hands is advisable when handling inhibitors in the
concentrated form face masks are recommended when handling fine powders. Impervious or
rubber gloves should be worn in handling or disposing of chromate solutions.

Any local bye--laws should be complied with when storing or disposing of unwanted inhibitor or
treated water.

7. Handling Precautions

All the chemicals mentioned in the preceding paragraphs should be handled with care and it is
advisable to use rubber gloves. Any of the liquid contacting the skin should be washed off with
soap and warm water as soon as possible after contact.

When chemicals are being used strictly adhere to the suppliers instructions with respect to
methods of application, handling and safety precautions.

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KV Major Mk3
Instruction Manual
SECTION 7 INDEX

SECTION 7
THIS SECTION IS ONLY REQUIRED FOR HEAVY FUEL ENGINES

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KV Major Mk3
Instruction Manual
SECTION 8 INDEX

CONTROL AND PROTECTION SYSTEMS

CHAPTER/PARA N0. SUBJECT PAGE

CHAPTER No. 1. DESCRIPTION OF OPERATION (GENERAL)

CHAPTER No. 2. DESCRIPTION AND OPERATION OF THE MAIN UNITS IN THE

PNEUMATIC CONTROL SYSTEM

CHAPTER No. 3. PNEUMATIC CONTROL SYSTEM, SEQUENCE OF OPERATIONS

CHAPTER No. 4. CONTROL SYSTEM SETTING PROCEDURE

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KV Major Mk3
Instruction Manual
SECTION 8 INTRODUCTION

CONTROL AND PROTECTION SYSTEM

1. INTRODUCTION

The engine pneumatic control system integrates control and protection functions into a single
comprehensive system which can for the purposes of description be divided into two sections.

a) To provide a starting and stopping system which is simple to operate.

b) To provide an independent automatic protection system against serious mechanical

damage in the event of:---

i) Failure of lubricating oil pressure

ii) Engine overspeed.
An emergency stop feature is also provided should it be necessary to stop the engine rapidly for
any other reason.

In the event of a failure of the control air supply, the engine can be stopped manually.

Electrical functions are also integrated into the control and protection systems, See Section 2
Chapter 16, particularly note the cancellation of starting air when the engine has attained a
motored speed of 100 rpm, to conserve air.
Note: That electrical trips and alarms are ‘Locked out’ until the engine has attained 85 to 90
percent full speed.

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Instruction Manual
SECTION 8 CHAPTER 1

CHAPTER INDEX

DESCRIPTION OF OPERATION (GENERAL)

PARAGRAPH N0 SUBJECT PAGE N0

1. ENGINE PRE---START CONDITION 1

2. ENGINE START/RUN 1

3. ENGINE STOP 1

4. LUBRICATING OIL FAILURE 1

5. ENGINE OVERSPEED/EMERGENCY SHUTDOWN 1

6. EMERGENCY STOP 2

7. CONTROL SYSTEM FAILURES 2

8. INDEPENDENT PROTECTION FEATURES 3

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 KV Major Mk3
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SECTION 8 CHAPTER 1

DESCRIPTION OF OPERATION (GENERAL)

1. ENGINE PRE -- START CONDITION

The pneumatic control system prevents the engine being started, until lubricating oil priming
pressure is present at a safe prescribed level and also such interlocks as ‘barring gear’
disengaged and fuel control ‘dog---clutch’ lever latched are in the correct position.
NOTE: Pre ---start lubricating oil pressure is obtained either from a priming pump system or
electric motor ---driven main pumps if supplied.
2. ENGINE START/RUN
The engine is started by a ’start’ pushbutton, situated in a pneumatic control module mounted in
the main panel, which allows starting air to enter the cylinders and rotate the engine. When the
speed reaches 50 to 80 rev/ min the engine will fire, upon which the pushbutton is released and the
engine is under control of the governor.

The rate of acceleration of the engine is controlled by the automatic initial restriction of the fuel
pump rack movement to a pre---determined limit position.

An alternative method of starting is by operation of a remotely mounted electrical switch which

energises a solenoid valve and initiates the same functions as above (applicable to auto---start
installations only).

3. ENGINE STOP (System with solenoid ’energised to shutdown’)

Under normal running conditions the engine may be stopped by either of two methods:---

1. By depressing the engine ’STOP’ pushbutton situated in the pneumatic control module mounted
in the main panel.

2. By operation of a remotely mounted electrical switch which energises a solenoid valve and
initiates the same functions as in 1 above.

4. LUBRICATING OIL FAILURE

A fall in lubricating oil pressure is sensed by a trip cylinder, which is normally held retracted against
a spring force, by the lubricating oil hydraulic pressure. Loss of oil pressure to the trip cylinder
results in movement of the trip cylinder piston which trips the shutdown latch, the fuel racks are put
to ’Zero’ fuel position and the engine stops.

5. ENGINE OVERSPEED/EMERGENCY SHUTDOWN

In the unlikely event of the engine speed rising to 15% above the normal engine speed, the
pneumatic control system provides a positive and rapid method of stopping the engine.

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If an engine overspeed condition should arise, the mechanical overspeed governor initiates the
following actions which will take place simultaneously.

5.1 A ‘Stop’ signal is applied pneumatically which operates through the system to stop the engine ---
applying normal functions.

5.2 Air pressure is applied to the spragging plungers of the fuel camfollower tappets. These project
under the tappets and hold them UP preventing any further fuel pump plunger strokes, this
immediately stops injection of fuel into the engine cylinders.

To re---start the engine after an overspeed trip has occurred, it is necessary to:

a) Re---set the emergency stop valve (PV6) manually; this valve can only be manually reset.

b) The spragging plungers must be released by barring the engine round two revolutions (See
Section 2. Chapter 7).

6. EMERGENCY STOP

If the engine has to be stopped in an emergency for any other reason, three methods are available.

1. Manual operation of the ‘Emergency Stop’ push button on the control panel.

2. Manual operation of ‘Overspeed Stop’ (PV6) valve on the engine mounted overspeed governor
pneumatic module.

3. Operation of a local ‘Stop’ pushbutton PB1 or remote ‘Stop’ electrical push button SV2.

1 and 2 initiate the stop sequence described in Para 5.

3 only operates as a normal stop

Additionally the engine may be stopped by:---

4. Manual operation of a lever to trip the latch on the fuel control latch mechanism --- situated above
the cross shaft close to the governor at ’B’ Bank side. This method only trips the fuel linkage and
the shutdown springs move the fuel pump control shafts to zero fuel.

7. CONTROL SYSTEM FAILURES

1. If there is a failure of electrical circuitry, solenoids etc. the engine can still be operated in ballhead
but will not be protected by alarms or shutdown functions initiated by temperature or pressure
stats.

2. Failure of circuitry to “Emergency stop” electric pushbutton --- the engine can be stopped by
operating pushbutton pneumatic valves PV6 or emergency stop pushbutton.

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SECTION 8 CHAPTER 1

3. Failure of circuitry or of the governor speeder motor. --- The engine speed and loading can be
controlled manually utilizing the speed adjustment knob on the governor.

4. Control air system pressure and supply failure --- the engine will continue to run. Overspeed
pneumatic protection will initially be maintained from the 5 cu.ft. control air reservoir.

To stop the engine “Emergency stop” --- Para. 6. functions would have to be applied. (1, 2 or 4).

The engine could not be restarted normally until the control air system pressure and supply is
restored.

8. INDEPENDENT PROTECTION FEATURES

8.1 Overspeed shutdown

In normal operation lubricating oil from the engine gallery supply, passes to the hydraulic portion
of the engine driven overspeed governor. The flow from which is throttled to a trickle by a shuttle
valve within the overspeed governor. Oil from the shuttle valve is piped to a spring return hydraulic
trip cylinder which is part of the engine shutdown latch arrangement. A small bore pipe takes oil
from the trip cylinder to the engine sump, this small flow ensures the trip is self priming.

In the event of an engine overspeed condition occurring, then the shuttle valve in the overspeed
governor opens fully, allowing full bore oil flow to pass too the trip cylinder. The increased oil flow
to the trip is much greater than the capacity of the leak off pipe. Thus oil pressure immediately
builds up in the trip cylinder, overcoming the retraction spring force and extending the piston rod,
which trips the shutdown latch.

8.2 Low lubricating oil pressure shutdown

The normal engine lubricating oil pressure retains a hydraulic cylinder piston against a spring
force. Reduction or failure of lubricating oil pressure would enable the spring force to trip the fuel
control latch mechanism.
NOTE: Tripping the fuel latch mechanism enables the shutdown springs to move the diesel
fuel pump control shafts to zero fuel.

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KV Major Mk3
Instruction Manual
SECTION 8 CHAPTER 2 FIGURE 1

Title: Date: Man. No

SCHEMATIC DIAGRAM OF PNEUMATIC CONTROL SYSTEM 6/00 00457
KV Major Mk3
Instruction Manual
SECTION 8 CHAPTER 2

CHAPTER INDEX

DESCRIPTION AND OPERATION OF THE MAIN UNITS IN THE

PNEUMATIC CONTROL SYSTEM

PARAGRAPH N0 SUBJECT PAGE N0

1. CONTROL AIR SUPPLY SYSTEM 1

2. PNEUMATIC CONTROL MODULE 1

3. EMERGENCY STOP AND OVERSPEED GOVERNOR MODULE 2

4. PNEUMATIC START/STOP ACTUATING EQUIPMENT ON THE ENGINE 2

ILLUSTRATIONS FIGURE
Schematic diagram of pnematic control 1

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KV Major Mk3
Instruction Manual
SECTION 8 CHAPTER 2

DESCRIPTION AND OPERATION OF THE MAIN UNITS IN THE

PNEUMATIC CONTROL SYSTEM

1. CONTROL AIR SUPPLY SYSTEM

1.1 Description

The control air system is designed to operate with an air pressure of 90 to 100 lb/in2 (6.2 to 6.9 bar).
A sub---assembly, comprising a pressure regulator, a stop cock, a pressure relief valve, a filter and
a line lubricator, is located in the engine control panel.
Air at 400 lb/in2 (27.6 bar) pressure from the start air receiver, is delivered to the input of the
pressure regulator and reduced to the 90 lb/in2 (6.2 bar) working pressure of the system. The relief
valve, required to safeguard the system in the event of regulator malfunction, is set to relieve at 110
lb/in2 (7.6 bar).
The output pressure is fed to:---
a) The start and stop control valve equipment mounted in the ‘Pneumatic control module‘ in
the main panel;
b) The overspeed governor module mounted on the engine.
From the above assemblies, the control air is distributed to the remainder of the control system.
The air reservoir stores sufficient air, 2 cubic feet (56 litres), to maintain emergency shutdown
protection facilities if there is a temporary interruption of control air supply.
Control air to charge the reservoir is supplied via a non---return valve which prevents the reservoir
from draining if the control air fails (NR1)
1.2 Maintenance Instructions
a) Clean the line filter (L.F.) and drain to the instructions on the filter body.
b) Ensure that the lubricator (L.L.) oil level is correct. Top up with Shell Tellus 37 (or its
equivalent) if necessary.
c) Periodically drain any water from the air reservoir (usually every watch or shift), by opening
the drain cock provided.
2. PNEUMATIC CONTROL MODULE
2.1 Basic Engine Controls
The ‘Pneumatic control module’, normally mounted in a main engine control panel, contains the
following:

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SECTION 8 CHAPTER 2

a) A ‘Stop’ solenoid valve for remote engine ‘Stop’ by electrical pushbutton. This solenoid may
also be used for fault stop functions if energized from electrical circuitry initiated by fault
stats.
b) A ‘Start’ solenoid valve --- engine start by operation of a remote start electrical pushbutton.
The solenoid valve are also used for automatic mode of engine operation.
c) Pressure transducers and lamps denote the following alarms:---
Control air pressure low;
Emergency air pressure supply low;
Starting air system pressure low
3. EMERGENCY STOP AND OVERSPEED GOVERNOR MODULE
This module (assembly), mounted on the engine at the flywheel end adjacent to the overspeed
governor, contains an emergency stop valve (PV6). This can be remotely actuated, or operated
manually to stop the engine, but must be manually reset after operation.
4. PNEUMATIC START/STOP ACTUATING EQUIPMENT ON THE ENGINE
4.1 Dog Clutch
The dog clutch, one of the main features of the actuating equipment, is a lost motion device as. It
carries a shutdown lever to which the shutdown springs are connected.
For normal operation this lever is re---set by the cylinder AC2 and held in position by a latch, thus
allowing the fuel pump control shaft to move freely under control of the governor, by means of the
lost motion sector in the clutch. In shutting down the engine (except via the governor solenoid),
the latch is tripped by hand or by the action of cylinders LC1, LC2 or AC5. The shutdown springs
then rotate the lever through the lost motion sector so that the clutch engages and rotates the fuel
pump control shaft to bring the fuel pump racks to zero delivery.
Spring connected levers interposed between the dog clutch and the governor allow this action to
take place, against a governor action that will be endeavouring to apply full fuel.
A second set of spring connected levers permit checking the overspeed devices by allowing
manual control of ’B’ bank fuel pump rack independently of the governor. These levers are held
rigid for normal operation by a pin. (See Section 2. Chapter 7).
4.2 Start Cylinders (AC2)
The cylinders are single---acting and operate in parallel, they re---sets the dog clutch lever into the
latched position against the action of the shutdown springs. Under running conditions the
cylinders are open to exhaust.
4.3 Fuel Limiting Cylinder (starting) (AC3A and AC3B)

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SECTION 8 CHAPTER 2

The single---action piston, when extended during the start sequence provides a limit stop, beyond
which the governor cannot open the fuel pump racks and thus prevents too high a rate of
acceleration upon starting. Piston operating air, vents through a timing volume allowing the piston
to retract at a controlled rate once the start button is released.
4.4 Trip Cylinder (AC5)
This single action pneumatic cylinder provides the normal shutdown arrangement, in operation it
trips out the latch that holds the dog clutch lever in the ’run’ position. This cylinder is also actuated
during emergency stop sequences.
4.5 Air start master valve (AS1)
This remotely actuated pneumatic two---port valve allows 400 lb/in2 (27.6 bar) air to be admitted to
the engine cylinders. The valve is actuated from the pneumatic control system, when ‘Start’
functions are initiated by manual or remote/automatic modes of operation.
4.6 Manual Trip Lever
This lever provides a hand method of stopping the engine. Its action is the same as AC5, in that it
trips out the latch holding the dog clutch lever in the ‘Run’ position.
4.7 Overspeed Trip Cylinder (LC1)
This spring return hydraulic cylinder provides an overspeed trip action independent of any
pneumatic or electrically operated systems. Normally spring force holds the piston retracted,
however operation of the overspeed governor, allows lubricating oil from the engine gallery to the
operating piston. This overcomes the restraining spring force, extends the piston rod. The piston
rod then trips the dog---clutch lever latch in a similar manner to AC5 and shuts down the engine.
4.8 Lubricating Oil Failure Trip Cylinder (LC2)
This cylinder is linked to a pneumatic re---set cylinder (AC4). Engine lubricating oil system
pressure normally holds the piston retracted against the opposing force exerted by a spring
enclosed in the cylinder. Reduction of lubricating oil pressure below a pre---determined safety limit
allows the spring to extend the piston and trip the dog---clutch lever latch, in a similar manner to
AC5, and shutdown the engine. The same action occurs, under normal ’stop’ conditions.
The re---set cylinder AC4 is pressurized from the pneumatic system during the start sequence and,
by mechanical linkage, retracts the piston of LC2 and maintains it in the retracted position until the
start button is released and the controls are in the ‘Run’ position.
At the end of the start sequence, depressurisation of AC4 is controlled two fixed and one
adjustable orifice. This allows time for the hydraulic pressure, to be established in the engine
lubricating oil galleries as measured by LC2 and holds the piston in the retracted position for
continued running.

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Instruction Manual
SECTION 8 CHAPTER 2

4.9 Overspeed Governor Assembly

This assembly consists mainly of an engine driven centrifugal mechanism which, upon being
subjected to an increase in a speed in excess of a pre---determined limit, applies a mechanical
motion to and actuates:

a) A mechanically tripped pneumatic valve (PV4) which directs a signal to pilot PV6 enabling
PV6 to then direct a signal to pilot stop pilot valve (PV2). Air is then directed by PV2 to trip
cylinder AC5.

b) A hydraulic spool valve within the overspeed casing. The spool valve is in series with the
engine lubricating oil system and the trip cylinder (LC1).

Both trip cylinders have the effect of tripping the latch and shutting down the engine. In effect (b) is
regarded as a safety back---up to (a) in the event of a pneumatic control system failure.

4.10 Manual Starting

Prior to starting.

a) Position all auxiliary equipment starters for the particular engine to be started to the ‘Manual’
position,
i) Start the lubricating oil priming pump,
ii ) Start the fuel circulating pump,
iii ) Start the water cooling system pumps,
iv ) Start the crankcase extractor fan.
v) Start alternator cooling fan.
Ensure all systems valves are open to enable circulation of all media i.e. lubricating oil, fuel oil,
water and that starting air and control system valves are open to render systems operable.

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KV Major Mk3
Instruction Manual
SECTION 8 CHAPTER 3

CHAPTER INDEX

PNEUMATIC CONTROL SYSTEM, SEQUENCE OF OPERATIONS

PARAGRAPH N0 SUBJECT PAGE N0

1. ENGINE STARTING SEQUENCES 1

2. ENGINE RUN SEQUENCE 2

3. ENGINE NORMAL STOP SEQUENCE 2

4. LUBRICATING OIL FAILURE ’STOP’ 2

5. ENGINE OVERSPEED EMERGENCY ’STOP’ 3

6. MANUAL EMERGENCY STOP 3

7. ENGINE RE---START AFTER EMERGENCY STOP 4

8. ALTERNATIVE MANUALLY OPERATED STOP 4

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KV Major Mk3
Instruction Manual
SECTION 8 CHAPTER 3

PNEUMATIC CONTROL SYSTEM, SEQUENCE OF OPERATIONS

1. ENGINE STARTING SEQUENCES

Turn on the control air supply at stop cocks SC1 and SC5. This action directs control air to charge
the reservoir (AR) via non return valve (NR1).
1.1 Once the control air reservoir is charged the depression of ‘start’ pushbutton (PB1) on the
pneumatic control module, directs a control air signal to start interlock valve (PV8).
1.2 Providing (PV8) is actuated a control air signal passes to the pilot port of the start pilot valve
(PV11).
1.3 Providing lubricating oil priming pressure has been established and has actuated valve (PV9) and,
providing stop pilot valve (PV2) is not actuated. If the barring gear is safely disengaged air passes
through (PV8) and valve (PV11) is piloted and actuated and cylinder (AC2) is then pressurised to
reset the fuel racks. Air supplied to valve (PV7) and when (AC2) has reset the fuel racks (PV7)
passes air to (QEV2).
Additionally air also passes via flow control valve (FC2) onward to cylinder (AC4) which is actuated
to inhibit a lubricating pressure shutdown by cylinder (LC2) during starting.
Also additionally air passes via flow control valve (FC1) onward to cylinders (AC3A) and (AC3B).
These cylinders are actuated and limit the fuel rack movement to avoid excessive quantities of fuel
being injected into the engine cylinders during starting.
1.4 Providing setting functions have now taken place by operation of (AC2) and (AC4) and latch is
engaged, air will pass through (PV7) to start Valve (AS1). The cylinder piston of (AS1) will operate
to open the valve of (AS1) and direct 400 psi starting air to the engine cylinders.
1.5 When the engine is observed to have reached 50---80 RPM (PB1) button should be released and
the start signals then commence to exhaust from the system. There are timing volume capacities
in the supply to cylinder (AC4) i.e. (TV2) and in the supplies to cylinders (AC3A) and (AC3B) i.e.
(TV1) and (TV2).
Valve (FC2) back flow rate to exhaust must be adjusted so as to maintain cylinder (AC4) operated
and (LC2) retracted for a minimum period after release of (PB1) (see Section 8.5). Valve (FC1
)back flow rate to exhaust must be adjusted so as to maintain (AC3A) and (AC3B) operated for a
satisfactory period to control the acceleration rate of the engine until the engine governor arrests
the acceleration and controls the engine ’on speed’ (See Section 8. Chapter 5).
Remote mounted ‘start’ switch
1.6 Energising the start solenoid valve (SV1) on the pneumatic control module, by electric current via
a remote switch actuates the valve and directs control air via the unactuated pushbutton valve
(PB1), also initiating the sequence described in Para. 1.1.

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KV Major Mk3
Instruction Manual
SECTION 8 CHAPTER 3

2. ENGINE RUN SEQUENCE

2.1 Release the start button (PB1) when the engine speed reaches 50 to 80 rev/min during the start
sequence. This action removes the start pilot signal from (PB1), the valve is de---actuated by its
return spring and then exhausts the air from the system. The cylinder of valve (AS1) then exhausts
via the quick exhaust valve (QEV2). AS1 closes and shuts off start air from the engine.
2.2 The pistons in the fuel limit cylinders (AC3A & B) and re---set cylinder (AC4) are subject to delayed
retraction at a pre---set rate, controlled by the rate of release of their exhaust air through the valves
(FC1) and (FC2).
2.3 The delayed retraction of (AC3 A & B) and (AC4) pistons:
a) Maintains control of the acceleration rate of the engine and

b) Allows time for the engine lubricating oil pressure to build up during the ’Start/Run’
changeover sequence, thus preventing premature shutdown of the engine which may
otherwise occur when the ’start’ button is released. The minimum lubricating oil pressure
required to maintain the piston of (LC2) in a retracted position is 5 lb/in2 (0.35 bar) below the
hot oil operating pressure in the main gallery.

2.4 The engine is now under the control of the engine governor.
3. ENGINE NORMAL STOP SEQUENCE

3.1 Depressing the ’stop’ pushbutton (PB2) on the control module energises the stop solenoid (SV2).
3.2 A control air supply signal is passed through (SV2) then via the stop shuttle valve (ST3) to the pilot
port of the stop pilot valve (PV2) on the engine control valve module, and actuates the valve to the
’stop’ position.
3.3 Standing control air is directed via the actuated (PV2) to the air operated trip cylinder (AC5) which
releases the dog clutch lever latch. The return springs retract the dog clutch lever which rotates
the fuel rack control shaft to the zero position and stops the engine.
3.4 Under normal conditions the stop pilot valve (PV2) acts as safety interlock, in that a normal start
signal cannot be applied to the system when a stop signal is already applied.

4. LUBRICATING OIL FAILURE ’STOP’

4.1 Under running conditions with normal lubricating oil pressure, the piston of the emergency stop
cylinder (LC2), mounted above the dog clutch lever latch, is maintained in a retracted position by
lubricating oil system pressure.
4.2 If the lubricating oil pressure falls below the limit of 10lbs/in2 (0.7 bar) below the main gallery
pressure, the piston return spring overrides this reduced pressure, extending the piston and

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KV Major Mk3
Instruction Manual
SECTION 8 CHAPTER 3

tripping the dog clutch latch. The shut---off springs will then return the fuel pump racks to zero fuel
position and stop the engine.
5. ENGINE OVERSPEED EMERGENCY ’STOP’

5.1 For the overspeed emergency shutdown system to operate correctly, the following conditions
must be satisfied:
a) Emergency air reservoir (AR) fully charged with air at 90 to 100 lb/in2 (6.2 to 6.9 bar).

b) Lubricating oil piping between the overspeed governor and the overspeed trip cylinder
(LC1) fully primed with oil;
i) Before initial start
ii ) If the piping or overspeed governor has been removed
iii ) If the engine has not been run over a prolonged period.
The overspeed testing procedure, described in Section 2. Chapter 7 will prime the pipes.
5.2 In the event of an engine overspeed, the mechanical overspeed governor mechanism actuates
the overspeed governor trip valve (PV4). Standing control air is directed through (PV4) to the stop
pilot port of the emergency stop pilot/manual valve (PV6) via the emergency stop shuttle valve
(ST2) and pilots PV6 to the ’stop’ position.
5.3 The following sequence of operations now takes place simultaneously:
a) Standing control air is directed through (PV6) to the spragg cylinders (SP). The sprag
cylinders lift the cam followers, stopping fuel delivery to the cylinders.

b) The overspeed governor also opens the overspeed trip valve (OSV), allowing lubricating oil
normally retained by the valve to pass to the overspeed trip cylinder (LC1). Piston
movement trips the dog clutch latch and the shutdown springs bring the fuel pump racks to
’zero’ delivery.

6. MANUAL EMERGENCY STOP

Should it become necessary to shutdown the engine for any emergency other than previously
described, two methods are available.
6.1 By means of pilot/manual valve (PV6) mounted in the overspeed governor module. Manual
operation of the valve initiates the same sequence as that described in Paragraph 5.3.
6.2 By means of the emergency stop pushbutton valve (PB3) on pneumatic control module.
Operation of the pushbutton directs a standing emergency air supply from the reservoir to the
pilot/manual valve (PV6) via emergency stop shuttle valve (ST2) also initiating the sequence
described in paragraph 5.3.

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KV Major Mk3
Instruction Manual
SECTION 8 CHAPTER 3

7. ENGINE RE -- START AFTER EMERGENCY STOP

7.1 It is necessary to reset emergency stop valve (PV6) manually after an emergency stop to ensure
that the engine is not started inadvertently before the fault that initiated the shutdown has been
corrected.

7.2 It will be necessary to bar the engine round two revolutions to ensure that all fuel camfollower
tappet spragging plungers are released. See Section 2. Chapter 7.

7.3 If the engine was running on light fuel oil at the time of the emergency stop it can be restarted at any
time after clearing the shutdown fault.

a) It may be restarted --- if the stop has been of 10 minutes or less duration.

b) If the stop has been of longer than 10 minutes duration the fuel system must be flushed
through with light fuel and the injectors and injection pipes must be flushed out --- see
Section 7.

The engine fuel cams, camfollower gear, fuel injection pumps and injectors could be extensively
damaged if the system is full of cold excessively viscous heavy fuel oil when a start attempt is
made.

8. ALTERNATIVE MANUALLY OPERATED STOP

The engine can also be shutdown by manual operation of the dog---clutch latch trip lever, which is
mounted adjacent to the free end of the latch. Operation of the trip---lever trips the latch allowing
the shutdown springs to move the fuel pump racks to ’zero delivery’ thus stopping the engine.

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KV Major Mk3
Instruction Manual
SECTION 8 CHAPTER 4

CHAPTER INDEX

CONTROL SYSTEM SETTING PROCEDURE

PARAGRAPH N0 SUBJECT PAGE N0

1. SETTING THE LUBRICATING OIL PRIMING PRESSURE START 1

INTERLOCK VALVE (PV9)

2. SETTING THE FUEL LIMIT CYLINDER ADJUSTMENT 2

3. CHECKING AND SETTING THE DURATION OF FUEL LIMITATION AND 3

LUBRICATING OIL PRESSURE TRIP OVERRIDE

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KV Major Mk3
Instruction Manual
SECTION 8 CHAPTER 4

CONTROL SYSTEM SETTING PROCEDURE

To avoid unnecessary repetition of adjustment and ensure systematic fault finding, it is

recommended that the following procedure be followed when commissioning the control system
during installation or after an engine overhaul.
1. SETTING THE LUBRICATING OIL PRIMING PRESSURE START
INTERLOCK VALVE (PV9)

1.1 Close the start air main isolating valve (M11) to prevent engine start and open the control air stop
cock (SC1) to charge the control air system to 100 lb/in2 (6.9 bar).
1.2 Press the engine start local pushbutton and check that the start cylinder (AC2) with the
dog---clutch mechanism does not operate.
1.3 Maintain the start button depressed and start the lubricating oil priming pump, observing the
pressure rise on the lubricating oil pressure gauge, and ensure that the start cylinder (AC2)
operates.
1.4 The start cylinder AC2 should operate when the priming pressure reaches 5 lb/in2 (0.34 bar) i.e.
the interlock valve PV9 has operated to pass air.
1.5 Release the start button and stop the priming pump.

1.6 If the operating pressure is incorrect, or the start cylinder does not operate, rotate the adjusting
screw at the end of PV9 valve.
Turning the screw clockwise raises the operating pressure and anti---clockwise lowers the
pressure.
1.7. Repeat Operations 2 and 6 until the interlock valve PV9 operates consistently at the required
priming pump pressure.

2. SETTING THE FUEL LIMIT CYLINDER ADJUSTMENT (AC3 A) AND(B) ON FIG.1)

2.1 Close the start air main isolating valve M11 to prevent engine start and open the control air stop
cock SC1 to charge the control air system to 100 lb/in2 (6.9 bar).
2.2 Start the engine lubricating oil pump.
2.3. Press the engine start local pushbutton to operate the engine start/stop cylinder and latch
mechanism and also extend the push rod(s) of the fuel limit cylinder(s) AC3A and B. Maintain the
button depressed.
2.4 Rotate the adjusting screw of the fuel limit striker arm to produce a rack standout reading 71 --- 73
mm. Retighten the locknut.

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Instruction Manual
SECTION 8 CHAPTER 4

2.5 Release the start button, open the main isolating valve M11 and attempted to start the engine.

If the engine does not fire, repeat the start attempt, after recharging the air receivers to full
pressure. Repeat again if the engine still does not fire. Observe that the fuel racks are powered by
the governor to apply fuel. During starting it is the function of the booster (Section 2. Chapter 7
Fig.4) to charge the governor with oil pressure/hydraulic power so that the governor actuates the
fuel racks.

2.6 Initially the fuel system may not be fully primed, or striction may not allow the engine to attain an
adequate motored speed (50 RPM) on starting air. The engine should fire at the 71 --- 73 mm fuel
rack standout setting, should then accelerate at a controlled rate up to full speed within 10 to 15
seconds. If the start and acceleration rate is sluggish the fuel can be increased progressively until
a satisfactory start is achieved. The fuel rack standout should be adjusted by 2 mm increments
until starting is consistently good and positive when starting a COLD engine. Reducing the rack
standout setting increases the fuel, do not adjust the fuel limit strike arm screw so that the fuel rack
standout would br less than 65mm. Observe instructions 1,2,3 and 4 above when making
adjustments.

3. CHECKING AND SETTING THE DURATION OF FUEL LIMITATION AND

LUBRICATING OIL PRESSURE TRIP OVERRIDE

The time delay period, during which the fuel limit cylinder AC3A and B and the lubricating oil low
pressure trip override cylinder AC4 are in operation while starting the engine, is adjusted as
follows:---

3.1 Setting Duration Of Fuel Limit

a) Close the main start air isolating valve (M11) to prevent the engine starting.

b) Start the lubricating oil priming pump.

c) Press and hold the start button (PB1) observe that cylinders AC2 & AC4 operate.

d) Apply hand pressure force to cylinders AC3A and AC3B then release PB1 and note that time
taken for AC3A and AC3B to commence to retract. If the time is less than 10 seconds or
more than 25 seconds adjust the back flow needle valve of flow control valve FC1 until the
time taken is 15 to 20 seconds.

e) Open starting valve M11 and start the engine. Observe the fuel pump racks and ensure that
they do not increase beyond the position set as described in Paragraph 2.6.

f) If the engine settles on speed in say 10 seconds and the governor is in control the flow
control valve could be readjusted to allow cylinders AC3A and AC3B to commence to retract

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KV Major Mk3
Instruction Manual
SECTION 8 CHAPTER 4

at 12 seconds. The optimum setting should generally be the time it takes the engine to settle
on speed, plus approximately 2 to 5 second. The object being to avoid excessive fuel being
injected into the engine, whilst the engine is accelerating up to speed, causing smoking and
possibly engine overspeeding.

3.2 Setting The Duration Of AC4 And Lubricating Oil Trip Cylinder LC2 Time Delay

The purpose of this time delay is to allow sufficient time after starting for the engine lubricating oil
pressure to reach its normal operating value. During this time the trip is overridden preventing
unwanted tripping however there is no protection against loss of lubricating oil pressure during
this time and therefore it is important to keep the time delay to the minimum possible (between 12
and 30 seconds are the normal limits).

a) First check and ensure that the lubricating oil low pressure trip cylinder LC2 operates when
the engine is being shut down. The cylinder should operate closely after the engine oil
pressure has reduced by 5 psi below the normal hot condition engine running pressure.

b) Open wide the needle valve of flow control valve FC2.

c) Start the engine, when PB1 button is released at 50 to 80 engine RPM, the cylinder AC4
should retract quickly and the trip cylinder LC2 should operate to trip the latch and stop the
engine. Note the time for this action to take place.

d) Close the starting valve M11 to prevent the engine starting. Then operate PB1 and note the
time taken for LC2 to operate and trip the latch.

e) Fully close the needle valve of flow control valve FC2 and repeat (4). In this instance LC2 will
operate at the maximum time interval possible as the air from AC4 and TV2 will only back flow
(exhaust) via fixed orifices 03 and 04.

f) Open the needle valve of FC2 one turn and recheck the action and time interval as in 4.

g) Adjust the needle valve of FC2 until the minimum time interval of 12 seconds is obtained.

h) Open M11 and start the engine ensure LC2 does not operate and trip the latch when PB1 is
released. Accept the 12 second minimum setting if the engine consistently starts without
LC2 operating to trip the latch.

i) If the engine starts sluggishly and the engine lubricating oil pressure does not increase
sufficiently rapidly the time delay may have to be increased by further adjustment of the
needle valve of FC2. Do not increase the time delay beyond 30 seconds maximum.

j) If the engine stops because the lubricating oil trip operates, increase the delay and repeat
start sequence until continuous running is achieved (30 seconds maximum delay).

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KV Major Mk3
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SECTION 8 CHAPTER 4

k) Allow the engine to reach its full operating temperature, stop, and restart to check for
continued running at that temperature. Re---adjust the time if necessary.

l) Finally a margin of one second should be added to the minimum setting required to ensure
continued running under cold or hot conditions, whichever needs the longer delay period.

NOTE: The reason for making these precise adjustments is to avoid any detrimental
conditions when starting the engine. Applying a fuel limit allows the engine to accelerate
up to a speed at a controlled rate and on achieving full speed the governor then takes control
with a minimum overshoot above full speed. The fuel limit is retained until steady state
governed speed control has been accomplished and full engine lubricating oil pressure has
been established.
The governor only takes control when the engine speed has increased to slightly more than
full speed, it then functions to reduce fuel and steady the engine on speed according to the
speed setting of the governor. For variable speed engines, normally, the governor would be
set for “Idling speed” prior to starting and the governor would take control and settle at idling
speed after starting the engine. When the engine is running at a speed below the governor
speed control setting it is a natural function of the governor to endeavour to apply maximum
fuel. On a high pressure turbocharged engine maximum fuel should only be applied when
the engine is at maximum load and the air manifold has only atmospheric air pressure, so
the engine cylinders are only charged with sufficient air to require less than 25% of
maximum fuel. Maintain these correct fuel limit and time delay settings and retain
satisfactorily controlled engine starting conditions.

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