0 Instruction Manual
0 Instruction Manual
0 Instruction Manual
BLACKSTONE
INSTRUCTION MMNUAL
ESL12 - 16Mk2 . r
Amendment Record
d
M
e -- BUCXSTONE
B ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Preface
This manual has been compiled to assist suitably qualified engineers to operate and
maintain the Mirrlees BlackstoneESL12 and 16 cylinder Mark2engines. It must be used in
conjunction with the manuals for the specific ancillary or driven machinery supplied in the
particular application.
It is important to read the manual before attempting to carry out any operation or
maintenance task. There are three methods of locating information:
* 2)
3)
A detailed contents list (pages ii - ix).
A subject index, and glossary of terms at the back of the book.
‘Renewal’ refers to the removal of a component and the installation of a new component in
its place.
CAUTI0N:FOLLOWING MOUNTING ON FINAL OPERATIONAL SEATINGS BUT
PRIOR TO INITIAL STARTING EACHENGINE SHOULD BE BARRED FOR A MINIMUM
OF FOUR (4) REVOLUTIONS.
The following documents are supplied as necessary and may be referred to in the manual:
1) Parts list.
3) Baseplate drawings.
This manual, or any part of it, may not be reproduced without thewritten permission of the
manufacturer.
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Last Inued llV93 Mirrlees Blachtonc Ltd
MB'
=BUCKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section
Index
OUICK REFERENCE CHAPTER LOCATION LIST
SECTION 1 INTRODUCTION
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Lastlrsucd 1/1/93 Contents ii Mirrlees Blackstone Ltd
Section ESL 12 & 16 Mk2
Index INSTRUCTION MANUAL .
.BLACBTONE
3.3. PUMP DRIVE SYSTEM ............................................. 17
Belt Removal ....................................................... 18
Fitting and Tensioning a New Belt...................................... 19
Re-fitting and Re-tensioning a Used Belt .............................. 20
Crankshaft Pulley Replacement ........................................ 21
Crankshaft Pulley Removal ........................................... 21
Crankshaft Pulley Installation......................................... 21
PumplRnsioner Pulley Replacement ................................... 22
Pumpmnsioner Pulley Removal ....................................... 22
Pump/”knsioner Pulley Installation..................................... 22
Drive belt Tensioner ................................................. 23
3.4. TORSIONAL VIBRATION DAMPER ................................ 24
Holset Damper Fluid Sampling ........................................ 24
Damper Replacement ................................................ 27
Part 1 - Damper Replacement - Engines without a Free End
fitension Shaft ..................................................... 28
Removal ........................................................... 28
Installation ......................................................... 29
.
Part 2 - Dam er Replacement - Engines with a Free End
P
Extension Sha t ..................................................... 30
Removal ........................................................... 30
Installation ......................................................... 31
3.5. FLYWHEEL ....................................................... 32
Flywheel Replacement ............................................... 32
Flywheel Removal ................................................... 33
Flywheel Installation ................................................. 34
3.6. CRANKCASE FI’ITINGS ............................................ 34
Crankcase Extractor Fan ............................................. 34
Crankcase End Covers ............................................... 35
Sump .............................................................. 35
Turbocharger Mounting Bracket ....................................... 37
Crankcase Water Drain Valves ......................................... 38
3.7. TECHNICAL DATA
Stud Tensioning Data
................................................
................................................
39
39
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. .
SECTION 4 CYLINDER HEAD PISTON CONNECTING ROD AND LINER PAGE
4.1. DESCRIPTION .................................................... 2
Cylinder Head Assembly ............................................. 2
Valve and Rocker Gear ............................................... 2
Pistons ............................................................. 2
Connecting Rods .................................................... 4
Cylinder Liners ..................................................... 4
4.2. CYLINDER HEAD ASSEMBLY ...................................... 4
Valve Clearance Adjustment (’Igppet Adjustment) ........................ 4
Cylinder Head Assembly Replacement .................................. 5
Cylinder Head Assembly Removal ..................................... 6
Cylinder Head Assembly Installation ................................... 7
SECTION 5 .
CAMSHAFT DRIVE TRAIN AND TAPPET BLOCK PAGE
5.1. DESCRIPTION .................................................... 1
Camshaft .......................................................... 1
Drive Train ......................................................... 2
Tappets ............................................................ 2
Pushrods ........................................................... 2
5.2. CAMSHAIT ....................................................... 2
Camshaft Timing Check .............................................. 2
Camshaft Replacement ................................ :.............. 3
Camshaft Removal .................................................. 4
Camshaft Installation ................................................ 6
5.3. CAMSHAIT DRIVE TRAIN ........................................ 8
Camshaft Drive Train Replacement .................................... 8
Camshaft Gear Train Removal .......................................... 9
Inspection of the Camshaft Gear Rain .................................. 11
Camshaft Gear Train Installation ...................................... 12
Gear Shaft Bush Renewal (Compound and Idler Gears) ................... 15
.
.BLACKSTONE
5.4. TAPPETBLOCK ASSEMBLY ........................................ 17
Air Start Timing Valve Clearance ChecWAdjustment ...................... 17
Tippet Block and Tippet Replacement .................................. 19
Tippet Block Removal ............................................... 20
.............................................
Tippet Block Installation 20
5.5. TECHMCAL DATA ................................................ 22
Camshaft .......................................................... 22
Tippet Assembly .................................................... 22
Compound and Idler Gears ........................................... 22
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7.4.
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ESL 12 & 16 Mk2
INSTRUCTION MANUAL
.
SECTION 11 SAFETY DEVICES CONTROLS AND INSTRUMENTATION PAGE
11.1. GENERALDESCRIPTION .......................................... 1
11.2. MECHANICAL SAFETY DEVICES .................................. 1
Mechanical Overspeed Trip ........................................... 1
Adjustment ......................................................... 3
Setting Clearance Between Operating Lever and Overspeed
Trip Weight ........................................................ 4
Setting Latch Lever Relative to the Latch Pulley (Figure 169A) ............ 5
Final Setting Check (Figure 169B) ..................................... 5
K BUCKSTOhE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section
Index
Fuel Pump Rack Leaf Springs ......................................... 5
CrankcaseReliefValves .............................................. 6
11.3. ENGINE CONTROLSYSTEM ....................................... 6
Engine Control Lever Assembly ....................................... 6
Fuel Control Linkage (Heinzmann Electronic Governor) .................. 8
. .
Description ......................................................... 8
Setting Up the Fuel Control Linkage ................................... 9
If the control linkage has been removed ................................ 9
11.4. STANDARD MECHANICAL INSTRUMENTATION ................... 12
Turbocharger Water Jacket Thermometer ............................... 12
11.5. ON ENGINE INSTRUMENTATION AND PROTECTION
PANEL ............................................................ 12
Instrument Panel .................................................... 12
Basic Engine Protection System ........................................ 12
11.6. TECHMCALDATA ................................................ 14
Automatic Alarm & Shutdown Systems ................................. 14
. .
MagneticPick-Up .................................................. 14
GLOSSARY
INTRODUCTION
M L121 MA ZEN I M
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Figure 1 General View Of Engine
1.1. DESCRIPTION 0F ENGINE
The ESL 12and 16 cylinder Mark2 engines have been designed to give a high fuel efficiency
and a long service life with the lowest possible maintenance and operating costs.
Turbochargers, intercooler and four-valve cylinder heads are fitted as standard to increase
the fuel economy and the available power. The engine can be supplied in either distillate
fuel (refined diesel oil) burning or heavy fuel (unrefined oil) burning versions.
The crankshaftkonnecting rod assembly is mass-balanced to minimise vibration and
torsional stresses. The rotatingmassesof the engine and driven equipment are ’tuned’by an
individually selected flywheel and a damper for the same reason and to avoid harmful
resonant stresses over the engine’s speed range.
A flat drive belt transmits power from the crankshaft to the engine driven pumps.
A two stage, automatic engine protection system, normally consisting of an alarm circuit
and an engine shutdown circuit operating via the governor, is triggered if sensors detect
operating conditions outside safe limits, e.g. low lubricating oil pressure. Engine overspeed
protection is provided by an independent, mechanically operated system, which shuts off
the engine’s charge air supply when operated.
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Section 1 ESL 12 & 16 Mk2
INSTRUCTION MANUAL MB
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- BUCKSTONE
Hydraulic stud-tensioning is used in place of torque loading on the most highly stressed
engine studs.
No changes should be made to the engine which could affect its operation without the prior
agreement of Mirrlees Blackstone Limited.
The engine conforms to the International Standards Organisation (1.50) notation in that:
1. The free-end of the engine is opposite to the flywheel end.
2. The standard direction of crankshaft rotation is clockwise, looking onto the flywheel end.
3. The cylinders are numbered, beginning number 1 at the flywheel end.
4. 'A'cylinder bank is on the left 'B'cylinder bank is on the right, looking on to the flywheel and
irrespective of direction of rotation.
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Last Issued 1/1/93 1-2 Mirrlces Blackstone Ltd
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= BLACKSTOhE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 1
However, for design reasons, B1 cylinder is nearer to the flywheel than A1 which is not to
I S 0 notation.
Every engine is built with care and skill and is thoroughly tested before leaving the factory.
Proper installation, regular maintenance and careful operation will help to ensure a long
and trouble-free life. To ensure the minimum of delay in engine maintenance, a basic or a
comprehensive spares list and lists of gasket and seal sets for various tasks are supplied in
the parts manual.
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Section 1 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
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- BLACKSTOh!E
Distillate oil fuelled.
e Isolate the air-start system, prevent the driven equipment from turning the engine (if
applicable) and set the control lever to 'STOP' before working on any moving parts and
before barring the engine over.
Engine Side Covers - these should be removed for at least 10minutes after the engine
has stopped running.
Noise - engine noise can damage hearing. All personnel should wear ear protectors when
close to a running engine.
Heat - parts of the engine become very hot during running, e.g. exhaust system, air inlet
system, and should not be handled. All heat shields must be in position whilst the engine is
running, unless specified'in a servicing task.
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ESL 12 & 16 Mk2
INSTRUCTION MANUAL
miii
= BUCKSTOM 0
Lifting many engine components are heavy and may cause injury if dropped or incorrectly
lifted. Lifting equipment should be inspected before use and its safe operating load must
not be exceeded. Care must be taken to support adequately parts to be lifted, whether by
crane or by hand. A list of the weights of the major components is given on page 2-4.
Working beneath suspended loads is dangerous. If it is unavoidable, however, the load
should be additionally supported by an independent means.
-
Spillages oil or fuel spillages present a fire hazard and can make surfaces slippery; they
should be cleaned up immediately.
J-TIGHPRESSUREFLUTDS AND GASES - (Fuel Injection System, Air Start System, Air
Priming System and Hydraulic Tensioning Equipment). If misused, there is a danger of
high pressure fluid or gas being injected into the body through the skin (if this should occur,
seek immediately medical attention). Do not connect, disconnect or attempt to rectify any
of these systems whilst pressurised, unless specified in a servicing procedure (e.g. bleeding
the fuel injection system). In this case, wear protective clothing, goggles and gloves and
keep any high pressure flow clear of all parts of the body. When using the hydraulic pack,
ensure that the flexible hoses are not trapped, stretched or kinked, or they may be
weakened. This can lead to component failure.
Cleaning Agents - Always Follow Manufacturers Instructions Carefully
1.4. LEADACID AND ALKALINE BATTERIES
Before commencing work on the battery ensure adequate supplies of clean cold water and
Saline solution are available (Saline solution should be kept in a squeeze bottle for
irrigating the eyes).
When handling batteries and electrolyte the manufacturers instructions should be closely
followed. a
Main Hazards - Electrolvte
The electrolyte is dilute sulphuric acid or potassium Hydroxide which is poisonous and
corrosive.
Gas given off during charging is inflammable and can cause an explosion.
Dead shorting of terminals may cause excessive heating and explosion risk.
Burns to the skin and eyes.
Precautions
Wear protective clothing.
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Last Issued 1/1/93 1-6 Mirrlecs Blackstone Ltd
MB
=BL4CXSTOhE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 1
Skin Contact
Wash skin with copious amounts of clean water then cover immediately with dry gauze.
Eve Contact
Wash out the eyes with plenty of clean water followed by a wash of saline solution.
When mixing acid and water for electrolyte put water in the mixing vessel and add the acid
SLOWLY stirring all the time.
.
e MB
= BUCkSTOhE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 2
TECHNICAL. DATA
-
Figure 7 The dimensions shown
' . are approximate for a standard 12
cylinder engine, fitted with Brown
Boveri VTR 304 turbocharger. For
further details, see the installation
drawings.
-
Figure 8 The dimensions
shown are approximate for a
standard 16 cylinder engine,
fitted with Brown Boveri VTR
304 turbocharger and exhaust
pipe adaptor. For further
details, see the installation
drawings.
a
MI
2.2. SPECJ.FICATION
Cycle: 4 stroke
Firing order (standard rotation, camshaft phasing, 'A' Bank 45O before ' B Bank)
12 cylinder:
1A-lB-4A-43-2A-2B-6A-6B-3A-3B-5A-5B
16 cylinder:
1A-1B-3A-3B-2A-2B-5A-5B-8A-8B-6A-6B-7A-7B-4A-4B
Firing order (reverse rotation camshaft phasing, 'A' Bank 45O after ' B Bank)
12 cylinder:
16 cylinder:
1B-1A-4B-4A-7B-7A-6B-6A-8B-8A-5B-5A-2B-2A-3B-3A
Cylinder bore: 222mm(8.75 in)
Engine screw threads are IS0 metric (coarse) to British Standard 3643, except hydraulic,
pipe and electrical connections, bought in equipment and hydraulically tensioned fasteners.
CVlindel: 16 Cvlindw
k lb kg Ib
Complete Engine 15,993 (35,264) 19,739(43>25)
Crankcase 4,800 (10,584) 5,978 (3,175)
Crankcase Doors 7 (16) 7 (16)
Camshaft Doors 57 (125) 73 (160)
-
Turbocharger (VTR254)300 (654) (VTC304)454 (1,000)
Turbo/Intercooler Air Duct 91 (200)
Turbocharger Mounting Bracket 560 (1,240)
Intercooler 260 (575)
Cylinder Head Assembly
Camshaft
114 (250)
136 (300)
e
Crankshaft (basic) 1,300 (2,862)
Crankshaft Balance Weight 55 (120)
Crankshaft & Balance Weights 2,180 (4,807)
Main Bearing Cap 55 (120)
Piston 24 (52)
Con-Rod Assembly 66 (146)
Con-Rod Shank 33 (73)
Con-Rod Mid-Piece 14 (31)
Con-Rod Large End Cap 19 (42)
Cylinder Liner 50 (110)
Split Gearwheel Halves 7 (15)
Sump 360 (790)
Tappet & Block Assembly
Crankshaft End Cover
23 'poj
so (110) e
Exhaust Manifold Heat Shield 204 (450)
Holset Damper & US Pulley (min) 214 (470)
Flywheel (minimum weight)
Not 900 rpm 556 (1,225)
Flywheel Cover 50 (110)
Raw Water Pump Assembly 61 (135)
Fresh Water Pump Assembly 41 (90)
Lub.Oil Pump Assembly 70 (155)
Lub.Oi1 Filter Assembly (Simplex) 114 (2.50)
Fuel Injector 4 (9)
Fuel Injection Pump 8 (18)
Governor 16 (35)
The following data is typical only and contract systems and wiring diagrams should be
consulted for individual engines,
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LastIssucd 111193 2-5 Mirrleco Blackstone Ltd
Section 2 ESL 12 & 16 Mk2
INSTRUCITON MANUAL MB
= BLICKSTOh?E
2.5. TOROUE LOADINGS AND HYDRAULIC T m O N I N G
m Um
Crankshaft balance weight bolts 680 500
Split gear bolts 205 150
FlywheeVcrankshaft nuts 680 500
Damper/crankshaft nuts 540 400
Sump/crankcase bolts 75 55
Crankcase door nuts 8 6
Camshaft securing bolts 170 125
Intercooler/adaptor plate bolts 65 48
Pulley securing nuts 205 150
Fresh & raw water pump impeller nuts 87 64
Pulley tensioner (& pump) fixing nuts or bolts 135 100
Crankshaft pulley bolts 75 55
Valve bridge guides 135 100
Bridge-piece adjuster locknuts 80 60
Dppet adjuster locknuts 108 80
Rocker cover bolts 88 65
Exhaust manifold bolts 75 55 a
Exhaust manifold 'V' band clamps 14 10
Fuel pump pushrod bolts 75 55
Injector securing nuts 43 32
Injector nozzle nuts 244 180
'CC' type fuel pump discharge union body 407 300
'CV'type fuel pump discharge union body 810-880 600-650
Lub Oil filter cover
Fuel filter cover
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Las~Isucd llV93 2-6 Minlccs Blackstone Ud
a MB
= BUUBTOhE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 2
2.6.
..
~ s i l m l n l m u m strewth
e 80 Kef/m m m
Thread Size
Nm Ib. ft.
M10 x 1.5 50 37
M12 x 1.75 90 65
M14 x 2 140 103
M16 x 2 220 161
M20 x 2.5 440 325
M24 x 3 760 564
The fuel oil should be to specification BS 2869 1970,Class Al,A2 or B1. Before fuel to any
lower specification is used, details of the proposed oil should be forwarded to Mirrlees
Blackstone (Stamford) Ltd for evaluation.
It is the user’s responsibility to obtain good clean fuel as indicated above and our agent or
the local agent of the oil company should be contacted for recommendations of suitable
fuels.
Certain fuels are unsuitable owing to the poor efficiency resulting from their use. The
operator is cautioned that although the engine may appear to run satisfactorily for a short
time on unsuitable fuel, excessivewear and damage will result and the life of the engine will
be shortened.
ea e2 .El
Cetane number, min. 50 45 35
Viscosity at 37.8°C(1000F):
1. Centistokes, min. 1.6 1.6 -
max. 6.0 6.0 14
2. Redwood No. 1 scale in seconds
are approximately: min. 30 30 -
max. 41 41 65
Distillation, per cent, by volume
Recovery at 357OC (675OF) min.] 90 90 - a
Flash point PM closed cup, min. 55oc 55OC 66OC
(130°F) (130%) (15O0F)
Water content, per cent by volume, max. 0.05 0.05 0.1
Ash, per cent by weight, max. 0.01 0.01 0.01
Sediment, per cent by weight, max. 0.01 0.01 0.02
Sulphur content, per ccnt by weight, max. 0.5 1.0 1.5
Copper corrosion test, max. 1 1 -
b) ADDroved En ei ne Lubricants
Best quality heavy duty detergent diesel oil, viscosity SAE30 must be used. It is important
that the detergency level should be adequate, but not higher than is actually necessary.
(Increasing the detergency level beyond that which is necessary may impair engine
performance. The use of insufficient detergent oil could allow a build up of carbon around
the piston rings and have other effects which would ultimately cause serious harm).
Frequent samples of oil should be taken to determine the rate of deterioration and the
advice of the oil supplier sought in any case of doubt. (See 'Lub.Oil-General', page 8-6).
Listed below are oils offered by some of the leading suppliers as suitable for normal engine
duties when running on the class of fuel oil indicated. Fullest details should be given to the
oil supplier concerning the particular installation, including engine type, ambient
temperature range, humidity, site altitude, if subject to sea air or dust, engine cooling water
temperature, engine duty, etc.
Different brands of oil may be mixed, providcd the oil is suitable for the application and
approval is obtained from the lubricant supplier.
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Lasthsd lly93 2-9 Murlcss Blackstone Ltd
M
a -. BUCKYTOh!E
B ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
Contents
CRANKCASE AND CRANKSHAFT
28
Removal ................................................ 28
Installation .............................................. 29
Part 2. - Dam er Replacement - Engines with a Free End
R
Extension Sha ..........................................
Removal ................................................
30
30
Installation .............................................. 31
3.5. FLYWHEEL ............................................. 32
Flywheel Replacement .................................... 32
Flywheel Removal ........................................ 33
Flywheel Installation ....................................... 34
3.6. CRANKCASE FITTINGS ................................. 34
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Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL -
- BUCKSTONE
Crankcase Extractor Fan .................................. 34
Crankcase End Covers .................................... 35
Sump ................................................... 35
Turbocharger Mounting Bracket ............................ 37
Crankcase Water Drain Valves ............................. 38
3.7. TECHNICAL DATA ...................................... 39
Stud Tensioning Data ..................................... 39
e -
Figure 9 Crankcase And Crankshaft Assembly
1. Crankcase water drain assembly 13. No. 8 main bearing cap
2. Flywheel 14. Pump drive system
3. Flywheel barring holes 15. Viscous damper
4. Thrust bearings 16. Crankcase door
5. Main bearing shells 17. Crankcase door seal
6. No. 1 main bearing cap 18. Main bearing side stud
7. No. 2 main bearing cap 19. Sump seal
8. Crankshaft balance weight . 20. Crankcase end a v e r
9. Main bearing lub oil feed pipe 21. Gasket
10. Lub oil manifolds 22. Turbocharger mounting bracket
11. Lub oil filter assembly 23. Turbocharger water feed pipe
12. Main bearing vertical stud
torsional vibration damper is mounted on the crankshaft at the free end. The flywheel and
damper are matched for each engine application to minimisevibration induced stressesand
to avoid 'barred' speed ranges.
The rawwater, freshwater and lubricating oil pumps are driven by a high efficiency, leather
faced polyester cord flat belt from a drive pulley bolted to the damper. The belt alignment is
maintained by crowned pulleys fitted to the belt tensioner and pumps. The drivebelt system
is arranged so that the belt can be replaced without disturbing the driven equipment, engine
pipework and extension shaft, if fitted.
0 2) Insert the flat end of the tommy bar between the crankweb and crankcase (Fig 11). Using
the minimum possible force, move the crankshaft towards the free end of the engine to take
up all its endfloat.
3) Mount the DTI on the crankcase, with its anvil bearing on the flywheel (Fig 12). Zero the
gauge.
4) Using the tommy bar, move the crankshaft towards the flywheel end of the engine.
6) As acheck, move the crankshaft back towards the free end and ensure that the DTI reading
is zero again. If it is not, then repeat steps 2-6.
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La5tIrnr.d 1/1/93 3-3 Mirrlces Blackstone Ud
Section 3 ESL 12 & 16 Mk2
INSTRUCI'ION MANUAL
1) Bottle jack or similar, with a reach from 350 to 460mm (13.5 to 18 in).
Isolate the engine starting systems and set the control lever to 'STOP'. Remove the
crankcase doors.
Drain the sump of lub oil (Page 8-6).
Bar the crankshaft round until one of the balance weights adjacent to the main bearing is
positioned with the bolt heads at BDC.
Place the larger wooden beam across the lub oil manifolds in the sump, and position
beneath the balance weight.
1. Balance Weight
2. Wooden Beam
3. Bottle Jack
4. Wooden Beam
5. Lub. Oil Manifolds
6. DTI
5) Place the jack on the beam and hold the smaller beam across the heads of the balanceweight
securing bolts. Raise the jack until it just contacts the smaller beam.
6) Mount the DTI on the adjacent main bearing cap, with the anvil on the lower surface of the
balance weight (Fig 13). Zero the DTI.
7) Gently raise the jack, using minimal force, until the bearing clearance is taken up. This is
indicated by an increased resistance to jacking.
3 -5 Mirrlccs Blackstonel i d
Section 3 ESL 12 & 16 Mk2
INSTRUClTON MANUAL
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- BLACKSTONE
Record the DTI reading. Lower the jack and check that the DTI reading returns to zero.
If it does not, repeat steps 6 to 8. See item number 3.7.01 for limits and record the clearance
value in the engine log for future reference.
Lower the jack and move the equipment onto the next bearing. Repeat steps 3 - 10for the
remainder of the main bearings (No 2 onwards).
To check the No 1main bearing clearance place the jack under the flywheel, with a DTI on
the upper flywheel surface (Fig 14) and repeat steps 7to 8. (Note that the DTI readingwill
be in the opposite sense).
(0.010 inch) (between the dimples in the Figure 15 - Measurement positions for
balance weight sides) can be expected crankshaft deflection check viewed from
between belt slack and correctly the flywheel end
tensioned.
On marine engines, the check must be carried out with the vessel afloat, so that the engine
mountings are correctly aligned.
During the check, bar the engine round clockwise, looking onto the flywheel end.
Special To&
Isolate the engine starting system and remove the crankcase doors.
Bar the engine round until No. 1crankshaft throw is approximately40°from BDC (position
1on Figure 15).
Fit the DTI into the indentations set on the No. 1 throw balance weights (Figure 16).
MB
=BL4CKSTOhE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
1) The bearing and bearing housing design ensures that the bore is slightly larger across the
bearing split line, to accommodate bore deflection associated with firing loads.
2) When the studs are loose, there is a small but positive clearance between the side faces of
each main bearing cap and the crankcase, to allow the cap to be lowered and raised. To
ensure that this clearance is correctly taken up, it is vital that the main bearing studs are
tightened in the specified sequence. (See Page 3-13).
3) When the main bearing cap is lowered, the weight of the crankshaft produces sufficient
clearance to allow the top main bearing shell to be easily slid out of and into position.
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LastIssued 1/1/93 3-7 Mirrlcer Blackstone Ltd
Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL -
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MB BLACXSTO~W
4) The bearing shells incorporate 'free-spread', where the width across the horns of each
shell in its free state is greater than the
main bearing bore (Figure 19). This
ensures that the horns make positive
contact with the main bearing housing bore
and that, when each pair of .shells is
brought together during assembly, they
will be correctly aligned. (See 3.7.03)
I total
I
I
I I
8-6). free-spread --)I
3) Remove the main bearing cap lubricating oil supply pipe and plug the holes to prevent dirt
ingress.
4) (See 'hydraulic pack and tensioners' for operating instructions, page 13-1). Fit hydraulic
tensioners to the two side and two vertical main bearing studs. (Figures 21,22 and 23) Set
gap 'X'to 3.5 mm (0.14ins) on all four tensioners (Figure 24), by hand-tightening onto stud
and backing off 1turn approximately
5) Connect both side stud tensioners to the hydraulic pack and pressurise to 11,000 psi (760
bar). Undo the nuts one complete turn, using a tommy bar through the tensioner windows.
6) Release the pressure and disconnect the hydraulic pack. Remove the side stud tensioners.
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Lasthed llW3 3-9 Mirrlccr Blackstone Ltd
Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
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- BL4CKSTONE
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Figure 23 Recessed No. 1 Main Figure 24 - Stud Tensioner
Bearing Side Stud
MB ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
Release the pressure and disconnect the hydraulic pack. Remove the tensioners. Remove
the side studs and nuts.
9) Position the piece of wood and the bottle jack on the oil manifolds (Figure 25). Raise the
jack to support the main bearing cap. (Do use excessive force.)
Remove both vertical stud nuts.
Lower the bottle jack until the cap has dropped approximately 170 mm (6.7 in) to enable the
bearing shell to be removed (Figure 26). (If the cap will not move, loosen the nuts on both of
the adjacent main bearing cap side studs, using the hydraulic pack. This should allow the
crankcase to relax sufficiently to free the cap.)
12') Press on the 'A' bank (non-tang side) of the lower shell, to disengage it from the cap.
Remove the shell.
13) Push the upper shell around the crankshaft from the 'A' side and remove using a clean,
pliable piece of plastic, approximately 200 x 50 x 3 mm ( 8 x 2 x 0.1 ins) thick.
Main Bearin? Installation
Ensure that all components are clean and undamaged, and check that the free spread across
the horns of all shells is within limits (Figure 19 See Item number 3.7.03 for limits). Check
that the shells are correctly marked
Using clean engine oil, lubricate the top shell's bearing surface.
Working from the 'A'side of the engine,place the shell in the palm of the hand, with the tang
nearest the body.
4) Place the shell on the underside of the crankshaft journal. Slide into position around the
journal, tang trailing.
5) Working from the 'B' side of the engine, push the shell fully home by hand pressure (Figure
27). Ensure that the tang is fully located and that the shell end is flush with the housing (on
the tang side only).
Fit the cap shell to the cap and locate the shell, using hand pressure to overcome the shell's
free spread. Ensure that the shell end is flushwith the cap (on the tang side only). Lubricate
the shell's bearing surface with clean engine oil.
NOTE: When the cap and crankcase shells arefitled, with the tang endflush to the housings,
the non-tang end will stand slightlyproud. This is correct and ensures that when the cap isfiUy
tightened, the shells are a tightfit in the housing bore.
7) Carefully raise the cap into position, using the bottle jack, ensuring that the cap locating
dowels engage correctly.
'CI
I
Figure 25 - Main Bearing Cap
Supported By Jack
1. Cap
2. Wooden beam
3. Lub oil manifold
C4UTION:Steps 8 to 17 must be followed in strict sequence, to ensure the main bearing shells
seat correctiy. Failure to do so could result in damage to the engine.
8) Fit the 'B'sidevertical stud nut and tighten, using the tommy bar. Check that there is no gap
between the cap and the crankcase just inside
the stud.
a 10) Fit the side studs and screw in until just tight
(do not overtighten). Check that the ends of
the studs stand out 93 - 97 mm (3.66 - 3.82
in) from the crankcase. Fit the nuts to the
studs and tighten, using the tommy bar.
13) Connect both vertical tensioners to the hydraulic pack and pressurise to 4,000 psi (280 bar).
Tighten the nuts and release the pressure. Tighten both tensioner inserts onto the studs,
a using the tommy bar, to set gap 'X ' to zero.
15) Connect both side stud tensioners to the hydraulic pack and pressurise to 10,000 psi (680
bar). Tighten the nuts firmly, release the hydraulic pressure and again measure gap 'X' on
each tensioner, using a feeler gauge. See 3.7.13 for limits. Disconnect the hydraulic pack.
NOTE: Ifgap X' is too low, check the hydraulic pressure gauge calibration. If this is correct
there is probably dirt in the threads or under the nu&. These should be removed, cleaned and
rejitted.
.'-
1) Isolate the engine starting system and set the control lever to 'STOP'. Whilst keeping the
vertical nuts engaged on the studs, approximately 2 threads, lower the No. 1 main bearing
cap (Page 3-9) until it rests on the nuts.
a
Last Issued 1/1/93 3-14 Mirrlces Blackstone Ltd
MB
=BUCXSTOAE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL,
Section 3
NOTE: Check that each thrust ring is marked with iIs installed position as it is removed.
2) Pull both cap halves off their dowels and remove.
1) Check the crankshaft thrust faces for damage and scoring - polish out if necessary using a
flat scraper (not emery paper). Check the thrust bearings for damage and discolouration.
Measure the thickness of the bearings ( see item number 3.7.10 for limits) and check that
they are flat to within 0.12mm (0.005 in). Renew the thrust bearings if necessary.
a 2) Check the bearing locating dowels for damage and renew if necessary. (The dowel is an
interference fit in the cap). If fitting a new dowel, hammer it home using a 6mm drift to
avoid distortion (Figure 30).
3) Ensure that the dowel shoulder is just below the level of the cap thrust face, or the
crankshaft endfloat will be affected.
5) Fit both thrust bearing top halves, by rotating into their recesses.
6) If fitting new thrust bearings, it is advisable to carry out a preliminary check of the
8) Fit the main bearing cap (Page 3-11), ensuring that the thrust bearings remain in position
as the cap is raised.
a+-,
Dowel MBC
jLD&
T-
6 mm
(0.25 in)
3.3. PUMPDRIVESYSTEhq
The belt is designed to be able to operate normally, even if subject to oil or water
contamination. It is kept centrally positioned by crowning on the smaller pulleys.
Misalignment will not occur unless the belt tension is incorrect, or there is a mechanical
defect in the belt or the pulley system.
e If any alignment faults should occur, check that all pulleys are free to rotate smoothly (ie,
with no roughness due to damaged bearings). The belt must be renewed if it is frayed or
cracked, or if the leather facing is worn through, exposing the core material. If the belt
surfaces become glazed they must be carefully wire-brushed to achieve a ’suede-leather’
finish and then dressed with the recommended spray.
In hot, dry or dusty conditions the belt may dry out. This is indicated by hardening and
eventual cracking of the belt surface. In these conditions the belt should be periodically
treated with the recommended spray dressing. (to be obtained from our Spares
Department.)
During the first 100 hours of running, the belt will “bed in” and loose some tension. This is
allowed for by the initial tension setting.
e
Lastlssucd 1/1/93 3-17 Mirrlees Bladetone Lcd
Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
-
- JmiS
BLACKSTONE
The installationprocedurevaries, according to whether the original or a replacement belt is
0
to be fitted.
Belt Removal
Isolate the engine starting system and turn the control lever to 'Stop'.
Also check that the tensioner and back plate have been position-marked. If not, do so.
(Figure 33)
Remove the 2 tensioner securing setscrews and loosen the 2 tensioner nuts approximately
1/2 a turn so that the tensioner will slide on the back plate.
Bend back the tabwasher and undo the tensioner adjusting screw until the belt can be
removed.
Coil the belt avoiding sharp bends (See fig 33A), and store in a clean dry area.
’
I-
MB
=BL4CXSTOh!E
b)
ESL 12 & 16 Mk2
Pittine and Tensionine a New BeIt
INSTRUCTION MANUAL
Section 3
IMPORTANT
Fig 33A COILING BELT WHEN To prevent damage fold
REMOVED ends over Formers 100 mm
(4 inch) minimum Do not
fold belt. Coil as shown.
Check the pulleys for excessive play and roughness of rotal.,n, and ensure that their runn
surfaces are clean.
a 3) With the belt offthe engine, markwith a ball point pen two lines exactly 400 mm apart on its
inside surface.
5) Tighten the tensioner adjusting screw enough to take the slack out of the belt, so that it just
grips the pulleys.
Bar the engine approximately 2 1/2 revs. to align the belt on the pulleys.
7) Tighten the adjusting screw until the two lines on the belt are exactly 405 mm apart.
CAUTI0N:Over tightening the belt will overload and could significantly reduce the li$e of the
pump bearings. Under-tensioning will not enable the belt to properly transmit the drive and may
result in it running offthepulleys.
Tighten the tensioner setscrews and nuts to 135 Nm (100 1bf.ft).
Bar the engine approximately 2 1/2revs. and check that the lines on the belt are still 405 mm
apart. Adjust if necessary.
When the tension is correct, delete the existing position marks on the tensioner body and
back plate, and make new ones. (Figure 33)
y
~
- BUCKSTOh?E
11) Bend up the tabwasher to lock the adjusting screw. Refit the belt guard front end cover.
NOTE Unless disturbed, the bell will now remain correctly tensioned for its entire [$e.
-fittine and Re -tens ioninp a Used Belt
.
Renew the adjusting screw tabwasher.
Check the pulleys for excessiveplay and roughness of rotation, and ensure that their running
surfaces are clean.
3) Check the belt condition and wipe off any dirt or grease.
4) Fit the belt around the pulleys. Ensure that the belts inside surface is on the inside and its
direction of rotation is correct. (These should have been marked on it together with its
engine number before removal see section 3.3A).
5) Tighten the tensioner adjusting screw enough to take the slack out of the belt so that it just
grips the pulleys.
Bar the engine approximately 2 1/2 revs. to align the belt on the pulleys.
Fit the two tensioner setscrews, but do not tighten.
7) Tighten the adjusting screw until the position-marks on the tensioner body and the
backplate line up.
-
rigure 35 DTI Positioned For
1. Attachment bolts Pulley Alignment Check
2. Jacking holes
Check the belt tension by applying a torque wrench to the nut on the top left hand pump.
The pulley should slip inside the belt at a torque of 120 lbf/ft (163 Nm) for 75 mm wide belts
and at 150 lb/ft (203 Nm) for 100 mm wide belt.
a
MB
= BL4CKSTOhE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
NOTE Rotate pump nut clockwise during check regardless of direction of engine rotation.
8) Tighten the tensioner setscrews and nuts to 135 Nm (100 Ibf.ft)
9) Bend up the adjusting screw tabwasher. Refit the belt guard front cover.
d) Crankshaft Pullev Replacement
The crankshaft pulley is attached to the damper by eight bolts and is located by two dowels.
If an extension shaft is fitted to the free end of the engine, the damper and extension shaft
assembly will have to be removed with the pulley.
1) Isolate the engine starting system and set the control lever to 'STOP'. Remove the drivebelt
(Page 3-18).
2) If a free-end extension shaft is fitted, remove the damper and extension shaft assembly,
complete with the pulley (Page 3-30).
4) Support the crankshaft pulley and remove the 8 M12 bolts (Figure 34).
5) Fit 2 of the M12 bolts to the jacking holes and tighten evenly, forcing the pulley off its
locating dowels.
7) If fitting a new pulley or damper, remove the two locating dowels from the damper.
p
1) Clean all mating surfaces thoroughly, or misalignment may occur.
3) Fit the retaining bolts and lockwashers. Tighten them sufficiently to hold the pulley in
place, but not enough to prevent the pulley being repositioned for alignment purposes, if
necessary.
4) If the damper has been removed, install it (Page 3-31). Position the DTI as shown to read
on the belt contacting surface of the pulley (Figure 35). Bar the flywheel round and align the
pulley to within 0.25 mm (0.010 in) total indicated reading on the DTI.
Y
Last Issued 1/1/93 3-21 Mirrlces Blackstonc Lad
Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
= BLACKSTONE
Tighten the retaining bolts progressively to 75 Nm (55 Ibf ft) and re-check the pulley
alignment (step 4).
-
If a new damper or pulley has been fitted, ream the two dowel holes to 12.000 12.027mm
(0.4724 - 0.4735 in) and drive in the dowels.
Fit the drivebelt (Page 3-19).
Ihm&&mer Pullev Reulace-
The four pulleys are an interference fit on tapered shafts and are each retained by a
self-locking nut. To facilitate pulley removal, the tapered pulley bore can be hydraulically
expanded to eject the pulley from the shaft (Figure 36).
SDecial Tools;
e
I) Hydraulic pack and adaptox
2) Firmlypush the pulley onto theshafttaper and fitthewasher andself- lockingnut. Tighten
the nut to 237 Nm (175Ibf ft).
3) Lubricate the hydraulic connection with a drop of engine lub oil and firmly fit the plastic
protector cap.
Mir,lrrr nl*,.!,.,n”.
......-.- 1 Id
Lastlsrued 1/1/93 3-22 . ... -. .
MB
=BLACASTOhZ
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
f) Drive belt Tensioner (For deta ils o f the DurnDs. see the appropriate svstemsl
The drivebelt tensioner is attached to its mounting plate by two bolts and two setscrews,
which pass through slotted holes in the tensioner casting (Figure 36). These fasteners are
The Holset damper consists of an annular mass, free to rotate on bearings within the
damper body (Figure 37). The body is attached to the free end of the crankshaft. The small
clearance between the two components is filled with a highviscosity siliconefluid. This fluid
absorbs energy when there is relative movement between the two components. This
absorption of energy reduces the amplitude of torsional vibration and the associated
crankshaft stresses to a safe level. The damper’s efficiency depends on the viscosity of the
fluid. The fluid should be sampled at 20,000 engine running hours, using a special spanner
and sampler obtainable from either Holset Ltd or Mirrlees Blackstone (Stamford) Ltd. The
sample should be returned to Holset Ltd for analysis and, from this, the final life of the fluid
will be advised. At least 10 samples may be taken without affecting the damper’s
performance. The damper is asealed unit and must be returned to the manufacturer for any
rectification (including fluid changing).
Address: Holset Engineering Company Ltd (Industrial Division)
131 Parkinson Lane
HALIFAX Telex: 517643
HX13RD Telephone: (0422) 57234
a) g- 1 uid m i
There are two sampling plugs on the damper accessible through holes drilled in the
crankshaft pulley. Either of these plugs may be used.
Soecial Tools:
I) Holset sampler:
2) Holset plug removal spanner:
2) Remove one of the two sampling plugs from the damper, using the special spanner (the
initial resistance to turning is high, as the plug is locked by peening).
e
Last Imcd 1/1/93 -7-25 .......-- -,”--.-..” ”.”
,“:__1^__1)1^-1-.---.. _I
/@ MB
= BLQCKYTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
3) Remove both caps from the sampler and screw the sampler into the damper (Figure 38).
4) Bar the engine round until the sampler is at its lowest position so that the fluid can drain out.
5) When fluid is just seen emerging from the sampler (this may take as long as several hours),
fit the end cap, remove the sampler and fit the other cap.
6) Refit the sampling plug and tighten to 24 Nm (18 lbf ft) - do not overtighten. Peen with a
small, round nosed punch, to force metal into the plug notches.
7) Refit the drivebelt guard.
Removal
1) Isolate the engine starting system and set the control lever to 'Stop'. Remove the drivebelt
(page 3-18).
3) Bar the engine round, until one of the four damper attachment bolts, that has not been
previously teamed, is at TDC.
4) Match mark the fitted stud holes on the damper and the crankshaft, using an indelible pen.
5) Remove the fitted studs, using a tube and nut type extractor if necessary.
6) Remove the attachment bolt at TDC. Ensure the support bar is free from burrs and coat
lightly with grease, to assist in sliding the damper. Fit the support bar and timber support
(Figure40) and lock the bar behind the crankshaft flange toprevent it being pulled out (e.g.
by a nut, or split pin).
8) Slide the damper approximately 100 mm (4 in) away from the engine. Fit a lifting sling
through the damper bore and around the centre of the turbocharger bracket and take the
weight of the damper (Figure 40).
9) Slide the damper along the removal bar (maintaining the sling tension) until it can be lifted
vertically.
e MB
= BUCKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
10) Remove the support bar from the engine and lift the damper clear.
htallation
1) Check the damper attachment boltsand studs for fretting and damage - renew if necessary.
Ensure the damper and spacer mating faces are free from burrs and scrupulously clean, or
misalignment may occur. Check that the two setscrews holding the spacer plate to the
crankshaft flange are tight.
2) Lift the new damper into position with one of the two pre-reamed holes at TDC.
3) With the crankshaft in the same position as during removal, fit the support bar and timber
support as before.
4) Slide the damper along the bar, towards the engine, gradually releasing the sling tension.
When approximately 100 mm (4 in) from the spacer plate, remove the sling and clean any
debris from the damper mating surface.
5) Slide the damper into position. Clean the bolts and coat with molybdenum disulphide or
coppaslip. Fit and nip tight the four bolts (do not overtighten), leaving the 2 pre-Teamed
holes vacant.
Remove the bar, align the fitted stud holes and ream through, using the damper hole as a
guide.
Clean the studs and coat with molybdenum disulphide or coppaslip. Tap the studs home.
Progressively tighten the bolts and studs to 540 NM (400 1bf.ft).
Fit the crankshaft pulley (page 3-22). e
Fit the drivebelt (page 3-20).
Part 2. Damoer Realacement - Ene ines with a Free End Extension Shaft
Soecial Tools;
I) 25.000-25.033 mm (0.9843-0.9855 in)
2) Mark the fitted stud holes on the damper and crankshaft. Match mark the extension shaft
and crankshaft flanges.
3) Ensure that the extension shaft is free from burrs and lightlycoat its top surface with grease,
between the damper and the centre of the shaft.
MB
=BLACKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
4) Remove the fitted studs, using a tube and nut type extractor if necessary. Remove the four
bolts.
5) Support the damper, usingalever between its inner radius and the extension shaft. Ease the
damper assembly off its spigot so that it rests on the extension shaft.
6) Slide the damper to the centre of the extension shaft and secure it firmly in position, using
wooden wedges.
8) Disconnect the driven equipment and, if fitted, remove the extension shaft packing piece.
-
e 9) Drive out the two spirolpins from the extension shaft crankshaft flange joint, towards the
engine using the piloted punch (Figure 41). Remove the two screws securing the extension
shaft to the crankshaft.
1) Check all removed bolts, studs and spirolpins for fretting and damage - renew if necessary.
Ensure the damper, extension shaft and crankshaft flange mating faces are free from burrs
and are scrupulously clean or misalignment may occur.
2) Fit the crankshaft pulley to the damper and nip the bolts tight.
3) Wedge the damper assembly at the centre of the extension shaft as on removal.
4) Lift the extension shaft and damper assembly into position and align the match marks made
0 on removal.
5) Align the two spirol pin holes and, using the piloted punch, drive the pins into position,
towards the engine. The pins should be flush with the exposed crankshaft flange when fully
fitted. Fit the two extension shaft securing screws.
6) Refit the extension shaft packingpiece, if fitted, and connect the driven equipment, aligning
as necessary.
7) Remove the lifting gear and remove the wedges from the damper assembly.
8) Slide the damper assembly towards the engine and approximately align the reamed holes in
the damper with two previously unreamed holes in the extension shaft and crankshaft
flanges.
e
LastIssucd lib93 3-31 Mirrlces Blackstone Ud
Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
- BUCKSTOhE
-
Locate the damper on to its spigot, using a lever as before, and align the stud holes. Clean
the bolts and studs, and coat their shanks with molybdenum disulphide or similar
compound.
Fit the four bolts and nip the nuts tight. Ensure that the two stud holes are aligned and
progressively tighten the nuts to 540 Nh4 (400 1bf.ft).
Check the extension shaft alignment using a DTI. If incorrect, loosen the nuts off,
re-position the extension shaft, repeat steps 10 and 1L Check the crankshaft deflection
(Page 27). See 'Technical Data' for limits. If beyond limits re-adjust the extension shaft
and repeat alignment and deflection checks.
When the extension shaft is correctly aligned, ream the stud holes through, using the
damper hole as a guide.
Tap the studs home and tighten the nuts to 540 Nh4 (400 Ibf.ft).
Align the crankshaft pulley (page 3-21).
Fit the drivebelt and guard (page 3-20),
FLYWHEEL
Flywheel Redacement
The flywheel is attached to the crankshaft flange by eight fitted bolts and two safety bolts.
e
Last Issued 1/1/93 7-72 Minlees Rlachtonc Ifd
MB
=BLACKSTOhZ
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
-
Figure 43 Flywheel, Looking Onto Engine
1. Fitted bolts
2. Safety bolts
3. Crankshaft
Saecial To&
Flywheel weight: Depends on engine application, but will always require lifting equipment.
Fl-wheel Removd
1) Isolate the engine starting system and turn the control lever to 'STOP'. Remove the
flywheel guard. Disconnect the driveshaft from the flywheel. Remove any appropriate
component of the driveshaft,e.g. flexible coupling, to give sufficient clearance to enable the
flywheel to be moved off its spigot and lifted clear.
2) Ensure that the flywheel and crankshaft are match marked and that the fitted bolt holes are
numbered.
-
Last Issued 1lli93 3-33 Mirrlees Blackstone Ltd
Section 3 ESL 12 & 16 Mk2
INSTRUCTION MANUAL MB
-
- BLQCKSTOhE
3) Bar the flywheel round until one of the four tapped holes in the rim is at TDC. Fit the lifting
eye to this hole and support the flywheel.
4) Remove the eight flywheel attachment bolts. Remove the two safety bolts (Figure 43).
5) Disengage the flywheel from the crankshaft spigot (approximately 11 mm (0.4 in) long) and
lift clear.
Flvwheel Installation
1) -
Clean all bolts thoroughly and examine for damage and fretting renew if necessary. Coat
the shanks with molybdenum disulphide grease, or similar compound, to ease fitting. Clean
the flywheel and crankshaft mating surf aces thoroughly.
2) Lift the flywheel and slide on to the crankshaft spigot. Align the flywheel and crankshaft
marks (both are stamped with an '0').
4) (The fitted bolts are numbered and must be installed in their correct holes). Fit the top
fitted bolt first, so that the remainder of the holescan be easily aligned. Fit the remainder of
the fitted bolts and progressively tighten all the nuts to 680 NM (500 1bf.ft).
a) Crankcase Extract0r Fm
A depression is maintained in the crankcase by an extractor fan. A pipe, from the control
end of the crankcase to the extractor fan unit, draws fumes from the crankcase between a
butterfly valve and the fan. The fumes are discharged to atmosphere.
At weekly intervals, 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) reading taken with a ' U tube water gauge.
Adjust the depression, if necessary, by rotating the butterfly control in the extractor fan
intake.
e MB
= BUCKSTOh'E
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
b) Crankcase E nd Covers
The free and flywheel ends of the
crankcase are sealed by two identical,
split aluminium covers. An integral,
labyrinth type oil seal prevents oil
leakage past the crankshaft. The two
halves of each end cover meet in a
metal to metal joint, which is located
by dowels and sealed by 'Hylomar' or
similar jointing compound. The
crankcase to end cover joint is sealed
by a self adhesive gasket which is stuck
on to the crankcase.
When fitting a new gasket, thoroughly clean
and degrease the crankcase surface.
Progressively remove the paper backing Figure 44 - Crankcase End Cover
from the new gasket as it is stuck down.
?b gain access to the No. 1 main bearing cap, the flywheel end cover can be unbolted from
the crankcase, moved off its locating dowels and rotated through 90°. It may be secured in
this position by loosely fitting one of the setscrews. This avoids having to split the two end
cover halves.
c) Suma
The sump is bolted directly to the crankcase. This joint is sealed by round rubber cords that
a locate in ' U section groovescut in the sump (Figure46). The sump is sealed at either end by
the crankcase end covers. The sump should not need to be removed under normal
circumstances. Should this be necessary, however, ensure that the manifold to main bearing
cap lub oil pipes are removed and marked with their fitted positions before removing the
sump. Plug all exposed lub oil connections to avoid the ingress of dirt and moisture.
2) The rubber cords are made deliberately long, so that they can be lightly stretched during
installation, ensuring they remain correctly seated in the grooves. Retain this stretch by
attaching string to the cord ends and securing
to convenient points on the crankcase.
-
Figure 45 Sump a
Sieve
Main bearing supply pipe
Lub oil pressure manifold
Lub oil pressure manifold
Sump lifting points
6. Baffle
Degrease and fit the sump attachment bolts, using 'Loctite'275. Working evenly along both
sides of the sump, progressively tighten the bolts to 75 Nh4 (55 1bf.ft).
Trim the ends of the rubber cords squarely to leave approximately 0.75 rnrn (0.030 in)
standingproud of the sump end-faces. Visually check that the groove ends are completely
filled with sealant, before fitting the crankcase end cover gasket.
i MB
= BLACXSTOhZ
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
-e 47 - Turbocharger Mounting
Bracket
-
Figure 48 Turbocharger Mounting
Bracket - Crankshaft Location
1. Hydraulically tensioned stud holes
The turbocharger mounting bracket is attached to the crankcase free-end face by four M20
setscrew and four M30 bolts. The bracket is designed as a permanent fixture and therefore
is not normally removed. If it is necessary to remove the bracket, the turbochargers and
intercooler must first be removed. Before installation, the mating surfaces between the
bracket and crankcase must be thoroughly cleaned and then coated with a thin layer of
'Hylomar' or similar jointing compound. Assemble the setscrews using Loctite 275.
~-,
Lartlssued 1/1/93 3-31
Section 3 ESL 12 8z 16 Mk2
INSTRUCT?ON MANUAL
- BUCKSTOhE
-
Saecial To&
Turbocharger bracket lifiing eye bart no. 10-073-951)
l k o drain valves are fitted at the flywheel end (Figure 4) and allow the crankcase water
cavities on each bank to be completely emptied. This should only be necessary if either the
liners are to be removed (to prevent water draining into the sump) or if the fresh water
cooling system has to be drained during laying-up of the engine (to prevent frost damage).
Each valve is operated by attaching a drain hose to the connector and then loosening the
needle valve. On completion of draining, the valve should be 'nipped' tight (do not
overtighten).
MIRRLEESF
MB
=BLACXSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 3
4.1. DESCRIPTION
a) Cvlinder Head Ass embly
The four-valve cylinder heads are each made from a single casting of close grain iron and
are interchangeable. It is therefore recommended that at least one spare head be obtained
to minimise engine servicing downtime. Each cylinder head retains the cylinder liner and
sealing gasket and is secured to the crankcase by six hydraulically tensioned steel studs.
Cooling water from the crankcase is directed through ports in the cylinder head casting
around the valve seats and the fuel injector tube. The injector tube is swaged into the
cylinder head and isolates the injector from the cooling system.
The exhaust and air inlet valves are operated in pairs, via a bridge piece, by a conventional
camshaft operated push rod and rocker system.
b) Valve and Rocker Gear
The valve stems are chrome flashed to provide a good run in and a durable surface. Each
valve is held shut against its valve seat by two concentric springs. Each set of springs is
retained by a collar at the upper end and at the lower end by a valve rotator on the exhaust
valves or by a spring locator on the air inlet valves. The collar is attached to thevalve stem by
a pair of collets, a retaining washer and a locking circlip.
The valve seat inserts and the valve guides are renewable and are a shrink fit into the
cylinder head. In an emergency, exhaust valves may be fitted in place of air valves, but they
are not otherwise interchangeable. The air inlet and the exhaust guides are similarly not
interchangeable, but the valve seat inserts, springs, collets, etc., are.
The air start non-return valve has a renewable valve guide. The valve is retained by a
spring, a collar and a pair of collets. It seats directly on to the cylinder head. Thevalves and
rocker gear are enclosed by an oil tight rocker cover.
c) Pistons
Three tapped holes are provided in the upper surface of the crown. The central hole
receives the support tool, which can be inserted through thc injector tube with the cylinder
head installed. The two holes either side of this receive the lifting tool.
2) Heavy Fuel Engines and Engines Rated at over 17.5 bar bmep
These pistons are of thin walled 'monobloc' construction and are made in nodular cast iron.
As there is only a single tapped, lifting hole in the crown, a different lifting tool is required,
but the support tool is common with the aluminium piston.
a
Lastlssued 13/3/96 4-3 Mirrlees Blacbtone Ltd
MIRRLEES =
Section 4 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
-
- BLICKSTOhZ
d) connectine Rods
Each connecting rod shank is palm-ended and is secured to its large end block by two
inclined, hydraulically-tensioned, steel studs. The palm end of the rod is sized to allow the
piston and connecting rod shank assembly to be removed upwards through the cylinder
bore, the large end block being removed through the crankcase doors. The connecting rods
are each machined as an assembly and therefore the major parts are not interchangeable.
The connecting rod serial number is stamped on each piece, on the side facing the ’A’
cylinder bank. The large end bearing shells are steel backed with an aluminium-tin lining.
Theshellsare locatedby ’tangs’thatfit notchesin the’B’sideofthelargeend.Theshellsare
marked with their cylinder number and as top or cap shells (’Tor ’C’). They should be
retained in their positions once fitted. The small end bush is an interference fit in the
connecting rod and is retained by a setscrew. The large and small end bearings are fully
grooved, to facilitate the transfer of piston cooling and lubricating oil.
e) Cvlinder Liners
The cylinder liners are made from centrifugally cast iron. Each liner is a slide fit in the
crankcase and is held in position by the cylinder head. The top of each liner is recessed to
accept a flame ring which is held in position by the cylinder head. The use of a flame ring has
been found to reduce both engine oil consumption and combustion by-product
contamination of the engine oil.
The cooling water is sealed by three ’ 0rings at the bottom end of the liner and by a lapped
surface on the underside of the liner flange. This surface is coated with ’Hylomar’ on
assembly to provide a seal and to prevent corrosion.
The liner bores are precision honed to achieve the ideal oil-control and ’running-in’
surface. The top (chromed) piston ring profile, in conjunction with this surface, provides a
consistent run-in performance and a durable piston and liner combination. Once run-in,
it is not advisable to disturb this matched pair, if it can be avoided.
New liners are supplied ready for fitting - no de-glazing is required.
4.2. CYLINDER HEAD ASSEMBLY
0
Last Isrucd 1/1/93 4-4 Minlecs Blackstone Ltd
ESL 12 & 16 Mk2 Section 4
INSTRUCTION MANUAL
1) Remove the injector fuel pipe and rocker cover. Open the cylinder head pressure release
plugs. Bar the engine round to bring the piston to TDCcompression stroke (all valves fully
closed), using the flywheel timing marks (Figurc 106).
2) Using a feeler gauge, check that gap D (Figure52) is 0.04 mm (0.0015 in). Adjust the bridge
piece if necessary by loosening the locknut and turning the adjuster to obtain the correct
clearance. See 4.5.12 for limits
3) Holding the adjuster, tighten the locknut to 80 NM (60 Ibf.ft) and recheck the clearance.
I) 4) Using a feeler gauge, check gap C. See technical data item no. 10 (inlet) 4.5.11 (exhaust) for
limits. Adjust if necessary by loosening the locknut and turning the adjuster to obtain the
correct clearance.
5) Holding the adjuster, tighten the locknut to 108 NM (80 1bf.ft) and recheck the clearance.
Special Tools:
13 Lifiing gea,:
2) Hydraulic pack and six tensioners.
3) Stud tightening gauge (recommended).
e
Lastlssued 13/3/96 4-5 Mirrlees Blackstone Ud
Section 4 ESL 12 & 16 Mk2
Spares Required:
INSTRUCTION MANUAL
MB BUCXSTOAE m
Cylinderhead decarbonisationgasketset (cylinderheadgasket,exhaust manifoldgasket, lub oil
rings, injector sealingplale '0' ring and injector sealing washer).
and air startpipe '0'
CylinderHead Weight: 114 kg (250 lb)
1) Isolate the engine starting system and set the control level to 'STOP'.
3) Remove the injector fuel pipe and the rocker cover (Figure 53).
6) Remove the exhaust heat shields to obtain access to the exhaust manifold.
e
Las1 Issued 1/1/93 4-6 Mirrlees Blackstone Ltd
e MB ~ ~~~
BLACKSTOhE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 4
8) Unbolt the exhaust manifold at the cylinder head. If necessary to give clearance for cylinder
head removal/installation, loosen the four bolts at the upper manifold connection.
12) Connect all six tensioners to the hydraulic pack and pressurise to stud release pressure (see
technical data item no. 21). Undo the nuts one complete turn.
13) Release the pressure and disconnect the'hydraulic lines. Remove the tensioners and nuts.
14) Mark the positions of, and then remove, the rocker-assembly, bridge pieces and push rods.
15) Fit the lifting attachment to the cylinder head and tighten securely.
16) Lift the cylinder head, tilting until clear of the studs (Figure 57). Place on a clean surface,
preferably wood, to avoid damage to the liner and crankcase sealing surface.
17) If the cylinder head and crankcase are to be left exposed for some time, plug the cylinder,
.
water, air, exhaust, air-start and lub oil openings to avoid the ingress of dirt and water.
Renew the '0' rings on the lubricating oil and air-start pipes, protruding from the
crankcase. Grease the cylinder head stud shanks as protection against corrosion.
Place a new cylinder head gasket, completewith water sealing rings, in position (Figure 58).
NOTE: The gasket must befitted dry.
Check that the piston is still at TDCcompression stroke (i.e. that there is no tendency for the
valves to open when the rocker assembly is fitted).
Fit the lifting gear and lift the cylinder head into position, tilting to align with the studs.
When the head is within approximately 10mm (0.40 in) of its fitted position, ensure that the
air start and lub oil pipes and the dowels engage correctly.
Place the pushrods, bridge pieces and rocker assembly in their original positions.
Lubricate the cylinder head stud threads with 'Coppaslip' or similar compound.This will
avoid the risk of corrosion and facilitate subsequent head removal.
Fit the cylinder head nuts and tighten, using the tommy bar.
9) Fit hydraulic tensioners to all six studs, positioning the chamfers as before. Set gap ’X’ to
less than OSmm (0.020”). Note:- If new cylinder head studs are fitted, apply the pressure
detailed in 4.5.22 to the hydraulic tensioners and release, before continuing with elements
10) to 15).
10) Connect all six tensioners to the hydraulic pack and pressurise to 2,000 psi (138 bar).
Tighten the nuts and release the hydraulic pressure.
11) Using the tommy bar, tighten each tensioner down fully on to its spacer, until gap’X’is again
zero.
12) Raise the hydraulic pressure to stud tightening pressure (see item 4.5.21). Tighten the nuts
using the tommy bar and release the hydraulic pressure.
13) Measure and record gap ’ X on each tensioner, using the stud tightening gauge or a feeler
gauge. Gap ’X’ (the stud ’stretch’) will differ for long and short studs. See item 4.5.21 for
limits.
14) Settlement of Gasket:- After the cylinder head nuts have been fully torqued as per
instruction, the cylinder head gasket is to be allowed to settle for 30 minutes. The nuts are
then to be re-tensioned.
NOTE: If the gap increase is too low, check that the pressure gauge calibration is correct. r f
so, remove the nuts and check that the mating surfaces and threads are clean. Repeat steps 8 to
13 (NOTE: Gap X’will now beslightly less than originally specified, as the cylinder headgasket
will already have been compressed).
15) Remove the tensioning equipment.
16) Set the bridge piece and tappet clearances (page 4-5).
e 17) Fit the four cylinder head corner clamping bolts and tighten to 80 Nm (60 Ibf ft).
18) Smear the exhaust manifold bolt threads with ’Coppaslip’ or a similar compound. Using a
new gasket, connect the exhaust manifold and if loosened, tighten the upper manifold
connection.
19) Fit the water outlet pipe. If the water outlet block has been removed, rcnew the ’0’ ring.
20) Fit the fuel injector (page 7-18) using a new copper washer and leak off pipe.
21) Start the lub oil priming pump and check that lub oil flows on to the rocker levers. If it does
not, bar the flywheel round for two revolutions and re-check.
22) Fit a new gasket on the rocker cover if necessary. To do this, remove the old gasket, clean
and degrease the rocker cover rim and remove the protective strip from the new
self-adhesive gasket.
1,
LastIssued 1313/96 4-9 Mirrlees Blaclcrtanc Ltd
Section 4 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
-
- BLACKSTONE
23) Fit the rocker cover, injector sealing plate and new’0’ ring and tighten. Fit the injector fuel
pipe.
24) Fill and bleed the fresh water cooling system (see system drawings for details and check for
leaks at any disturbed connections).
special Tools;
0
Last Issued 1/1/93 4-10 Mirrlecs Blackstone Ltd
MB BLACKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 4
1. Circlip
2. Washer
3. Collet
4. Collar
5. Valve springs
6. Valve rotator
7. Valveguide
8. Valve seat insert
9. Lub oil ports
10. Air start NRU assembly
11. Bridge-piece guide
-
Figure 62 Cylinder Head
1. Cooling water outlet block
2. Corner clamping bolt holes
3. Air inlet port
Figure 61 - Valve Spring Compressor/
4. Exhaust port
Cylinder Head Lifting Bracket Assembly
6) Unscrew the compressor bolt and remove the collar, springs and rotator/spacer from each
valve. Tilt the cylinder head and remove all five valves. Check the minimum free lengths Of
the springs (see technical data item no. 13) and renew if necessary.
7) Examine the outer faces of the cylinder head for water staining associated with leaking core
plugs.
on Cylinder Head
Figure 64 - Valves and valve seat inserts - maximum insert wear
If necessary, remove any leaking core-plug, clean and re-seal. In this event it is advisable
to carry out an off -engine water leak check. A flat plate and a head gasket may be used to
seal the water transfer holes. After filling the head with water, through the water outlet
block, apply 80 psi (5.5 bar) air pressure and check for leaks. (This procedure will save time
and effort, as any leaks can be rectified before the head is refitted).
Using the brass scraper, remove any carbon deposits from the cylinder head lower surfaces,
the inlet, exhaust and air start NRV ports and the valves. If a suitable carbon solvent is
available, this may be used to assist cleaning.
NOTE: The surfaces do not have to be taken down to shiny metal - oxide discolouration occurs
on the metal sugace and is not harmful.
Inspect the valve bridge pieces - these should have a smooth, polished finish. If there are
any signs of roughness or scoring, renew both the guide and the bridge piece. After
prolonged running, the hardenedpads of the bridge pieces may be worn (where they contact
the rocker levers). Dress out anywear as this can lead to errors in tappet adjustment. See
technical data item 17 at the end of this section
Inspect the valve stems - these are chrome flashed and should have smooth, polished
finish. If there are any signs of roughness or scoring, renew both the valve and valve guide
(Page 4-17) . (A dark grey band of discolouration at the mid-length of the valve stem is
normal). If new valve guides are to be fitted, this must be done before grinding or lapping
the valve seats, as the guide is the datum.
necessary. Using a feeler gauge, check the rocker lever endfloat - see technical data, item
no. 19, for limits.
Ensure that all mating surfaces are scrupulously clean. Wash the head thoroughly, using
paraffin or diesel oil, to remove all traces of valve grinding paste, engineer's blue, carbon
solvent, etc. Use a compressed air jet to dry off.
If removed during the strip down, fit the valve bridge guides, using a new tabwasher.
Tighten to 135 NM (100 Ibf.ft) and lock with the tabwasher.
3) Turn the cylinder head on to its side. Smear allvalve stemswith with clean engine oil. Fit the
valves to the head taking care to fit the air and exhaust valves (marked 'A' and 'E) in their
correct positions
5) Fit the air inlet valve spring locators and the exhaust valve rotators, taking care to locate the
rotators on their dowels. Fit the valve springs and collars.
Fit thevalve spring compressor and tighten down the bolts to compress the springs. Fit the
collets. Unscrew the bolts to release the springs, ensuring that the collets locate correctly.
7) Remove the valve spring compressor and fit the collets and circlips. If any of the circlips
cannot be fitted, this may indicate that the collets are not correctly seated.
Fit the air start NRV spring and collar. Compress the spring by hand and fit the collets,
ensuring they locate correctly on releasing the spring.
Special grinding heads are available from Mirrlees Blackstone (Stamford) Ltd for grinding
both valves and valve insert seats. These produce the differential angle required between
the two (Figure 67).
Valve seat insert grinders should be used with a guide rod, which fits the valve guide closely
(18.7 to 18.9 mm (0.736 to 0.744in) diameter). This ensures an even and concentric finish to
the valve seat (Figure 68).
After grinding, a radius of 0.35 - 0.75 mm (0.014 - 0.030 in) must be produced at the
junction between the valve seat and thevalve head outer diameter (Figure 69). This is best
carried out during the machining operation, using a 150mm (6 in) file, taking great care not
to damage the seat.
. -.
Insert Seat Angle 3O.O0''~..-'.-. ...-.-.
Valve Seat Angle 29S0 '.
Differential Angle O S 0
Figure 66 - Holding Valves In Place Figure 67 - Differential Valve
Using '0'Rings Seating Angles
Figure 68 - Valve Seat Insert Grinder, Figure 69 - Valve - Rounding Off Radius
.
Showing The Guide Rod (1) After Grindinglhpping
a
Last Issued 1/1/93 4-16 Mirrlccs Blachtone Ltd
ja MB
II BLACKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL.
Section 4
Special Tools:
Associated Tasks:
Thevalve guides are an interference fit in the head, Drive out the old guide, usinga hammer
and piloted drift (Figure 70). (The piloted drift minimises the risk of damage to the cylinder
I head bore).
L
r: Installation
1) If the liquid nitrogen is available, immerse the new guide for a least two minutes, then insert
in to the head. This operation must be carried out rapidly, as the guidewill pick up heat from
the surroundings and become an interference fit in the head. The guide normally fits in
easily, but it is advisable to have a hammer and piloted drift within reach, in case it does not.
WARNING: Liquid nitrogen can cause bums. Protective gloves and goggles musl be worn.
2) If liquid nitrogen is not available, the guide may be installed using a M16 x240 mm Ig (5/8x9
1/2in Ig) bolt and a reaction plate (Figure 71). Coat the outer diameter of the guide and the
cylinder head bore with molybdenum disulphide compound, to ease this operation.
Removal
There are two methods of removal. It is recommended that method 1 is used, to avoid the
risk of damage to the cylinder head.
CAUTION:Take extreme care not to damage the cylinder head in any way.
L A-.Boltb e a c t o r Plate
Figure 71 - Puller For Installing Valve Guides
Method 1
Using electrical welding equipment, carefully weld a steel disc, approximately 2 mm (0.1 in)
thick and 56 mm (2.25 in) diameter to the inner radius of the valve seat (Figure 72). When
the weld has cooled, the valve seat may be knocked out using a hammer and punch.
Method 2
If electrical welding gear is not available, grind or mill through the insert as close to the
outer radius as possible (Figure 73).
Installation
SDecial Tools:
M30 size stud driver:
Remove the old stud using a stud driver or by using locknuts. If difficulty is found in turning
the stud, heat it gently with a blowlamp to break the bond.
Fit the new stud and torque to 150 Nm (107 1bf.ft) using a stud driver or locknuts and a
torque spanner.
0
Last Issued 13/3/96 4-19 Mirrlecs Blackstone Ltd
Section 4 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
-
-
MB BUCKSTOM% @
Figure 72 - Valve Seat Insert Removal - Figure 73 - Valve Seat Insert Removal
Disc Welded To Insert Milled Insert
e
Last Irmcd 1/1/93 4-20 Minlccs Bla~krt~nc
Ltd
MIRRLEES
a
Section 4 ESL 12 & 16 Mk2
INSTRUCTION MANUAL AB
= BLACKSTOm
4.3. PISTON AND CONNECTING ROD ASSEMBLY
Figures 77 - Large End Endnoat Gaps Figure 78 - DTI Position - Large End
<.:
Endfloat Check
>\
a) Connecting Rod Large-End Endfloat Check
Special Tools:
1) Flat ended tommy bar; approximately I m (3tf) long.
I .
.> ’
l i 2) DTI with a magneficbase.
f
1) Remove one crankcase door next to the bearing to be checked.
2) Bar the engine round, if necessary, to gain access to the large end.
3) Using the tommy bar, lever both large ends to one end of their travel on the crankpin moving
all endfloat to gap ‘C’ (Figure 77). Do not apply excessive force and do not lever on the
balance weight.
4) Mount a DTI with a magnetic base on to a crankshaft balance weight so that the striker
bears on the large end (Figure 78) and zero the gauge.
NOTE: It is important to mount the DTI on the crankshaft, rather than on the crankcase, or
crankshaft movement may affect the reading.
5) Lever the large ends to the opposite end of their travel on the crankpin, closing gap ‘C’and
note the DTI reading.
NOTE: If a DTI is not available, a less accurate measurement can be obtained by directly
measuring gap ‘C’with feeler gauges. In this case, lever fhe large ends in both directions and
measure both gaps C & D to reduce the reading error.
a
Last Issued 1/1/93 4-22 Mirrlecs Blackstone Ltd
MB
= BLACKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 4
See technical information, item no, 1for limits. If the clearance is too small, it indicates that
the cap is not centrally located or that there is metal ’pick-up’ on the thrust faces. If the
clearance is too large,wear is indicated. Further investigation will be required in both cases.
A
The maximum wear between a large end bearing and
its crankpin occurs with the piston at TDC.
B Soecial Tools:
Lengh of timber; upproximateh 5 0 x lOOx 18OOmm
I)
C (2in x 4in x 6ft).
a D
1) Isolate the engine starting system and turn the
control lever to ’STOP’. Remove one crankcase
door next to the bearing being checked.
Figure 79 - Large End NOTE: This movement closes gap %’and moves any
Vertical Clearance Check clearance to gap ‘D’ (Figure 79).
3) Attach a DTI with a magnetic base on to one of the crankshaft balance weights so that the
striker bears vertically on the base of the connecting rod large end.
4) Move the striker further on to the connecting rod 0.5 - 0.75 mm (0.02 - 0.03 in). Set the
gauge to zero.
NOTE: The large end must now be lifted hard against the crankpin so that all the clearance is
transferredfrom gap ‘D’to gap ‘C’.
5) To do this, lever the large end using the length of timber.
6) Read the DTI gauge. See 3.7.05 for limits. If outside the limits the large end bearing shells
should be removed and examined to discover the cause.
7) After taking the reading, allow the large end to drop slowly and check that the reading
returns to zero. If it does not, then repeat steps 5-7.
8) Remove any lifting gear and the DTI. Fit the crankshaft door.
NOTE: An alternative method of checking the clearance is by comparing direct measurement
of the bearing shell bore and the crankpin diameter. In order to measure the shell bore, the
connecting rod mustfirst be removed, assembled out of the engine and the studs tightened (steps
8 to 15 Page 4-27).
Unless the piston and connecting rod shank assembly is also being replaced, it must be held
clear using the piston support tool whilst the large end bearing block is replaced.
b c i a l Tools:
I) Hydraulic pack and tensioners.
2) Large end clamping bolts (2 M l O x 1.5 bolts, 60 mm (2.4 in) long).
3) Piston suppor~tool (M12x 1.75 threaded rod - minimum length 550 mm (21.5in)) -
4)
Figure 83.
Large end suppor~channel (Figure 84). (Approximately 102 mm (4 in) wide, 50 mm (2
a-
in) high and 1300 mm (51 in) long).
Component Weights:
Connecting rod cap: 19 Kg (42 Ib)
Connecting rod mid-piece: 14 Kg (30 Ib)
Connecting rod shank and piston: 57 Kg (125 Ib)
Laree End Bearing Block Removal
1) Isolate the engine starting system and set the control lever to 'STOP'. Remove the
crankcase doors on both sides of the large end bearing.
a
Last Issued 1/1/93 4-24 Mirrlccs Blackstone Ltd
MIRlUEES
MB
XBLACKSTOhE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 4
Tighten both nuts and release the hydraulic pressure. Set the tensioner gap ‘ X to zero.
Raise the pressure to 15,000psi (1034 bar). Tighten the nuts firmly, release the hydraulic
pressure and check the stud extensions by measuring gap ‘X’ on both tensioners, using a
feeler gauge. See 4.5.20 for limits.
e
Figure 87 - Large End Bearing ’Nip’
NOTE: Ifgap X’is too low, check the hydraulic pressure gauge calibration. Ifthis is correct,
there is probably dirt in the threads or under the nuts. These should be removed, cleaned and
refitted.
16) Remove the tensioners.
17) Switch on the lub oil priming pump and check that oil flows from the large end tocrankshaft
interface and from the piston gallery.
0
Last Issued 1/1/93 4-28 Mirrlces Blachtone Ltd
' MB
=BLACKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Saecial Tools:
Figure 88 - Connecting Rod Shank Just
I) Pkton liffinggea,: Clear Of Large End Block
2) Hydraulic pack and tensioners.
3) Piston ring compresso,:
4) Piston ring removal tool.
5) Large end clamping bolts (two standard MIOx I . 5 x 30 Ig bolts).
ComDonent Weights;
Piston: 24 Kg (52 Ib).
1) Remove the cylinder head (page 4-6). Bar the piston away from TDC to allow retrieval of
the liner flame ring. Removing the ringwill take with it the carbon build up at the liner top.
To ease piston removal, remove any carbon deposits above the limit of piston ring travel
from the liner wall, using a brass scraper.
a
LastIssued 13/3/96 4-29 Mirrlees Blacksronc Ltd
MIRlUEES =
ESL 12 & 16 Mk2
Section 4
2)
INSTRUCTION MANUAL
Remove the two crankcase doors either side of the large end bearing.
-
-MB BLACKSTONE 0
3) Bar the flywheel round until the large end is at BDC, SO that the tensioners can be fitted.
4) Fit the lifting gear to the piston and raise until the piston is supported.
5) Fit and tighten the large end clamping bolts (Figure 82).
7) Connect the tensioners to the hydraulic pack and pressurise to 16,OOOpsi (1100 bar). Undo
both nuts one complete turn, using the tornmy bar through the tensioner window.
8) Release the pressure, disconnect the hydraulic pack and remove the tensioners. Remove
the large end nuts and studs.
9) Holding the connecting rod shank steady, slowly lift the piston until the connecting rod
shank is clear of the large end block dowels (Figure 88).
CAUTION:The cylinder liner is easily damaged. There is only a maximum of 0.3 mm (0.012
in) clearance befween the palm end of the connecting rod and fheliner, so it is importanf to keep
the connecfingrod aligned until engaged in the liner bore.
10) Protect the thread of the long cylinder head stud (see Figure 94). Carefully lift the piston
and connecting rod shank through the cylinder bore and lower on to a clean surface.
NOTE: It may be usefur & make a wooden stand to support the piston and connecting rod
assembly(ies) (Figure 89).
11) If it is to be left for long, plug the cylinder bore and plug the connecting rod and large end
block oil holes to prevent dirt ingress.
1) With the piston and connecting rod shank assembly lying flat, remove one of the gudgeon
pin retaining circlips. Support the shank and slide out the gudgeon pin.
NOTE: Under coldconditions, thegudgeon pin may be tight in the piston. Ifthis occurs, warm
the piston to approximately 3OoC (86OF)and the pin should slide easily.
Remove the shank from the piston.
2) Remove the piston rings, using the removal tool (Figure 92) taking careful note of their
position relative to the piston and to one another - as they must be refitted in the same
grooves and the sameway up as they were originally. Take care not to spring the rings too far
during removal or they may be damaged.
3) Decarbonise and clean the piston and rings groove thoroughly. (An old piston ring, cut in
half, is a useful tool for removing carbon from the ringgrooves). Take particular care not to
damage the ring grooves in the piston, or the outer surface of the rings. If a cleaning agent is
used, ensure it is compatible with the material. Using an air-line, blow air through the
piston'gallery and the connecting rod shank - ensure the oilways are clear.
4) Check the rings. Due to the different ring profiles, they must be checked as follows:-
1st (Top) ring - Renew the ring when the barrelled outer face has
lEss3 worn flat over 3.5 mm (0.140 in).
2nd ring - Check the ring gap in the lower, unworn section of the
lsss liner bore (Figure 90). Renew the ring if the ring gap exceeds
2 mm (0.080 in).
m 3rd ring - Renew the ringwhen the tapered outer face hasworn flat
over 3.5 mm (140 in).
4th ring - Check the ring gap (as for 2nd ring). Renew the ring if
@SEi the gap exceeds 1.1mm (0.045 in), or if the chrome plating is worn
through at any point on the outer faces.
NOTE: A useful technique is to apply copper sulphate solution to the outer faces with a cloth.
Any part of the surface appearing copper coloured indicates that the chrome has been worn away.
Check the side clearances of the rings in their grooves - see ’Technical Data’.for limits.
The highest wear at the small end occursvertically, due to the forces generated on the firing
stroke.
Check thevertical clearances between the piston and gudgeon pin (4.5.03)and between the
small end bearing and the gudgeon pin, (4.5.02)using feeler gauges. If excessive clearance
is found check the gudgeon pin diameter with a micrometer, using an unworn area as a
reference. Renew any worn components as necessary. (See page 4-35 for small end
bearing renewal).
8) Coat the gudgeon pin with lub oil and assemble the piston to the rod. Insert the gudgeon pin
and lock with the circlips. Ensure that the circlips are fully engaged in their grooves.
10) Fit the piston rings, using the ring removal tool.
Piston and Connectine Rod Shank Assemblv Installation
1) Clean the liner bore and the ring compressor with paraffin or diesel and wipe clean.
1 s t and 3rd
I
2nd m d 4 t h
Figure 92 - Piston Ring Removal/ Figure 93 - Piston Rings Positioned
Installation Tool a t 180° Stagger
a 4) Apply engine lubricating oil to the connecting rod edges, the liner bore and the ring
compressor. Check that the piston ring gaps are spaced around the piston as in Figure 93
Ensure that the rings are free in their grooves.
5) Fit the lifting gear to the piston and carefully lower the assembly through the ring
compressor, with the connecting rod serial numbers facing the 'A' bank (Figure 94). Feed
the piston rings into the compressor as necessary (Figure 95). Engage the connecting rod
shank onto the mid-piece dowels (Figure 96).
6) Fit the large end studs and nuts and tension (steps 8 to 16, page 4-27).
8) Check that all equipment is removed from the sump, especially cleaning materials.
e
L ~ I I S U13/3/96
~~ 4-33 Mirrleer Blackstone Ltd
MIRRLEES
Figure 94 - Lowering Piston And Connecting Figure 95 - Feeding Piston Rings Into
Rod Through Ring Compressor Ring Compressor
-
Figure 96 Engaging Conecting Rod
Shank On Mid Piece Dowels
CAUTION:Check that the two lnrge end clnmping bolts are removed, or they may fall out when
the engine is running.
9) Remove the piston lifting gear and fit the flame ring and cylinder head (page 4-8).
10) Switch on the lub oil priming pump and check that oil flows out from the crankshafthge
end interface, and the piston cooling gallery.
11) Fit the crankcase doors.
a
Last Issued 1/1/93 4-36 Mirrlees Blacksone Ltd
MB
ZBL4CKSTOiW
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 4
..
if ordering). A suitable compressed air or electric motor is also required, with a final speed
of less than 100 rpm.
NOTE: De-glazing removes less than 0.01 mm (0.0004 in) of metalfrom the liner bore and so
does not significantly reduce the life of the liner.
Special Tools;
J
Last Issued 1313196 4-31 Mirrlees Blackstonc Ltd
MIRRLEES =
Section 4 ESL 12 & 16 Mk2
INSTRUCTION MANUAL AB
-
- BUCKSTONE
e , . .. , I .
Figu re 99 - Honing Guide, Attached
I
a
Lastlsued 1/V% 4-38 Mirrlecs Blacktonc Ltd
MB
=BUCXTTOhE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 4
Remove any oil hole plugs from the crankpin or large end block.
Liner Replacement
b e c i a l Tools;
Liner extractorflapping tool.
Spares Required:
1. Liner '0'rings.
2. Valve grinding paste.
Associated Tasks:
1. Cylinder head removal
2. Piston and connecting rod removaL
Liner Weight: 50 Kg (110 lb).
Liner Removal
After cylinder head and piston removal, attach hoses to both crankcase water drain valves.
Open the valves to completely drain the crankcase water cavity.
Bar the engine round until the crankshaft throw is at TDC.
Place a container or cloth in the crankcase, below the liner, to catch any fluid and debris.
Ifre-fitting thesameliner,match-marktheliner and crankcase,^^ that it can bere-fitted
in the same position.
5) Fit the liner extractor, connect to the lifting gear and raise until the lifting cable is just tight.
a CAUTI0N:Do not attempt to extract the liner by lifting, as the inclined lifting angle may cause
damage to the liner and crankcase bore.
Loosen the liner by applying force to the bottom surface of the extractor only, accessible
through the crankcase door. If there is any difficulty in moving the liner, a CO2 spray run
around the liner bore will contract the liner and ease its removal.
Liner Installation
Clean the liner and crankcase mating surfaces completely.
Fit the fitting tool to the liner and apply medium gradevalve grinding paste to the underside
of the liner rim.
Figure 101 - Liner Lapping Tool Figure 102 - Measuring Liner Stand Out
3) Lift the assembly and insert into the crankcase.
4) Lap the liner by rotating the fitting tool 4S0 backwards and forwards, against the crankcase
(Figure 101).
5) Lift the liner and clean the mating surfaces thoroughly. ’Blue’the liner mating surfaces and
lower the liner in to position.
7) A continuous transfer of ’blue’ around thc flat crankcase mating surface, and covering a
minimum of 75% of the surface area, indicates correct seating.
8) Repeat steps 3 - 7 if this is not achieved. a
9) Using fine grade valve grinding paste, repeat stcps 2 to 4 to flatten the surface.
10) With the liner still in place, measure the liner flange ’stand out’ (Figure 102), using a DTI.
(See 4.5.09 for limits).
11) Remove the liner and clean thoroughly with paraffin or diesel. Clean the crankcase bores
thoroughly, using a dry cloth.
NOTE: If ihe liner is to be left for some time, smear the linerlbore and the liner to crankcase
mating surfaces with engine oil to prevent corrosion.
12) Fit two new ’0’rings to the liner grooves and one floating ‘0’ring to the radius above the
two nose rings, these to be coated with a water soluble lubricant (i.e. soft soapbashing up
liquid). Run a thin bar around the liner, under the ’0’rings to remove any twists.
13) Run a bead of 'Hylomar' or similar jointing compound around the crankcase rim, following
the maker's instructions.
14) Carefully fit the liner. If resistance occurs during fitting, remove the liner and check that the
'0' rings are not damaged.
15) Re-check the liner rim projection, using a DTI, to ensure that the liner is fully seated.
18) Ensure the sump and crankcase are free from water and debris.
a
Last Issued 1/1/93 4-42 Mirrlecr Blachtonc Ltd
MB
'= BLICKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 4
a
LastIuucd 13/3/96 4-43 Mirrlecs Blackstone Ltd
MIRRLEES =
Section 4 ESL 12 & 16 Mk2
INSTRUCTION MANUAL MB
-
- BUCXSTONE
21. Cvlinder Head Studs
Pre-tightening pressure 2,OOO psi (138 bar)
Tightening pressure 17,500psi (1,207 bar)
Long studs - correct extension on tensioning 1.65-1.85 mm (0.065-0.073 in)
Short studs - correct extension on tensioning 1.1-1.3mm (0.043-0.051 in)
Release pressure 18,500 psi (1,276 bar)
22.
Pre-tightening pressure (New Studs Only) 19,OOO psi (1310 bar)
5.1. DESCRIPTION
a) Camsw
The engine has one camshaft per bank, mounted in bearing blocks which are bolted to the
crankcase. The bearings are lubricated from an oil manifold. Camshaft endfloat is limited
by two sleeves mounted either side of the No 2 camshaft bearing, the sleeves being located
by the two adjacent cams.
3) The fuel injection pump and if fitted the air start timing valve.
The camshaft gears and cams are a shrink fit on the camshafts. To adjust the camshaft
timing, each gear can be moved relative to its camshaft using the hydraulic pack to and
pressurise expand the gear bore, allowing relative movement to occur.
1 Aircam
2 Exhaustcam
3 Fuelcam
4 Camshaft locating sleeves
Drive "kais
The camshafts are driven by nitride hardened gears from a split gear mounted on the
crankshaft. The gears are lubricated by an oil spray and the gear shaft bearings are
lubricated via drillingsfrom No. 1main bearing (see oil flow diagram, page 8-2). The idler
and compound gear shafts are fully floating and run in renewable bushes.
TaaDets
The tappet blocks, one per cylinder, each house three tappets. Each tappet is located by a
dog point screw which engages a vertical slot in the tappet, allowing vertical movement but
preventing rotation. Each tappet is fit tedwith a roller which runs on its operating cam, and
a cup which engages the pushrod. The fuel tappets have extended roller pins to operate the
air start timing valves (see 'Air Start System', page 10-2).
Pushrods
The fuel pump pushrod lengths can be adjusted, using shims, to achieve the correct fuel
pump spill timing. Each push rod runs in a 'Nu-Lip' seal fitted in the fuel pump mounting
block. This prevents fuel oil leaking into the lub oil system and lub oil escaping from the
crankcase.
CAMSHAFT
Camshaft T . . u Check
The cams are accurately set during manufacture, so it should onlybe necessary to check one
fuel cam to be sure of the correct camshaft to crankshaft timing alignment. The procedure
to check and adjust the 'A' bank camshaft using the 'Al' cylinder fuel cam is described
below, but applies equally to checking any cylinder against its timing mark.
NOTE: Turn theflywheel and camshafls only in their normal diredon of rotation throughout
the check.
ESL 12 & 16 Mk2 Section 5
INSTRUCTION MANUAL
=BLACKSTOh?E
1) Lever type DTI with magnetic base.
1) Isolate the engine starting system and turn the control lever to 'STOP'. Remove the 'A'bank
camshaft doors.
-
Figure 105 Lever Q p e DTI on Air Start
Figure 106 - Flywheel Timing Marks
Timing Valve Striker
\.
2) Turn the flywheel until the no. 1A cylinder fuel tappet roller is on the base circle of its cam.
3). Position the DTI so that its anvil rests on the No. 1Aair start timing valve striker and set the
gauge to zero (Figure 105).
4) Bar the flywheel in its normal direction of rotation, until the DTI reads the correct figure
(see5.5.03). Checkthatthe'lATDC'timing markis '1/20crankshafirotationofthetiming
pointer (Figure 106).
NOTE: This is equivalent to a distance of 4mm (0.15in) measured on the rim of a standard
85Omm (33.5 in) diameterflywheel).
If the reading is within this limit then go to stage 5 below. If the reading is outside the limit,
and no work has been carried out that could affect the timing, see 'Camshaft Replacement'
page 115 for adjustment procedure
b) Camshaft Realacement
Camshaft Removal
Isolate the engine starting system and turn the control lever to 'STOP'. Remove the 'A'bank
camshaft and camshaft drive train doors and the door joint bars.
If the same camshaft is to be refitted, match-mark the camshaft gear and the adjoining
e
compound gear. (This will allow the camshaft to be refitted in exactly the same relative
position, without altering the existing camshaft timing).
Remove the 'A' bank fuel injector pipes and rocker covers.
CAUTION:
1) Ensure that all components are marked with their locations as they are removed.
2) Do not rotafethe engine until the camshaft is replaced, or the camshaft timing may be
affected.
Remove the'A'bank fuel pumps (Page 7-11). Slacken the locknuts and unscrew all the 'A'
bank tappet adjustors, until they are withdrawn completely into the rocker levers. This will
relieve the camshaft of mechanical loads.
M
a = BLQCKYTOATE
B ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 5
8) Support the camshaft by the lifting gear. Undo all the camshaft bearing securing bolts
approximately 112 turn.
a
LastIrrucd 1/1/93 5 -5 Mirrlces Blackstone Ud
Section 5 ESL 12 & 16 Mk2
INSTRUCTION MANUAL M-B
Remove the bottom camshaft bearing securing bolt from each camshaft bearing and fit the
support studs in their places (Figure 108).
Remove the remainder of the camshaft bearing securing bolts, holding the camshaft in
place whilst the last bolts are undone.
Slide the camshaft off the studs and place on a clean surface, preferably on wooden 'vee'
blocks to avoid damage.
Camshaft Installation
Clean all mating surfaces and removed components. Examine all components for damage.
Lift the camshaft and engage it on the support studs.
Line up the gear marks made on removal and slide the camshaft into position.
NOTE: During stages 3 to 5, do notfit the No. 2 camshafl bearing securing bolts. (This bearing
limits the camshaft endjloat and must be left free so that the camshaftfreedom of movement can
be checked, after the remaining bearings have been tightened).
Fit 2 or 3 of the camshaft bearing securing bolts finger tight and remove the studs. Fit the
remainder of the bearing securing bolts, finger tight only. Check that the bearing housings
are correctly located on the crank case.
Renew the camshaft end bearing ' 0 rings and lubricate with clean lub oil. Fit the camshaft
ends bearings and tighten the bolts to 75 Nm (55 lbf. ft).
Working from the centre bearing outwards, progressively tighten the camshaft bearing
securing bolts. (See technical data para 2.6)
By hand, attempt to move the camshaft backwards and forwards, axially. Ensure that it is
-
free to move if it is not, investigate the cause and do not proceed with installation until
rectified.
Fit the No. 2 bearing securing bolts and tighten. (see technical data para 2.6). Check the
camshaft endfloat, using a DTI on the camshaft gear. See 5.5.02 for limits.
Fit the camshaft lubricating oil manifold, renewing the sealing washers if damaged.
Switch on the lub oil priming pump and ensure that there is an adequate flow of oil at the
camshaft bearings and at the rocker pedestals. Check for leaks at any disturbed
connections. Switch off the priming pump and pour approximately 1/4 litre (In
pint) of
clean lub oil into each 'A' bank cylinder head pushrod aperture. Check that this oil flows
correctly into and through the tappet blocks (see Figure 145).
Check the camshaft timing (page 5-2). If within limits, go to step 18 below. If not within
limits, bar the engine round until the timing pointer is lined up with the 'Al, TDC' flywheel
timing mark.
MB BLQCXSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 5
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Figure 109 Camshaft Rotating Tool -
Figure 110 Camshaft Hydraulic Adaptor
12) See 'Hydraulic Pack and Tensioners'; page 13-1. Fit the hydraulic adaptor to the camshaft
gear and connect to the hydraulic pack (Figure 110). Mark a line on the camshaft, next to
the gearwheel, to ensure the gear does not move along the camshaft.
13) Apply hand pressure to the camshaft rotating tool and pressurise the hydraulic pack until
the camshaft is free to turn. (Pressures in excess of 20,000 psi (1390 bar) may be necessary).
14) Using the camshaft rotating tool, turn the camshaft in its normal direction of rotation until
the DTI reading is correct (see 5.5.03). Check that the gearwheel has not moved along the
camshaft.
U) Release the hydraulic pressure, disconnect the hydraulicpack and remove the adaptor from
the gearwheel. Remove the camshaft rotating tool.
16) Rotate the flywheel one revolution and re-align the timing mark and pointer. Check that
-
the DTI reading is still correct if it is not, repeat steps 11-16.
The camshaft drive train is designed to provide prolonged, trouble free operation.
However should any gear sustain mechanical damage, it will be necessary to crack detect all
the gears. Those which cannot be crack detected in situ (ie, compound, idler and split gears)
must be removed.
Snares reauired:
Special Tools;
4) Splitgear dowel ertractor - 1 M 8 x 1.25 bolt min threaded lengih 70 mm (275 in) anda
sleeve, approximately lOmm (0.4 in) internal diameterand at least 25 mm (1.0 in) long.
4
- 70
5) Hardwood wedge for backlash
35mnllL inJ
checks (Figure 111).
6) Hydraulic pack and camshaft adaptor: n-m~i,,~
..
Comoonent Wekhts; I
MmmlZin.1 ---J
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Figure 112 Gear Train -
Figure 113 Idler Gear
1. Magnetic pick-up (h4PU) 1. Oil spray locating bolt
2. Compound gear locating peg 2. Oil sprayhdler gear locating peg
1) Isolate the engine starting system and turn the control handle to 'STOP'.Remove the
flywheel guard. Remove the camshaft gear train doors, the No.1 throw crankcase doors and
the top half of the flywheel end cover.
2) Remove both magnetic pick-up (MPU) sensors and their mounting brackets (Figure 112).
3) Remove all injector pipes and rocker covers, and undo all valve tappet adjustors until they
are withdrawn completely into the rocker levers. (This removes any risk of air or exhaust
Remove the lub oil feed pipes and then remove both compound gear locatingpegs (Figure
112).
Bar the engine round until the 'A'bank compound gear shaft, accessible from the No. 1
throw bay, is clear of both No. 1throw connecting rods.
Connect the hydraulicpack to the 'A' bank camshaft gear and pressurise until the gear is free
to rotate (see 'Camshaft Timing Adjustment' steps 11 to 14, Page 5-7 for details). This
enables the gear to rotate freely during compound gear removal.
Support the 'A' bank compound gear. Withdraw its shaft into the No. 1 throw bay and
remove from the engine.
UUTION: Failure to do so, can result in damage when the crankshaft is subsequently turned.
Remove the compound gear by rolling round the idler gear, until out of mesh. Release the
pressure and remove the hydraulic equipment.
10) Remove the oil spray assembly (Figure 113), which locates the idler gear shaft.
11) Supporting the idler gear,withdraw the idler shaft towards the flywheel, by pushing from the
No. 1throw bay. Remove the idler gear.
12) Bar the crankshaft round to provide access to the split gear dowel cover plates (Figure 115).
Remove the cover plates.
13) Fit the split gear dowel extractor (see 'special tools' above) and jack out and remove both
dowels.
14) Bar the crankshaft round until the split gear retaining bolts are horizontal and remove the4
bolts, spacers and nuts.
NOTE: The split gear is assembled to the crankshaft using loctite and so isprovided withjacking
holes for removal.
15) Bar the crankshaft round until the split gear jacking holes are approximately loo below
horizontal. Support the gear half containing the jacking holes with a length of timber. Fit
the 2 M16 x 2 jacking bolts, jack the gear half off the crankshaft and remove.
a MB
-
-BLACZiTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 5
16) Support the other gear half with the length of timber and remove, using a hammer and
copper drift on the joint face. Take care not to damage the joint face.
c) In - in
1) Visually check all gears for mechanical damage. Check all gears for cracks, using a suitable
dye penetrant eg 'Ardrox', paying particular attention to the roots of the gear teeth and any
areas which have sustained mechanical damage. Renew any gears as necessary.
0
2) Measure the diameters of all three gear shafts at the contact points of their bushes, using a
-
micrometer. (The idler gear shaft can be measured in situ). See 5.5.08 5.5.10 for limits
' and renew any shafts as necessary.
3) Check the running clearances between the gear bushes and their shafts, using a feeler
gauge. B avoid the removal of the idler gear shaft (which necessitates a piston and
'
connecting rod removal), use a compound gear shaft as a dummy to check the idler gear
running clearance, with a feeler gauge. This reading can then be compared with the already
known compound and idler shaft diameters to obtain the clearance.
4) Check the running clearances between the three gear shafts and the crankcase bushes, using
a feeler gauge.
See 5.5.08 - 5.5.10 for limits and renew any bushes as necessary.
a) Fit one of the gearwheel locating dowels to the crankshaft hole furthest from the
flywheel.
b) Fit the gear halves on to the crankshaft and locate on the dowel.
d) Place a container in the sump, below the split gearwheel, to catch any debrisproduced
when reaming.
f ) Remove the gearhalves and dowel and deburr the dowel holes. Check that there is no
metal debris in the area and remove the container from the sump.
2) Clean the gear shafts and bores thoroughly. Degrease the split gearwheel to crankshaft
mating surfaces.
e
-
Figure 116 DTI Positioned For Gear -
Figure 117 DTI Positioned For Gear
Backlash Check Shaft Endfloat Check
3) Apply 'Loctite' G.38 or G.41 to the split gear bore, following the manufacturer's
instructions and using 'Loctite' primer.
4) Fit the gear halves to the crankshaft, with the bolts finger tight. Drive in the dowels, until
they are just below the gear surface.
5) Progressively tighten the 4 bolts to 205 Nm (150 1bf.ft). Ensure that the dowels are still
below the gear surface. Fit the new dowel covers and bend up to lock the bolts.
0 MB
-
- BLACElsTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 5
6) Ensure that the clearance between the gear half joint faces is equal and less than 0.05 mm
(0.002”).
7) Position the idler gear (with the overspeed trip weight towards the flywheel) and insert the
shaft.
a) Position the DTI so that the anvil bears on one of the idler gear tooth flanks, as close to
90° to the flank as possible (Figure 116).
b) Move the idler gear (within its backlash) in one direction, with the crankshaft locked
in position. Zero the DTI.
c) Move the idler gear as far as it will turn (within its backlash) in the opposite direction
and record the DTI reading. Remove the DTI.
d) Bar the crankshaft round and repeat stages 7 a) to c) to give a total of 4 DTI readings,
taken at 90° intervals. See 5.5.11 for limits.
9) Fit the oil spray assembly, using a new tabwasher to lock the securing bolt, ensuring that the
locating spigot and the idler shaft locating groove are aligned.
10) Measure the idler gear shaft endfloat, using a DTI (Figure 117). (See item number 5.5.11
for limits).
11) Connect the hydraulic pack to the ’ B bank camshaft gear and pressurise until the gear is
free to rotate as above.
12) Roll the ’B’ bank compound gear round the idler gear, into position.
0 13) Insert the gear shaft from the No. 1throw bay, locating groove towards the flywheel.
14) Check the idkr gear to compound gear backlash:-
CAUTION: During this check, take atreme care not to bar the engine too far, as fhis can
damage the hydraulic adaptor.
a) Carefully bar the engine round until the camshaft gear hydraulic adaptor is at its upper
limit of travel (Figure 119) (The use of a 90° adaptor may increase this movement).
b) Place the hardwood wedge between the split gear and idler gear to lock the gears together.
c) Position the DTI so that the anvil bears firmly on one of the large compound gear
tooth-flanks, as close to 90xaspossible (Figure 116). NOTE:It may be necessary to rotate
the camshaft in order to rotate the compound gear.
a
Lastlwd lh93 5-13 MirrlccS Blackstone Ud
Section 5 ESL 12 & 16 Mk2
INSTRUCITON MANUAL
-
- BLACKSTOh'E
-
Figure 118 DTI Positioned for Gear Figure 119 - Camshaft Adaptor - Lim-
End Float Check its of Movement
d) Rotate the compound gear as far as it will turn in one direction and zero the DTI.
e) Rotate the compound gear as far as it will turn in the opposite direction and record the DTI
reading. Remove the DTI and the hardwood wedge.
f) Carefully bar the engine round until the camshaft adaptor is at its lower limit of travel
(Figure 119), again taking care not to damage the hydraulic adaptor. Take the backlash
reading (steps 14 b to 14 e).
g) Bar the engine round until the camshaft adaptor is at its mid point (Figure 119)and take the
backlash reading (steps 14 b to 14 e).
15) Repeat steps 14b) to 14g)for the compound to camshaft gear backlash check, mounting the
DTI to read on the camshaft gear and placing the hardwood wedge between the compound
and idler gears.
16) Release the hydraulic pressure and fit the hydraulic pack and adaptor to the 'A' bank
camshaft gear.
17) Fit the 'A' bank compound gear and check the 'A' bank compound to idler gear and
compound to camshaft gear backlash. (Steps 12to 15). Release the hydraulic pressure and
remove the hydraulic pack and adaptor.
18) (See 5.5.11 for backlash limits). Renew any gear bushes and foreshafts as necessary.
19) Fit both compound gear locating pegs and lub oil pipes.
20) Check the endfloat on both compound gears and camshaft gears, using a DTI. See 5.5.11for
limits. Renew compound gears of camshafts if necessary.
Lastlssued Ill193
a MB
= BUCKSTOhZ
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 5
21) Check and if necessary adjust, the camshaft timing (Page 5-2).
22) Adjust the valve (tappet) clearances (Page 4-4).
23) Fit compound gear shaft end covers, using new '0' rings.
24) Fit and connect the magnetic pick-up sensors and set them to the correct clearances (Page
11-14).
25) Switch on the lub oil priming pump and check that oil flows freely from the gear to crankcase
interfaces and from the oil spray. Check that there are no leaks from any disturbed
connections.
0 26) Fit the camshaft gear train doors, the No. 1 throw crankcase doors and the top half of the
flywheel end cover. Fit the rocker covers and injector pipes.
SDecial To&
Removal
1) Remove the relevant gear shaft (Page 5-4).
2) (a) Gear mounted bushes - both bushes will have to be removed simultaneously.
(b) Inner crankcase mounted bushes - the housings are stepped and therefore the bushes
must be removed towards the flywheel (Figure 121). e
(c) Outer crankcase mounted bushes - these may be removed in either direction.
Position the removal/installation tool and tighten the nut to draw the bush(es) out of the
housing, checking that the tool remains correctly aligned with the bush throughout.
Installation
1) Check that the bush, bush bore and housing bore are clean and free from burrs.
2) (a) Gear mounted bushes - these must be recessed 2 mm (0.080 in) into the bore.
(b) Inner crankcase mounted bushes - these must be recessed 3 mm (0.120 in) into the
bore.
(c) -
Outer crankcase mounted bushes these must be fitted with the larger of the two oil
holes aligned with the shaft locating peg - hole (Figure 121). In this position the oil
holes will be correctly aligned.
r f liquid nitrogen is not available, coat fhe bush outer surface with molybdenum disulphide
compound and fit, using the removallinstallation foolas a press.
4) If installing an outer crankcase mounted bush, check that the oilways are clear, either
visually or by using a piece of wire.
5) Check the gear shaft to bush clearance, using a feeler gauge - see for 5.5.08 limits. If the
clearance is insufficient, the bush may be reamed using a 63.670mm (2.5070in) reamer or
ground in, using engineer's blue. If the clearance is excessive, the gear shaft must be
renewed.
2) Remove the complete 'A' bank air start manifold, by unbolting from the tappet blocks.
3) Push the valve and spring out of the No. 1A cylinder tappet block and check their condition
- renew if necessary.
4) Bar the flywheel round until the '1A TDC' mark is aligned with the timing pointer.
5) Fit the air start valve and spring and push down by hand until fully seated. Check the striker
to valve clearance, using a feeler gauge - see 5.5.07 for limits. If necessary, remove the
striker and add or remove shims to obtain the correct clearance. (Striker torque loading -
40 Nh4 (30 1bf.ft).
6) If the clearance has been adjusted, bar the flywheel round until the fuel cam is at maximum
lift and check that there is at least 2 mm (0.080 in) clearance between the striker and the
tappet block. If there is not, renew the valve.
8) Fit the joint bar and camshaft door(s) see under 5.2.21.
m e t Block Removal
1) Isolate the engine starting system and turn the control lever to 'STOP'. Remove the
camshaft door@) and joint bar (16 cylinder only).
2) Bar the engine round until all three tappets are on the base circle of their cams.
3) Remove the fuel injection pump (page 7-11) and the rocker levers.
4) Lift out the three pushrods from the tappet block and mark with their installed positions.
6) Remove the two clamps securing the cylinder head lub oil and air start supply pipes to the
tappet block (Figure 122). Slide the two pipes upwards until clear of the tappet block.
8) Unlock and remove the four tappet block securing bolts. Remove the tappet block.
9) Slide down and remove the cylinder head lub oil and air-start supply pipes.
10) Each tappet may be removed from the block, if necessary, by removing its tappet locating
bolt. See Figure 122 for tappet details. When refitting tappet locating bolts, tighten to 75
Nm (55 1bf.ft) and bend up the tabwashers.
m e t Block Installatioq
1) Ensure that all components are clean and renew the four '0' rings on the cylinder head lub
oil and air start supply pipes. Insert the pipes into their holes and slide fully upwards.
2) Locate the tappet block assembly on to its dowels fit shake proof washers and tighten the
securing bolts to 75 Nm (55 1bf.ft).
3) Check the air start timing valve clearance (steps 3 to 6, page 5-17).
5) Fit the cylinder head lub oil and air start supply pipes and clamp to the tappet block.
0
LastIrmed llU93 5-20 M i n k s Blackstone Ltd
a MB
-
-BLACKSTOhB
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 5
8) Fit the rocker gear and check the tappet clearances (page 4-4)
9) Fit the fuel injection pump (page 7-12) and if a new tappet block or fuel tappet has been
fitted, check its fuel pump spill timing on that cylinder (page 7-14).
10) Run the lub oil priming pump and check all disturbed connections for leaks. Pour
approximately 0.25 litre (0.5 pint) of lub oil into the cylinder head pushrod aperture and
check that it flows correctly through the tappet block (see lub oil flow diagram, page 8-1).
e 11) Fit thejoint bar and camshaft door(s) see under5.2.21. Fit the rocker cover and injector fuel
pipe.
Aeceotable
mcll
Condition
Camshaft
1) Camshaft diameter 6351 mm/63.48 mm
(2500 ifl.499 in) 0.21 mmD.08 mm 0.31 mm
Camshaft bearing bore 63.68mm/63.59mm (0.008in)/(0.003 in) (0.012 in)
(2.507 inR.503 in)
2) Camshaft end float 0.40 mm/0.25 mm 0.8mm
(0.016in)/(O.OlO in) (0.032 in)
3) Cam lift 1S.OOO m d 4 . 9 6 4 mm
(0.590 idO.589 in)
4) Camshaft timing check - fuel cam lift 9.3 mm
(0.366 in)
TapDet Assemblv
5) Fuel Tappet roller endfloat 0.40 mm/O.lS mm 0.60 mm
(0.016in)/(0.006 in) (0.024 in)
6) Tappet roller pin diameter 29.99 mmR9.98mm
(1.181 id1.180 in) 0.075 md0.03 mm 0.12 mm
Tappet roller bearing bore 30.04 mm130.02 mm (0.003 in)/(0.001 in) (0.00sin)
(1.183 in11.182 in)
7) Air-start timing valve clearance /O.OS mm 0.15 mm
e Introduction .............................................
Cleaning The Turbine Side Of The Turbocharger ..............
5
6
Equipment Required ..................................... 7
Washing Procedure ....................................... 7
6.5. AIR INLET AND EXHAUST DUCTING ..................... 9
Inlet air enters through a filter into the turbocharger compressor and then passes through
the intercooler,where heat is transferred to the rawwater cooling system. In cool or humid
climates, condensation may occur here. This is removed via a drain plug fitted to the
turbocharger mounting bracket.
The air passes through the spring loaded butterfly valve which shuts off the air when the
mechanical overspeed trip is operated (page 11-1). The air then passes into the inlet
manifold (integrally cast in the crankcase) and into the cylinders.
The burnt exhaust gas passes into the exhaust manifolds and is fed to the turbocharger
turbine, after which it is discharged to atmosphere via the silencer assembly.
A heatshield covers the exhaust manifold to reduce heat radiation and noise, and for safety
reasons.
The air filter(s) may be either mounted on-engine, as part of the turbochargers, or
off-engine.
P Q
The turbochargers are positioned so that they can be serviced in L.U. Replacement should
only be necessary if mechanical damage is sustained.
CQUTION: Do not apply excessive loads to fhe turbocharger during replacement. Allfittings
should be correcuy aligned onfinal assembly to ensure that no stresses result when tightening
pipes and mounting-bolts.
SDares required;
2) 2,Exhaurtpipe gasket.
Brbocharper Removd
1) Open the water manifold bleed screw and drain the fresh water system.
2) Remove the exhaust heatshield.
Fit the liftinggear, take theweight of the turbocharger and remove the mounting bolts. Lift
the turbocharger clear.
Plug all exposed holes on the turbocharger and engine to prevent the ingress of dirt. For
further turbocharger details, see the manufacturer’s manual.
Turbochareer Installation
1) Remove all plugs from the turbocharger and engine.
Lift the turbocharger into position and loosely fit the mounting bolts. (This will allow the
turbocharger to be moved to facilitate pipe connection, if necessary).
3) Loosely connect the exhaust manifold, the exhaust pipe and the intercooler air pipe to the
turbocharger, using new gaskets.
4) Loosely connect the turbocharger water and lub oil pipes, if fitted, using new gaskets where
necessary.
5) Tighten all pipes and manifolds. Tighten the turbocharger securing bolts to 310 Nm (230
1bf.ft).
Fill the fresh water cooling system. Slacken the turbocharger water outlet pipe at the water
manifold and tighten when an air-free flow of water is obtained.
W m N G : Care must be taken duringthis stage, due to the high operating temperature of the
exhaust system.
When the engine is next run, ensure that all disturbed connections do not leak.
Fit the exhaust manifold heatshield as soon as these connections are checked.
Under certain operating conditions or with certain fuels, it may be necessary to regularly
clean the turbochargers internal components.
NOTE: The equipment is not supplied unless specifically stated in the engine supply documents.
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.
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.
clean in^ The 'hrbine Side Of The 'hrboc h a r w
QbiSxt
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 IOW
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.
0
Lastlrmcd llli93 6-6 Minlccs Blacktonc Ltd
ESL 12 & 16 Mk2 Section 6
INSTRUCTION MANUAL,
=BLACKSTONE
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.
2) Eq uipment Required (See Fip.2)
1) The equipment required is obtained from Mirrlees Blackstone Limited and is engineered to
e 2)
suit both the engine and turbocharger type.
The system most commonly supplied by Mirrlees Blackstone Limited uses water to wash
deposits off the turbine and consists of an engine mounted water supply system to the
turbocharger gas inlet.
3) The engine mounted system terminates in a l/2 BSP coupling to which is coupled a suitable
clean water supply. Down stream of this is an isolating valve followed by a three way valve
which 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 aconstant
air bleed from the compressor side of the turbocharger.
4) A drain cock is provided to drain the exhaust casing. It must be possiblc to inspect and
measure the quantity of fluid drained during the washing operation.
5) Aclean, 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 thc flexible hose to
a enable easy removal.
6) 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 becn successfully
carried out and the turbocharger will foul prematurely.
4 WashlngErocedure
e
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Section 6 ESL 12 & 16 Mk2
INSTRUCITON MANUAL MB
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- BLACKSTONE
Fit a length of flexible hose between the engine and the fresh water supply.
1) The steady state temperature of the exhaust gas immediately before the turbine is a
maximum of 430°C (81OOF) but preferably higher than 35OoC (66OOF).
OR
2) If there are no pyrometers at the turbine inlet, the average cylinder outlet tempera-
ture prefered minimum should not exceed 34OoC (650%).
NOTE: Time should be allowedfor the metal temperatures to fall before washing, in order to
avoid fherkk of cracking lurbocharger components.
Each turbine will have a 4 entry casings, with a water supply into two pipes only. Before
completing the full wash procedure, verify that water is available and the drain clear. If
water does not appear, there is a problem which should be cleared before attempting the
full wash.
&&open the main valve 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 valve should be opened slowly to minimise thermal shock.
If the required water flow cannot be achieved i.e. less than 0.1 litres per minute, the load on
the engine should be reduced a little further to reduce the evaporation rate.
When the water draining out of the casing appears clean, probably after 5 to 10 minutes,
turn off the main cock.
a
Disconnect the flexible supply pipe.
Change the engine mounted three way valve back to the 'air bleed'position to blow out any
water residue and prevent carbon formation.
Continue running the engine for 10minutesat or above the power set by4) above, to ensure
that all the washing water is evaporated to avoid bearing contamination and turbine
corrosion.
The water supply connection to the wash system must be disconnected after completion.
There must be no possibility of any unsupervised water supply into the exhaust system.
6.6. HEATSHIELD
The heatshield covers are held in place by toggle-fasteners. The end-plates are bolted
directly to the crankcase. See the Parts Manual for further details.
CAUTION: Do not run the engine for prolonged periods with the flywheel end heatshield
end-plate removed, or the governor may be overheated.
6.7. TECHNICAL DATA - See Engine Test Data for details of air manifold temperature
Maximum difference in exhaust temperatures
between any 2 cylinders at full load 3OoC (54OF)
Maximum difference in exhaust temperatures
between any 2 cylinders at no load 120oc (2160F)
Minimum exhaust temperature at no load lO0OC (212OF)
Ds
Q:
& - G LP O PRESSURE
*
EE VALVE
GAUGE
PRESSURISING PUMP
fl LEVEL INOICPlTOR
d
7.1. PESCRIPTIONAND FLOW DIAGRAM
7.1.a) Low Pressure Fuel Svs-
The daily service fuel tank has a drain tap fitted at its lowest point, to enable any water and
sediment present to be drained off. The draining frequency depends on the quality of the
fuel used. The fuel is fed to the engine by a low pressure lift pump, which may be either
engine driven (‘on-engine’) or remotely mounted, motor driven (‘off-engine’). A
pressure relief valve limits the pump output pressure (see Technical Data for operating
pressure). In the event of a pump failure, a by-pass circuit allows a gravity fed flow of fuel
past the lift pump, but this may result in power loss and cylinder imbalance.
The fuel is then fed to the filter, which may be either Simplex or Duplex. The latter allows
the filter elements to be renewed, one at a time, with the engine running. The fuel flows to
feed manifolds on each bank which attach directly to and interconnect the injection pumps.
There are similar fuel return manifolds on each bank.
The fuel flow is in excess of injection pump requirements. This excess flow in the fuel feed
manifolds passes through the pumps (across the plunger mechanism) to the return
manifolds, for injection pump cooling. A pressure control valve in the fuel return line
maintains a constant back pressure (see system diagram).
a
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BLQCKSTOh?E
ESL 12 & 16 Mk2
INSTRUCTION MANUAL,
Section 7
a The 'CV'typepumps are used on distillate fuelled engines rated at over 17.5bar BMEP and
on all heavy fuelled engines. When used with heavy fuel, the pumps are fitted with a
separate oil supply for lubrication.
7.1.d) Fuel IniectprS
Fuel from each injection pump is delivered to the injector by high pressure pipe (Figure
138). The normal fuel back-leakage from the injector nozzle valve is fed to the injector
leak off manifold via drillings in the inject or and cylinder head. This fuel is then piped back
to the daily service fuel tank.
The injector is sealed to the cylinder by an annealed copper washer, seated on a machined
shoulder in the cylinder head. Care should be taken to remove the washer and renew it,
whenever the injectors are removed. If it is necessary to re-use a washer, it must be
annealed before re-fitting.
a There are two basic types of fuel injector fitted - uncooled for engines running on distillate
fuel and a cooled version for residual (heavy) fuel applications, to prevent the injector
nozzles overheating. The latter use distillate fuel as the cooling agent, which is pumped
through the injector via drillingsin the cylinder head and injector tube (Figure 130). Before
removing heavy fuel injectors, it is vital that the injector cooling system is turned off and
drained.
W M N G : Thefuelsystem can be particularly hazardous ifthe correct safety precautions are
not observed. Dangers existjbomfuel toxicity,jlammabili&and the high pressuresgenerated in
the injection Vstem.
1) If fuel comes into contact with the eyes, ears or is swallowed, or is injected into the body
through the skin, obtain immediate medical aid.
2) Wear barrier cream, protective gloves and overalls at all times. Also wear goggles if there is
any risk of fuel entering the eyes.
When testing fuel injectors do not place any part of the body in the vicinity of the spray, as
fuel could penetrate the skin.
Ensure there are no naked lights, use only electrically safe lighting and do not smoke in the
vicinity of the engine.
a
L a s t h c d lly93 1-4 Mirrlces Blacktone U d
ESL 12 & 16 Mk2 Section 7
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INSTRUCTION MANUAL
1. Isolate the engine starting system and open the fuel isolating valve.
(a) Switch on the off-engine fuel pump (if fitted) and run for two minutes
(b) Loosen one of the pipe connections between the fuel return manifold and the return
line pressure control valve (Figure 128) to allow fuel to flow through the manifolds under
gravity. Tighten when an air free flow of fuel is obtained.
(b) Run the lub oilprimingpump until system pressure is gained, to overcome the engine
I protection system. Set the engine control lever to 'WORK, to open the fuel pump
I
control racks. Slacken all injector fuel pipe to injector unions and slacken the
! cylinder head pressure release plugs. Bar the flywheel round to operate the fuel
I injection pumpsand tighteneachfuelpipeunion as soon as anair-free spray offuelis
l
obtained. Tighten the pressure release plugs.
4. Set the control lever to 'STOP' and switch off the off-engine fuel pump.
5. When the engine is next run, check that all cylinders are firing.
e W m N G : Very highfuelpressuresaregenerated in thefirel injection system. Wearprotective
gloves andgoggles and do not allow any part of the body to contact the high pressurefuel spray,
during the next stage.
rfany cylinder appears not to bejiring correcth,carem& slacken the union nuf at the appropriate
injector, whenfirelfrowsfreefrom air retighten the nut, and note the consequent improvement in
performance.
73. FUEL FILTER ASSEMBLY
The filter is intended only to remove small particles and not to clean dirty fuel. The Duplex
type filter contains two separate disposable filter elements,which can be renewed and bled,
one at a time, whilst the engine is running. On certain installations,the Duplex filter may be
fitted with a guard to prevent the inadvertent removal of the in-use bowl. The five position
control handle directs the fuel flow through the filter (Figure 131)
a
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Section 7 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
= BLQCKSTOhE
NOTE: The ’prime’posilionfor onejilter is next fo the ’in use’positionfor the ~ j i l t e c
The control valve should never be set to both’, except in an emergency. Eachjilfer must be primed
and bled immediately a@er changing the element
Renew the filter element when any of the followhg limits are exceeded
LH Prime RH Both
pressure
a
u e l pressure
LJ No fuel pressure
Prime LH RH
1. If the pressure drop across the filter exceeds 0.7 bar (1Opsi) or if there are symptoms of fuel
starvation.
Removal
1) Isolate the engine starting system and turn the control lever to 'STOP'. Shut down the
engine and, if fitted, the off-engine fuel pump. Close the fuel supply isolating valve.
Remove the joint ring and '0' ring. Renew if worn or damaged.
Thoroughly clean the bowl and all components.
CAUTI0N:No dirt must be allowed to enter the fuel system.
Jnstallatim
Assemble the filter bowl components with a new element, ensuring the element is correctly
seated.
Fit the joint ring to the head casting and fit the filter bowl assembly. Tighten the securing
bolt to 13.5 Nm (10 1bf.ft).
CAUTI0N:Do not overtighten as this will damage thejoint ring.
Fit the bleed plug and bleed the fuel system (page 7-4).
73.b) Duulex Filter Element Renewal (LH element change d e s c r m
This operation should be carried out at the first convenient time after switching to a clean
element.
Removal
Loosen the LH (left hand) filter bleed plug carefully, to check that the bowl is not
pressurised. 0
Drain the LH filter bowl, then unbolt and remove the bowl and element assembly.
Discard any fuel from the bowl and discard the filter element.
Remove the joint ring and '0' ring. Renew if worn or damaged,
Assemble the filter bowl components with a new filter element, ensuring the element is
correctly seated.
2) Fit the joint ring to the head casting and fit the filter bowl assembly. Tighten the filter bowl
securing bolt to 13.5 Nm (10 1bf.ft).
3) Loosen the bleed plug on the LH filter, holding a container beneath to catch any spilt fuel.
4) Slowly turn the control handle towards 'Prime LH' until .del spills ..Jm the bleed plug.
5) Close the bleed plug when an air free flow of fuel is obtained.
Suares Rea_uire&
Associated " a s kg
12) Fit the filter to the engine and conned the fuel pipes.
13) Open the fuel supply isolating valve.
14) To prime and bleed the filter, turn the control handle to 'BOTH' and place a container
beneath the filter to catch any spilt fuel.
U) Start the LP fuel pump and carefully loosen the bleed screws over both filter bowls. Close
both bleed plugs when an air-free flow of fuel is obtained.
a
Last Issued 1/1/93 7-10 Minlces Blackstons Ltd
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0 1BLACXSTOhE
INSTRUCTION MANUAL
16) Bleed the fuel system (page 7-4). l b r n the selector handle to the desired position.
17) Check the filter and all disturbed fuel connections for leaks, when the engine is next run.
7.4. FUEL I N . m O N PUMPS
2) Remove the injector fuel pipe. Fit protective plastic caps to the four exposed connections.
3) Remove the fuel feed manifold banjo connector, using a container to catch any spilt fuel.
5) lb ensure that the fuel tappet is on the base circle of its cam and that therefore the fuel pump
is not under load:
Loosen the cylinder head pressure relief plug two turns (Figure 4). Bar the flywheel in its
normal direction of rotation until air is heard escaping from the valve. (This indicates that
e'
LastIrnrcd llv93 7-11 Mirrlecr Blackstone Ltd
Section 7 ESL 12 & 16 Mk2
INSTRUCTION MANUAL MB
the piston is near TDC compression stroke). Bar the flywheel round one further rotation,
bringing the piston to TDC exhaust stroke and the fuel pump pushrod clear of the fuel
Pump.
Remove the four fuel pump mounting nuts and washers, ensuring that the studs do not turn.
Disengage the fuel pump rack from the operating lever and lift out the fuel pump.
Fit protective plastic caps to the pump inlet and outlet ports and grease all running surfaces.
If the pump is being renewed, transfer the fork end and locknut to the new pump. Adjust the
rack - see 'Fuel Control System', Page 11-11, stage 2.
Place the fuel pump in position and tighten the securing nuts finger tight only.
Fit and tighten the fuel feed manifold banjo connector. Tighten the fuel pump securing nuts
progressively to 75 Nm (55 1bf.h).
Check the fuel pump spill timing (page 7-14) if convenient (see above).
Bleed the fuel system (page 7-4). To avoid overfuelling the cylinder on start up, move the
rack adjuster to give the same pump rack setting as the adjacent pumps.
When the engine is next run, check all disturbed connections for leaks and balance the
cylinder head temperatures with the engine on load. (See 'Fuel Control System', Page
11-11, stages 5 and 6).
..
NOTE:' If the &ill riming has not been checked, all the above-settings may be regarded as
temporary and should be reset when the spill timing has been a&sted.
. .
7.4.b) Fuel Iniection Pump Maintenance
The servicing of fuel injection pumps is normally carried out by an authorised agent, as
working conditions of exceptional cleanliness and specialist calibration equipment are
required. The most that an operator in the field can normally do is to renew certain
components. It is therefore advisable to carry at least one spare pump in case of failure.
If it becomes necessary to dismantle a pump, the following precautions must be taken. (See
' the manufacturer's instructions for dismantling and assembly procedures). ,
I. Locking Ring
2. Delivery Valve Seals
3. Delivery Valve Seat
4. Plunger Assembly
5. Pump Body
6. nPPet
7. Circlip
8. Lower Spring Plate
9. Pump Spring
10. Circlip
11. Upper Spring Plate
12. Pinion
13. Fuel Control Rack
14. Plunder Assembly Locating Screw
15. Delivery Valve Spring
16. Delivery Valve
17. Discharge Union
-\
1. Adjusting screw
2. Washer
3. Shims
4. Drip deflector
5. Pushrod body
6. Fuel pump mounting block
I. Nu-lip seal
8. Fuel pump leak-off collector manifold
Figure 136 - Fuel Pump Pushrod 'Standup' When On Base Circle Of Cam
1) Isolate the engine starting system and set the control lever to 'STOP'. Close the fuel supply
isolating valve. Remove the injector fuel pipe.
5) Fit the injector pipe to the fuel pump outlet union, with the injector end of the pipe facing
away from the engine.
7) Wedge the fuel pump rack to approximately its full load position. Bar the flywheel round
e 8)
until the TDC mark for the relevant cylinder is at approximately SO0 BTDC.
Open the fuel supply isolatingvalve and fuel should flow from the open injector pipe union.
9) Bar the engine round in its correct direction of rotation until the fuel flow is reduced to a few
drops per minute but has =stopped completely.
This is the spill timing point.
10) Check that the pump's spill timing mark on the flywheel is aligned with the timing pointer to
within +/- 0.5. (NOTE: 1 is equivalent to a distance of flywheel diametedll5). If the
timing mark alignment is within limi ts, go to step 11below. If it is outside the limits:-
(a) Measure the distance 'Y' of the pointer from the spill timing mark. Convert this
measurement into the equivalent shim adjustment, using the formula: Required
shim adjustment = 25 Y/flywheel diameter.
a
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Section 7 ESL 12 & 16 Mk2
INSTRUCTION MANUAL MB
-
- BLICKYTOhE
~~ ~~~ ~
@) Close the fuel system isolating valve. Remove the fuel injection pump (page 7-11)
and the fuel pump pushrod (Figure 122). Using the figure obtained in step lO(a),
adjust the pushrod shims. If the timing is early, remove shims - if it is late, add shims).
Tighten the pushrod bolt to75 Nm (55 1bf.R) and lubricate the top 50mm (2 in) of the
pushrod with 'coppaslip' or similar.
(c) Renew the 'Nu-lip seal in the fuel pump mounting block.
(d) Refit the pushrod and fuel pump and repeat steps 6 to 10to ensure that the SPCtiming
is now correct.
11) Remove the wedge from the fuel pump operating lever.
12) Remove the injector fuel pipe and remove the discharge union.
13) Fit the delivery valve and the discharge union, following the manufacturer's instructions.
14) Fit the injector fuel pipe.
15) Bleed the injector pipe (page 7-4). When the engine is next started, check any disturbed
connections for leaks.
7.5. N E L IN.TECT0RS
When the fuel injectors are removed for routine maintenance, also check the valve
clearances (page 4-4), as both items have similar servicing intervals.
Sgecial To&
Suares Reauired;
2) 0 Ring.
3) Shim Pack
m c t o r Removal
1) Remove the injector fuel pipe and fit plastic protective caps to the exposed connections. If
cooled injectors are fitted, switch off and drain the injector cooling system.
-
Figure 137 Fuel Pump Discharge
Union Removal
'...-
V'
Remove the two injector clamping flange nuts and washers and lift off the flange and 0ring.
Lift out the injector. If the injector is hard to move, break the seal by turning it clockwise,
using a 48 mm size spanner on the flats. If it is not possible to rotate the injector using
moderate force, it will be necessary to use a nut and sleeve type extractor. This can be made
locally or is availablefrom Mirrlees Blackstone (Stamford) Ltd. (Injector thread size M 39x
4).
Lift out and discard the copper washer from the injector tube in the cylinder head. If the
injector was hard to remove, check the washer. If blackened, this indicates that the injector
has been incorrectly seated. Investigate the reason before refitting the injector.
If the injector is to be left out for any time, plug the injector tube to prevent dirt ingress.
Iniector Install-
Fit a new copper washer squarely on the end of the injector using 'Hylomar' to keep it in
place.
Renew the injector '0' rings and lubricate with lub oil.
Check that the injector and injector tube are clean. Fit the injector with the flatsat 90° to the
engine centreline.
If the injector clamping plate is slotted, it must be fitted with the slots facing downwards to
engage the injector. Fit the injector flange and retaining nuts. Tighten progressively to 43
Nm (32 1bf.ft) to ensure the flange sits squarely on the injector.
C4UTION:Do not overtighten as this induces excessive stresses. e
Fit the rocker cover.
Fit the injector sealing plate and '0' ring and evenly tighten the securing bolts to 43 Nm (32
1bf.ft).
available for use whilst those needing reconditioning are returned to the makers or their
agents for specialist attention.
Grip the injector body in a vice, nozzle uppermost. (Clamp the jaws on the flats formed on
the shank).
Using a ring or socket wrench to fit 32 mm nut and capable of exerting a torque of 270 Nm
(200 lb.ft.), slacken the nozzle nut. Note: The socket must be at least 45 mm deep to clear
the nozzle tip. A steady force must be applied; do not snatch or hammer thewrench, and do
not grip the nozzle stem.
Remove the nozzle nut, nozzle, transfer block, thrust spindle and spring.
Release the injector body from the vice and tip out the shims.
If the valve is seized in the nozzle, fit a replacement nozzle and valve. The faulty parts
should be sent to a local agent for attention, as any attempt by an operator in the field to
separate them is unlikely to leave them in a condition suitable for further satisfactory
service.
Provided the valve and nozzle are not seized, thoroughly clean all the components using a
brass wire brush (from the injector cleaning kit available if specially ordered), paying
particular attention to the fuel gallery, the feed channel bore, the valve seating, the nozzle
holes, and the pressure surfaces between the body and the upper face of the transfer block,
and between the lower face of the transfer block and the nozzle. If the impact of the needle
at full lift has caused indentation of the lower face of the transfer block, a new block should
be fitted.
Rotate the valve on its seat WITHOUT ANY ABRASIVE. Clean fuel oil, petrol or an
approved solvent can be used to soften the carbon, but on no account must any attempt be
made to lap in the nozzle and valve. For the nozzle holes use wire 0.34-0.36 mm diameter.
NOTE: rfthe valve shows signs of damage or uneven finish (dull or very brighf spots), or is
coloured due to overheating, and cleaningfaik to cure these defects, the noule assembly should
be renewed.
Renew any spring showing signs of corrosion, pitting, collapse or distortion, or having a free
length less than 51 mm (2.01 in).
Check that the nozzle needle locating plate is undamaged and slides smoothly in the bore.
Re-assemblv Procedu re
Fit the dowels to the transfer block. They should be a push fit or at most a light tap fit (not
any tighter!) If the dowels are a drive fit, the transfer block may crack.
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Section 7 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
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- BLACKSTONE
10) Grip the injector body in avice as for dismantling and reassemble the shims, spring, nozzle
needle locating plate transfer block, etc. in the reverse of the dismantling sequence. For
nozzle nut torque, (244NM 180 Ib.ft )
11) Using an injector testing pump check the release pressure and spray characteristics. If the
release pressure is low, adjust the shim thickness above the spring plate. Addition of 0.1 mm
thickness will increase the nozzle opening (release) pressure by approximately 7.4bars (108
Ib.f/sq.in). Removal of shims will, of course, reduce the release pressure by a similar
amount. Alternatively a change of 10 atmospheres. represents a shim change of
approximately 0.14 mm (0.0055”).
If the injector is dismantled and components replaced, or new shims are fitted, then the
release pressure should be set at 303 bar (4400 Ib/sq.in) to allow for component settlement
during initial running. a
The stated pressure of 303 bar (4400 Ib/sq.in) is nominal and engines should operate
satisfactorily at a settled pressure as low as 276 bar (4000 Ib/sq.in) under optimum
conditions.
WARNING: The n o d e spray is highly penetrating and should be directed away from the
operator’s hands and body. The workingpressurecan cause the oil topenetrate theskin with ease.
7.6. TECHNICAL DATA
Maximum differential pressure across filter (indicates blockage) 10 psi (0.7bar)
Injector release pressure 4,400 psi (303 bar),
+/- 100 psi (7bar)
Also see ’Fuel Control System’ Technical Data, Page 11-14
KEY
Qp PRESSURE GAUGE
L
QT TEMPERATURE GAUGE
T
T RELIEF VALVE
CHECK VALVE
-I I- FLANGE0 CONNECTION
HIGH TEMPERATURE ALARM
I
I
I
I
I
.-I- ----
LUER!CATING OIL
PRIMING PUMP
--_----J LUBRICATING OIL
PRESSURE PUMP
-
Lastlrmed llM3 8-3 Mirrleer Blackstone Ud
Section 8 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
-
- BLACKSTONE
-
Figure 143 Lubricating Oil Flow from Compound Gear Bearings to Camshaft
Bearings, Pumps, Tensioner and Cylinder Heads (identical flow on both banks)
1. Camshaft End Bearing
2. Connections to Cylinder Heads
3. Water Pumps and Belt Tensioner
4. Sump
5. Camshaft Bearings
6. Flow from Compound Gears
a
-@
$
'I.
0
-
Figure 144 Lub Oil Feed To Raw Water
Pump And Belt Tesnioner (Similar Feed
To Fresh Water Pump)
A dipstick is provided for checking the oil level, which must never be allowed to fall below
the ’MIN’ mark. The level may be checked whilst the engine is running.
A list of approved engine lubricating oils is given in Technical Data, Page 2-8.
a) np011 -Gened
The lubricating oil life depends on its original quality, on the engine’s mode of operation
and on the fuel quality.
If at any time there is an unexpected variation in the pattern of oil renewal periods, or a
sudden rise (or fall) in the daily oil consumption, the reason should be investigated.
Analysis of the oil may suggest the best line of investigation to be followed.
Full advantage should be taken of the facilities normally offered by the leading oil suppliers
of analysing samplesof the oil and advising on its suitabilityfor further service. If the checks
are made initially at intervals of 500 hours running, this will establish the oil change period
relevant to the particular installation.
2) A pipe flange is normally provided at the highest end of the lubricating oil priming pump
outlet pipe, to drain the oil using theprimingpump. Alternatively, the oil can be drained by
removing the drain plug fitted to the flywheel end of the sump.
3) Read the technical instructions for the oil-cooler and, if fitted, the engine lubricated
turbocharger. Drain and/or vent as required. Drain the lubricating oil filter.
6) Renew the filter element(s) in use (pages 8-8 and 8-9) if the engine is to be filled with
new lubricating oil.
12) After five minutes, switch off the lubricating oil priming pump and fill the sump with oil to
the 'MAX'mark on the dipstick (Figure 146).
Renew the filter element(s) at the earliest possible opportunity when any of the following
limits are exceeded:-
1. If the pressure drop across the filter exceeds 1 bar (15 psi).
e
Lasthed urn3 8-7 Mirrlees Blacktone Ud
MIRRLEES =
Section 8 ESL 12 & 16 Mk2
INSTRUCTION MANUAL,
a
After the first 100 hours running following installation or overhaul and subsequently every
2,000 hours running. This period may be reduced in arduous running conditions.
-ex Lubricating 0il Filter Element Renewd
Suares Reauired;
I) Filter element@).
2) Filter cover seaL
Removal
Stop the engine and allow to stand for approximately 30 minutes, to allow the lubricatingoil
to drain from the pipework.
0
-
Figure 147 - Simplex Lubricating Oil Filter
a
LastIrmcd llU93 8-8 Mirrlces Blacbtonc Ltd
MB
=BUCKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 8
CAUTION:Take care not to allow any dirt to enter the clean side of f h e m e c If there is any risk
of fhis occum'ng, remove the outer casing tofacilitate cleaning.
hstallation
13) Fit the new element(s), the element locators and magnetic plug.
14) Fit the element retainer and tighten down until all spring resistance is overcome.
15) Fit the filter cover using a new seal and evenly tighten the retaining bolts progressively to
310 Nm (230 1bf.ft).
16) Fit the bleed plug using a new washer and then loosen slightly.
17) Place a suitable container beneath the bleed plug and switch on the lubricating oil priming
e pump. Tighten the bleed plug when a steady flow of air-free oil is obtained.
18) When the lubricating oil system is fully pressurised check all disturbed connections for
leaks.
Soares Reauired:
e I) Filter element(s).
8) When all lubricating oil is drained off, re-fit the drain plug.
13) Remove the magnetic plug, if fitted. Remove the magnet cages from the plug.
14) Thoroughly clean all filter components and joint faces, using a suitable solvent. Renew any
seals as necessary.
CAUTION: Take care not to allow any dirt to enter the clean side of thejilteE If there is any risk
of this occum'ng, remove the outer casing to facilitate cleaning.
1. Bleed Plug
2. Cover
3. Cover fastener
4. Priming valve
5. Drain plug
a
6. Changeover valve
7. Filter element lccator
8. Magnetic plug
9. Filter element
10. Cover seal
11.Filter element retainer
a
Last Issued 1/1/93 8-10 Minlcu Blackstone Ud
MB
=BLQCKSTOh'E
ESL 12 & 16 Mk2
INSTRUCTION MANUAL.
Section 8
;Installatioq
15) Fit the element(s) and, if fitted, the element locator and magnetic plug.
16) Fit the element retainer and screw down until all spring resistance is overcome.
17) Fit the cover using a new seal and evenly tighten the securing bolts.
18) Loosen the bleed plug. (NOTE:If the engine is not running, operate the lubricating oil
priming pump during stages 5-7).
19) Open the priming valve to fill the filter with oil.
20) Tighten the bleed plug when an air-free flow of oil is obtained.
21) Check all disturbed connections for leaks and close the priming valve.
22) With the engine running, turn the filter changeover valve to L.H. and record the lubricating
filter differential pressure reading.
NOTE: This value will provide a reference to indicate any future filter element blockage.
23) Select the filter changeover valve to R.H. The newly installed filter element should not be
used until the element in use (in this case the R.H. element) is renewed. This ensures that
neither filter bowl is allowed to stand idle for excessively long periods.
For illustrations of the particular valve, and any specific instructions, refer to the
manufacturer's technical instructions.
e Saares Reauired;
Associated Tasks:
Dismantling
4) Isolate the engine starting system and set the engine control lever to 'STOP'. Loosen the
drain and bleed plugs and drain the lubricating oil filter (page 8-9).
5) Remove the setscrew from and remove the changeover valve handle.
-
Lastlssued 1/1/93 8-11 Mirrlccs Blacbtonc Ltd
MIRRLEES =
Section 8 ESL 12 & 16 Mk2
INSTRUCTION MANUAL AB
-
- BLACKSTONE
6) Remove the 'woodruff key from the valve shaft.
8) Remove the screw from and lift off the upper end cover.
12) Remove the screws in the upper end of the lower valve.
13) Lift the lower valve plug sufficiently to enable the '0'ring to be renewed.
m
Assemblv
NOTE: During assembly ensure that the orientation holes in the lower valve plug and coupling
are a4acent to each other as are those in the upper valve plug and covez
14) Place the lower valve plug in position.
23) Bleed both filter elements (page 8-11, stages 4-9) using the lubricating oil priming pump.
24) When the engine is next run, check all disturbed connections for leaks and check for correct
lubricating oil system instrument indications at normal speed and full load.
8.4. E n P
a
LnrtIrsucd l/l/93 8-12 Mirrlccs Blackstone Ltd
MB
=BLACKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 8
The procedure to renew the pump shaft oil seal is given below. See the manufacturer’s
manual for any other maintenance instructions.
Pumo Shaft Seal Renewd
Suares Reouired;
1. Oil seal and retaining circl@.
AssociakUbks
1) Drivebelt and guard replacement.
2) Pulley replacement.
12) Check the area for leaks when the engine is next run.
b) Enpine Driven Lubricatinp Oil Puma Reolacement
Associated Tasks;
0
LastIrsucd 1/1/93 8-13 Mirrleca Blacktone Ltd
Section 8 ESL 12 & 16 Mk2
INSTRUCITON MANUAL
-
- BLACKSTOh!E
Lubricating oilpumppulley weight: 27 kg (60 16)
Removal
Place a container below the lubricating oil pump, to catch any spillages.
Disconnect the pump inlet and outlet connections.
Support the pump and remove the bolts securing the flange to the crankcase.
Remove the pump assembly.
llnstallatian
Place the pump in position and loosely fit the securing bolts.
a
Last Imred 1/1/93 8-14 Mirrlecs Blackstone Ud
ESL 12 & 16 Mk2 Section 8
INSTRUCTION MANUAL
ZZ BLICXSTONE
10) If the lubricating oil filter is positioned above the pump, bleed it (page 8-8 or 8-9). TOP
up the lubricating oil.
11) When the engine is next run, check any disturbed connections for leaks.
Spares R e u u i d
?b achieve a rapid engine warm-up, a thermostatic control valve is fitted which mixes oil
from the cooler with uncooled oil from the pump (see Flow Diagram, Figure 140). The heat
sensitive element is designed to 'fail-safe' in the open position. (This directs all oil through
the cooler and may be indicated by low lubricating oil temperature). The connections 'A,
'Band 'C' are marked on thevalve body. On installation they must be positioned as shown
in the systems diagram provided.
In good operating conditions, the valve should only require cleaning and '0' ring renewal
every two-three years.
Shut down the engine and drain the lubricating oil system to below the level of the
thermostatic control valve.
Remove the bolts securing portion 'A'of the valve to the valve body.
Either:
remove a section of the valve to filter pipe, complete with portion 'A,taking care not to
damage the element.
OR, if easier a
undo the two pipe flanges at 'B' and 'C' and remove the valve body, complete with the
element.
Remove the element, gasket@)and ' 0 ring from the valve body. (If the element has failed,
itwill be jammed open). Test the element for correct operation (see below) unless it is being
renewed.
Clean the inside of the valve. Fit the new '0' ring after smearing with lubricating oil.
Fit the new element in the valve body and refit the valve body, using new gaskets.
CAVTI0N:Take care to assemble the valve with connections 'A', 'B' and 'C' in their correct
positions.
Top up the lubricating oil system.
Run the engine and check the oil temperature whilst the engine warms up and then over its
a
full speed range. Check all disturbed connections for leaks.
Saecial TooIg
Associated "ask g
0
LastIsucd 1/1/93 8-18 Minlccs Blackstone U d
a MB
=BIACKSTOm
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 8
5) Place the assembly in water (NOT OIL) at approximately 5oC (9OF) below its nominal
rating.
6) Heat the water slowly.
COOLING SYSTEM
For details of the particular installation, see the systems diagrams provided with the engine
documentation.
Where jacket water pre- heating is a requirement an off engine immersion heater together
with a motor driven circulating pump can be incorporated in the jacket water system.
Water from the oil cooler, intercooler, engine and turbocharger is fed to the F/W
thermostatic valve mounted off engine. The thermostatic valve is fkted to ensure a rapid
e engine warm up and to maintain the engine F/Woutlet temperature within defined limits. A
temperature sensitive element in the valve controls a piston which adjusts the ratio of
cooled water (via the F/W cooler) to uncooled water (direct from the engine) that flows to
the pump.
The pump (Figure 158)has acentrifugal impeller mounted on the shaft. The shaft is sealed
against water leakage by a carbon-ceramic mechanical seal and is mounted on ball
bearings, which are lubricated with engine oil fed by a pipe from the 'B' bank camshaft free
end bearing. The oil level in the pump is controlled by an overflow pipe which drains into
the engine sump. The shaft is sealed against oil leakage by two lip seals either side of the
bearings. The pulley is an interference taper fit on the shaft and is removed using the
hydraulic pack.
Water is fed from the pump to the integrally cast crankcase water jacket. A stackpipe
transfers some of the water from the water jacket to the turbocharger water inlet pipes.
0
LastIuyCd llv93 9-1 ' Mirrlces Blackstone Lld
Section 9 ESL 12 & 16 Mk2
INSTRUCTION MANUAL MB
-
- BZACKSTOhW
,________________.
Figure 154 - 'Qpical Single Circuit Water Flow Diagram
I 39 I
54 Oil Cooler
17 Intercooler
97 Fresh Water Pump
98 Thermostatic Valve
2
99 Radiator c
100 Header 'hnk
10.5 Heater v
106 Circulating Pump
3
C
C
$t
DRAIN AT
LOWEST POINT
-
I TO BE POSITIONED AS CLOSE
AS POSSIBLE.
(Figure 155 shows a BBC VTR 201 type turbocharger outlet installation). After passing
e through the turbochargers, the water passes through flow controlling orifice valves and is
returned to the water outlet manifold where it joins the flow from the cylinder heads.
The remainder of the water in the crankcase water jacket flows along each cylinder bank
into cavities surrounding each cylinder liner. These water cavities are sealed, at the top of
each liner byametal-to-metaljointwith thecrankcase, and at the bottom bytwo’o’rings
(Figure 49). Two drain plugs fitted to the crankcase at the flywheel end (Figure 4) allow the
crankcase cavity to be completely emptied of water, either for storage in cold conditions, or
if the liners are removed (see Page 3-38 for description).
Drilling in the top face of the crankcase transfer water to the cylinder heads. The cylinder
head drillings are angled to direct the water through the large cooling channels inside each
cylinder head. The water is then fed by pipe to the water outlet manifold (Figure 155). A
bleed tap is fitted to the flywheel end of the manifold.
A flow control device is fitted between the water manifold and the thermostatic control
valve. This is set up to give the correct water temperature rise across the engine, at normal
speed and full load (see Technical Data for limits).
For details of the fresh water cooler, see the manufacturer’s manual.
Ouality
It is essential that the water used is clean, non-corrosive and has a low, dissolved-mineral
content (i.e. it should not be ’hard’). If it is not, then blockages, sediment or scaling will
occur, reducing the cooling efficiency. This will eventually result in overheating and
reduced engine efficiency.
NOTE: The most rapid scaling may be caused by water leaks from the system. Thefrequent
topping up resulting, introduces large quantities of dissolved minerals. It is therefore important
that such leaks are repaired as quickly as possible.
If in doubt about the quality of any water available, please consult a local specialist.
This kit includes the necessary pH and conductivity test equipment for water analysis.
Add i tivez
There are a large number of water additives available for various purposes, e.g.
anti-freeze, corrosion inhibitors. Care must be taken in their selection and use as some
additives may react adversely with particular engine components or with other additives.
The instructions supplied by the additive manufacturer must be strictly adhered to.
Draining
The F W system should be drained with the engine cold in order to avoid thermal stresses.
The main water spaces can be drained by opening the off-engine drain (see installation
drawing) and opening thewater manifold bleed tap. If necessary thecrankcasecavitycanbe
completely drained by attaching drain hoses to and opening the two crankcase water drain
valves (Page 3-38).
Filling
The F W filling point is also mounted off-engine and may be common with the drain point.
a Fill the system to the correct level on the make-up tank and open the water manifold bleed
tap to bleed any air from the system. Allow the system to stand for approximately 30
minutes, so that the water settles and top up the make-up tank.
If the engine overheats, forming steam in the system, allow the engine to stand for some
hours before adding cool water, to prevent thermal stresses.
Follow any bleeding operations for other equipment eg, radiators, coolers that are specified
in the manufacturer’s instructions.
The procedures are identical to that of the L.O.thermostatic control valve (Pages 8-17 to
8-18). However, the elements have a different temperature range (see Technical Data).
Suares reauired;
e-
Figure 156 - Fresh Water Pump
1. Pump outlet
2. Pump inlet
3. Forward housing attachement bolts
2) Forward to rear housinggasket.
3) Oil seals (ifremoved).
4) Water seal assembly (ifremoved).
Water Puma Dismantling
Remove the belt guard and drivebelt (Page 3-18).
Drain the system of water.
*
If necessary (see above) remove the pulley (Page 3-22).
Remove both lubricating oil pipes.
Remove the fonvard housing attachment boltshuts and remove the complete assembly.
NOTE: The impeller nut is a normal right hand fhread on sfandard rotation engines and a left
hand fhread on non -standard rotation engines.
Bend back the tabwasher and remove the impeller nut. (To prevent the shaft rotatingduring
this stage, it may be held by gripping the 19 mm flats at its forward end).
Remove the impeller, using two M15 x 1.5 jacking bolts. Remove the woodruff key, water
seal assembly, seal housing and flinger from the rear end of the shaft.
If required (see above) extract the shaft from the forward housing: -
a) Remove the forward oil seal and then remove the bearing retaining circlip.
b) Push the shaft and bearing assembly forwards and out of the housing (the bearing
outer faces are a slide fit in the pump housing).
The bearings can be removed from the shaft, if necessary, using a puller. To fit new bearings
either warm to 8OoC(176OF) in an oil bath, or press onto the shaft, (bearing on the inner race
only), using molybdenum disulphide grease as a lubricant.
b) Fit the shaft and bearing assembly into the forward housing, taking care not to damage
the rear oil seal.
c) Fit the bearing retaining circlip, coat the new oil seal with lubricating oil and press
into its recess.
Lubricate the outer diameter of the water seal and the rubber seal cup with water and fit it
into the seal housing. Fit the flinger and seal housing to the forward housing.
Fit the water seal assembly, spring, woodruff key and impeller on to the shaft.
Fit a new tabwasher, tighten the impeller nut to 87 Nm (64 1bf.ft) (holding the shaft as
before) and bend back the tabwasher to lock it.
Fit the complete forward housing assembly to the rear housing, using a new gasket and
tighten the attachment boltshuts progressively to 55 Nm (40lbf.ft).
9.6. INTERCOOLER
Unless the engine is air to air intercooled, a water to air intercooler will be fitted. (see
Cooling System Description, Page 9-10).
To maintain the efficiency of the intercooler and to prevent both erosion and corrosion
occurring, both heat exchange surfaces must be cleaned regularly.
Spares Reauired:
Intercooler Removal
2) Remove one of the bleed plugs and allow the water to drain out of the intercooler (through
the inlet and outlet pipes). Fit the blecd plug.
3) Remove the intercooler/adaptor plate, air duct, complete with the air pipes.
NOTE: The adaptor plate and air duct are attached to the intercooler by bolts and studs, with
the joints sealed by 'Hylomar'.
4) Fit the intercooler lifting bracket and support by crane.
6) Carefully maneouvre the intercooler assembly clear of the engine. Place on a clean flat
surface.
Intercooler Installation
1) Clean the adaptor and turbocharger mounting bracket mating faces and apply 'Hylomar',
following the manufacturer's instructions.
2) Lift the intercooler and adaptor assembly carefully into position and fit the adaptor plate
mounting bolts using 'Loctite 241'. Torque evenly to 65Nm (48 1bf.ft).
Fit the intercooler air duct and pipes, using new gaskets. Clean the intercooler to air duct
mating faces and apply 'Hylomar', following the manufacturer's instructions.
Loosen one of the intercooler bleed plugs and open the raw water isolating valve.
Start the engine and run until an air-free flow ofwater is obtained. Tighten the bleed plug.
After 10 minutes engine running, bleed the intercooler again, to remove any residual air.
Check the intercooler and ducting for air and water leaks (Undo the air manifold drain tap
to check for raw water leaks into the air duct).
TECHNICAL DATA
.-
i 1
7
noroR DRIVEN
:ER VCLVE
COMPRESSOR
+ LUBRICATOR
Fig 162. - Qpical air start system flow diagram. &- REGULATOR
Figure 164
Figure 163 - Air Start Manifold Air Start timing Valve
The standard method of engine starting is by compressed air, which is fed in sequence to the
cylinders, forcing the pistons down and causing the crankshaft to rotate.
The compressed air is stored in bottles, otherwise known as 'receivers', which are normally
charged by an air-compressor. This should be arranged to cut in when the bottle pressure
falls below 360 psi (25 bar) and to cut out when the bottle pressure exceeds 400 psi (27.5
bar), unless otherwise specified. A drain plug is provided on each bottle, to enable
condensate to be removed. This should be done a, as water in the air start system can
damage the engine and cause corrosion. Apressure relief valve is fitted to the compressor
and also, if required, to the air bottles. Fusible plugs are fitted to the bottles and compressor
to release the air pressure to atmosphere in the event of fire, if specified by Survey
regulations.
The air is fed from the storage bottles, through isolating valves, to the engine control lever
assembly. An isolating valve in the assembly is linked to the control lever (Figure 171n).
When the control lever is moved to 'START', a cam opens the valve and allows air to pass
through the air start manifolds to the airstart timingvalves,one in each tappet block (Figure
164). (If required by Survey regulations, a bursting disc is fitted to each manifold. The four
setscrews holding the disc and its guard in place must be evenly tightened to 14 Nm
(1Olbf.ft)).
-
NOTE: 12 cylinder engines air starting timing valves arejitted to all tappet blocks. I6cylinder
-
engines on certain installations,air starting timing valves may befitted to the tappet blocks on
one bank on&).
The compressed air forces each timing valve down on to its seat against spring load. (This
movement also closes the tappet clearance to its specified figure). As at least one timing
valve will be held off its seat by one of the valve strikers attached to each fuel tappet, letting
air into its cylinder through a spring loaded non-return valve in the cylinder head, the
crankshaft will begin to rotate. The consequent camshaft rotation opens and shuts the
timing valves in sequence. Thus the crankshaft will accelerate until it reaches sufficient
speed for the engine to f i e (approximately 120 rpm).
When the engine control lever is moved to 'WORK',the isolatingvalve closes, shutting off
the air-start supply.
WARNING: Before starting any work on or near moving parts of the engine, isolate the
air-start ystem and set the control lever to 'STOP'.
e For setting the air start timing valve, tappet clearance, see "mppet Block Assembly', Page
5-17.
10.2. p cHNICAL DATA
Maximum air-storage bottle pressure (standard size) - 400 psi (27.5 bar)
Minimum air start pressure - 160 psi (11bar)
Compressor cut-in pressure - 360 psi (25 bar)
Compressor cut-out pressure - 400 psi (27.5 bar)
-
Air-start timing valve tappet clearance - 0.05 mm - 0.15 mm
- (0.002 in - 0.006 in)
..
-MB
-BLQcXS7tXVE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 11
I
Figure 165 - Mechanical Overspeed Rip - GovernorMounting Shown is
Non-standard)
Operating Cable 1. Cable adjuster
2. Latch operating lever adjusting screw
1. Spring 3. Resethandle
2. Butterfhl 4. Latch
3. Latch operating lever adjusting screw 5. Bob weight, on idler gear
4. Reset handel and latch 6. Latch operating lever
is held open by a tensioned cable, which is held tight by a latch mechanism at the flywheel
end of the engine (Figures 165 & 166).
The latch mechanism is activated by a spring loaded bob-weight attached to the idler gear
(Figure 168). If the engine speed exceeds the pre-set overspeed trip rpm setting, the
bob-weight's centrifugal force overcomes the spring load and moves outwards, where it
contacts the latch operating lever. This displaces the latch, releasing the cable tension and
allowing the butterfly to close under the action of its spring.
NOTE: When the engine is operating on high load, closure of the butterjly may result in
turbocharger surge, but this is not detrimental.
Adiustmmt
a
e
Lnstlssucd 111193 11-3 Mirrlccs Blackstone Ltd
Section 11 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
adjuster decreases the speed at which the trip operates. After any adjustment, check that
the bob- weight is free to move over its full range. Check that the latch is free to move over
its full range. Check that the latch operating leverhrip weight and the latcwreset handle
clearance are correct (Figures 168and 169). Test the operation of the system during engine
running. 'Ib do this, the electronic overspeed system can be temporarily disabled by
disconnection. The governor can be overridden by using a spanner on one of the control
shaft levers.
In an emergency, the butterfly valve can be locked open, but must be rectified at the earliest
possible opportunity.
W-G: Other than in an emergency, do not run the engine with the overspeed h p
mechanism oul of action.
If the mechanism does trip, it can be reset after checking the engine and clearing any
obvious faults. To do this, turn the reset handle until the latch clicks home and the cable is in
tension.
Settine Clearance Between Oneratine Lever and OveI ' S D m D Wl2iP-W 1691
NOTE:- all threads to be degreased before
assembly.
Assemble operating lever spindle into
housing and then fit to the crankcase w Fig 169
(grease oil seal and bushes on assembly)
Apply Loctite 572 to the spindle housing
thread and tighten to 100 1b.ft (136 Nh4).
+
-
~~
In the unlikely event of a crankcase explosion, the relief valves fitted to the crankcase doors
open to prevent a pressure build up. The valves immediately close to prevent the ingress of
air into the crankcase and the possibility of a secondary explosion. The valve incorporates a
flame trap to prevent the emission of flame from the crankcase.
A crankcase explosion is indicated by the expulsion of a large quantity of white oil vapour,
without an audible sound.
WARNING: In the event of a crankcase explosion:
1) Shutdown the engine immediately.
a
2) On no account open any engine doors for at least 15 minutes ftf shr iown before
investigating the cause of explosion to eliminate the risk of secondary combustion.
113. m G I N E CONTROL SYS"E3J
The external cam limits the travel of the fuel control linkage on start-up and also locks the
linkage at zero fuel when the control lever is at 'STOP'. This cam is also fitted with an
electrical switch connected to the instrument panel 'pre-prime' lamp, The switch may also
be used to trigger an electrical lubricating oil priming pump, if fitted in place of the air
powered pump.
Asecond electrical switch can also be fitted to operate an electrical engine starting system, if
required.
The governor to fuel pump linkage must be precisely set to ensure efficient and balanced
engine running under all operating conditions. Adjustment may be necessay if the fuel
pumps or governor are renewed, or if the linkage is damaged. Figures 173 to 176 show the
linkage and the various adjustment points.
The sprung governor output lever prevents. the governor servo mechanism being
overstressed if it is manually overidden, eg when the control lever is moved to 'STOP',
MB
= BLACKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 11
forcing the fuel control linkage to zero fuel (see Engine Control Lever Assembly, above).
The lever is match marked to the splined governor drive shaft and is clamped in position by a
pinch bolt. The two fuel control rods are attached to a slot in the lever via a link and a pinch
bolt. The slot is fitted to enable the no load to full load governor travel (2 to 8 on the
governor scale) to be matched to the individual engine speed/load requirements. Its correct
position is marked during manufacture.
A flat is cut on each fuel control rod thread and marks the correct position of the adjacent
rod end locknut. The 'A' bank control shaft operating lever is fitted with a fuel cut-off
adjuster screw, which contacts the external cam of the control lever, when it is set to 'STOP,
'PRIME' or 'START'(see Engine Control Lever Assembly above).
Each fuel control shaft isclamped and pinned to both the rack operating levers and the shaft
e operating lever. The shafts are carried in bearings which occasionaly require grease
lubrication. In the event of fuel control linkage stiffness, the bearing lubrication and
alignment should be checked.
Each fuel pump rack is attached to its control shaft by a lever incorporating a leaf spring
which, in the unlikely event of pump seizure, deflects and allows the remaining pumps to
remain under governor control (Figure 174).
The fuel rack fork ends are adjustable, so that the fuel rack settings can be initially set to
dimension 'R' (Figure 175). Each fuel pump operating lever is fitted with an adjusting screw
to enable the pumps to be fiiely balanced to give even cylinder head temperatures at full
load. The leaf spring is equipped with a slot which enables the pumps to be similarly
balanced on no load. Altering the vertical position of the rack operating pin in the slot,
alters the rack setting at idle but does not affect the full load setting. It is recommended that
the rack operating pin is greased periodically.
e Settine UD the Fuel COntrol Linkaee
1) Isolate the engine starting system and set the control lever to 'STOP'.Ensure the governor
electical supply is switched off.
n -
I f the remove&
a) Fit the governor lever to the splined shaft, aligning the match marks. If a new governor or
lever is being installed these must be aligned so that the lever is vertical when the governor
scale is reading 15%. Tighte n the pinch bolt.
b) Fit the link to the governor lever moving it in the slot to align the vertical match marks. If a
new link or lever is being installed, transfer the match marks.
c) Fit the fuel control rods, aligning the flats on the threads with the rod end locknuts. See
Figure 173 for approximate pushrod lengths.
a) Move the rack to its full load position (this positionvaries, according to the engine rating):
CV Pumps - Move the rack to set dimension 'R', Figure 175.Agauge is normally provided
for this purpose - if not available, the dimension 'R' is stamped on the Spill Timing Plate.
CC Pumps - The rack is graduated (Figure 135), therefore move the rack to bring the rack
pointer to the correct setting, stamped on the Spill Timing Plate.
Fit the rack operating pin centrally in the leaf spring slot.
a b) Position the rack correctly. relative to the rack operating mechanism: Check that gap 'S,
Figure 175 is set to 51 mm (2.01in) for CV pump, 53.5 mm (2.11in) for CC pump. Loosen
the locknut and adjust the position of the fork end on the rack to achieve this dimension, if
necessary, and tighten the locknut.
3) 'Ib check that the governor to fuel control shaft linkages are correctly set: turn the control
handle to 'WORK and hold the fuel control linkage so that the governor scale reading is
80% full load. Check that the No. 1 cylinder fuel pumps on each bank are both set to
dimension 'R' (CVpumps) or the correct graduation (CCpumps) as before. If both pumps
are incorrectly set, correct using the governor lever adjusting screw (Figure 173). If one
pump is incorrectly set, correct by adjusting the length of the appropriate control rod.
4) Release the fuel control linkage and check that the governor scale reads 40% with the
control lever set to 'START, and reads 0with the lever set to 'STOP'.Adjust the fuel cut off
adjuster screw, if necessary to achieve these figures. Set the control lever to 'STOP'.
5) Start the engine and apply full load (Page 12-1). Check that the cylinder head
temperatures are balanced. See technical data section 6 paragraph 6.5. Adjust the rack
adjusters, if necessary, to achieve these figures.
6) Remove the engine load and re-check the cylinder temperatures at idle, which should still
be balanced. Refer to Paragraph 5. Adjust if necessary by altering the position of rack
operating pin in the leaf spring slot upwards to reduce the temperature and downwards to
increase it. Re-check the balance at full load after any adjustment.
a) a
A mecury in glass thermometer (Figure 155) is fitted to each turbocharger water jacket to
measure the water outlet temperature. If replacement is necessary there is no need to drain
the fresh water system since the thermometers are pocketed.
-
11.5. -NE I N
The following standard instruments are housed in the panel (See Fig 176).
Bowden tube 63mm diaglycerine filled pressure gauges. In the case of fuel and engine oil a
button is provided enabling the pressure to be read before and after the filter. These gauges
are piped internally to external bulk head fittings.
Digital exhaust temperature unit driven from on engine thermocouples and complete with
cylinder selector switch.
Digital tachometer driven from an on engine magnetic pick-up (see Fig 178)and complete
with an engine total hours run meter. In addition this unit provides engine speed
information to the integral alarm system.
The system is designed to give fuly integral engine mounted alarm and shutdown protection
in the event of low lub oil pressure and overspeed.
It would be expected that this system would operate in conjunction with a full off engine
alarm panel. Accordingly both overspeed and low lub oil pressure would normally be set
after the off engine system operating levels.
Care must be taken to ensure that all shutdown signals both on and off engine parallel into
the governor shutdown circuit.
Clean controls are provided for both fault channels together with “engine running” and
“protection timer operated” conditions.
If renewing an MPU, the gap between the end of the MPU sensor and the top of the
adjacent gear tooth must be set at 0.5 - 0.8mm (0.02 - 0.03 in).
Before starting the engine for the first time, read the stopping and emergency stopping
sections (below) and the instrumentation section (page 11-12).
CAUTION:
1. Do not run the engine without theflywheel-end section of the exhaust heatshield
fitted, or the governor may overheat.
2. Drain thefresh and raw water systems and the MW water pump selfpriming tank
ifthere is any risk of the waterfreaing whikt the engine is stopped.
WARIMNG:
Do not run the engine without the safety guards and heatshieldsfitted unless
specified. Always isolate the air-start system before working on any movingparts.
-
12.1. D R T I N G NORM&
3) Check that the air start bottles are fully charged (see Technical Data for minimum start
pressure page 10-3). If the engine has been standing for more than four weeks, drain any
moisture from the turbocharger compressor and turbine casings (see Turbocharger
Manual).
4) Check that the isolatingvalves are open and that any controlvalves are at the correct setting,
on the following systems:
Raw water
e Fresh water
Fuel
Engine LO.
Air start
5) Switch on the electrical supply and switch on the instrument panel.
6) Turn the control handle to 'PRIME', starting the Lub Oil priming pump.
7) When the Lub Oil pressure has reached 15 psi (1 bar), pause to allow the oil to reach the
engine extremities before turning the control handle to 'START'.
8) When the engine has started, turn the control handle to 'WORK'.
9) Close the air-start system isolating valve and charge the air-start bottles.
10) Apply the engine load at the rate recommended for the installation.
2) Run the engine for approximately five minutes on no load, to allow the engine to cool
gradually.
3) lbm the control lever to 'STOP'.Start the lubricating priming pump to ensure adequate
turbocharger lubrication after shutdown and even cooling of components such as the piston.
4) When the engine has stopped, close the fuel and raw water isolating valves.
5) Switch off the radiator cooling fans, if fitted.
6) Switch off the instrument panel and, unless needed, switch off the electrical supply.
123. STOPPING - EMERGENCY
1) Remove the engine load.
It is possible to run the engine after the following specified component failures if absolutely e
necessary.
The engine must be closely monitored, if run under these conditions, to avoid damage.
a) Driven Pumu Failure IL.0.. F.W. & R.W. sv&m&
In the event of an engine drive pump failure, connecting points are provided, SO that
off-engine standby pumps may be used. In this event, a blanking plate must be fitted across
the delivery pipe from the failed pump, to prevent fluid leaking through the pump.
The standby pump must be started before the engine is started.
If sufficient standby pumps are fitted, the engine driven pumps can be disengaged by simply
removing the drivebelt (page 3-18).
b)
In the event of turbocharger failure, the engine may be run in an emergency,but this should
be for the minimum possible time. The shaft of the failed turbocharger must be locked (see
turbocharger manufacturer’s manual).
The engine’s performance will be severely reduced and the highest temperature of any
cylinder will govern the maximum engine output. (The maximum cylinder temperature
must not exceed the maximum full engine load temperature, shown on the engine’s test data
sheet, or the engine and/or turbine blades may be damaged.) nrbocharger failure may be:
The stationary turbo compressorswill prevent an adequate flow of air reaching the engine.
l i overcome
~ this problem, the turbocharger air outlet pipes and the adjoining intercooler
air duct must be removed to allow air to flow directly into the intercooler.
C) Sensor Failure
2) Check that the fresh water, lub oil and fuel systems and also the raw water system, if it is a
radiator cooled, closed-circuit system are full, primed and bled.
3) Isolate the air-start system and bar the engine over for two complete revolutions, to ensure
it is free to turn.
4) Follow stages 1-9, page 12-1 (engine starting procedure). Finely adjust the intercooler
control valves, if necessary (Page 9-12).
5) Run the engine for 5-10 minutes on no load, monitoring the instruments. Whilst the engine
is running, bleed the intercooler (page 9-14). Close the air-start system isolatingvalve
and charge the air bottles. Shutdown the engine and isolate the engine starting system.
6) Wait for five minutes, to allow the lub oil to drain into the sump.
7) Remove the crankcase and camshaft-drive doors on one side of the engine. Check by
touch, that the main and large end bearings are at an even temperature to ensure that none
of the bearings have overheated.
8) Grease the water pump glands (if fitted with gland seals).
9) Grease all exposed bright parts.
10) Marine propulsion engines - empty the governor control delay mechanism (when fitted)
and refill with Shell Fusus Oil ‘K, working out the air by moving the control wheel several
times from ‘Full Ahead’ to ’Full Astern’, allowing the delay mechanism to operate each
time.
11) Disconnect any batteries. Treat any ancillary equipment or driven machinery according to
the maker’s recommendations.
An engine and driven unit mounted on bonded rubber anti-vibration mountings should be
chocked up during any period of lay-up to take the weight off the mountings.
c) 12) Tie a label on the control handle, with a list of ALL systems drained, valves closed, etc.
- mmissionine the Enpine
When the engine is to be put into service again, drain off as much of the preserving oil as
possible from the sump by using the priming pump whilst barring the engine round. Drain
the fuel and lubricating oil filter bowls. Drain the turbocharger reservoirs, check that the
rotor will spin freely, then fill the reservoirswith lubricating oil. Fit the turbocharger water
drain plugs. Empty the daily service fuel tank of preserving oil. Ensure that all items listed
on the control handle label are actioned. Re-commission ancillary equipment or driven
machinery. Follow the after overhaul start procedure (page 12-3).
12.7. ENGINES ON STANDBY DUTIES
If an engine is on standby duty, it is recommended that it is run for a few hours, including a
period on load, at least every 2-3 months - more frequently if possible. For lubricating oil
renewal periods, see page 8-6.
If the engine is on immediate readiness standby duty, it should be primed to 0.25 bar (4psi)
lubricating oil pressure, every five hours.
12.8. ENGI N E MAINTENANCE
a) General
The intervals at which an engine will require servicing, and the life of the various
components, will depend on the engine’s mode of operation and the raw water and fuel
quality -the more adverse these are, the more frequently servicing will be needed.
Conversely, the better the conditions, the less frequently servicing will be needed.
Good conditions would include:
b) &
W-e
Refertotheengine’ProductionTest Sheet’and theTechnica1 Data (page2-5) as necessary
for details of operational parameters.
ance CLwIw
LO. System Check level
Check temperature
- Check pressure
- Check and record differential (filter) pressure
lkrbo L.O. System (if separate) - Check level
Fresh Water System - Check level in make up tank is at least
three-quarters full
- Check temperature
Air-Inlet System - Drain any water from the turbocharger bracket
- Check pressure
- Check temperature (if temperature sensor is
fitted)
Exhaust System Check all temperatures
Fuel System Drain any water from the fuel tank
Check level
- Check pressures
Air Storage Bottles - Check pressure
Instruments and Lamps - Check correct function
Planned Maintenance
e Refer to service schedule 02/73351 Page 12-8
Weeklv Maintmnce Checks
Air Start Bottles - Drain any water (before charging)
Fuel control linkage (from - Lubricate
governor to fuel pump racks)
Pump gland seals (if fitted) -
Grease
Battery (if fitted) -
Check electrolyte level
Mechanical governor (if fitted) -
Check oil level and lubricate the spring box
c) ’BunninP-In’ w e n a n c e mer comm issioning or overhail)
In addition to the normal servicing routine, the following tasks should be carried out at the
stated periods after the engine is commissioned or after a major overhaul:
0
Lartmed lm3 12-7 Mirrlcu Blackstone Ud
MIRRLZES
The procedure for fault findbg falls into a set sequence, whatever the :-
1) Analysis of the symptom(s) and all available data and clues eg, instrument readings, exhaust
colour, unusual noises.
2) Visual inspection for any obvious faults eg. loose connections, leaks, cracks.
a
LastIoued llV93 12-10 Minlecs Blackstone Ltd
a
.
MB
The defects listed are:-
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 12
Page
1. Engine fails to rotate. or rotates slowly on 'START'. ....... 12-12
2. ........
Engine turns at full starting speed. but fails to start 12-12
3. Engine starts. but immediately stops..................... 12-13
4. Engine falters when load is applied...................... 12-13
5. Engine stops after running normally..................... 12-13
6. Engine speed irregular on no load....................... 12-14
7. Engine loses power on full or no load.................... 12-14
8. Engine runs unevenly on steady load..................... 12-15
9. Engine knocks (combustion origin)...................... 12-15
10. Engine knocks (mechanical origin) ...................... 12-16
11 . Excessive engine vibration............................. 12-16
12. Sudden loss of lub oil pressure (will cause shutdown) ...... 12-17
13. Gradual loss of lub oil pressure......................... 12-17
14. High lub oil pressure.................................. 12-18
15. Low lub oil temperature ............................... 12-18
16. High lub oil temperature ............................... 12-19
17. Low fresh water temperature........................... 12-19
18. High fresh water temperature.......................... 12-20
19. High cylinder head exhaust temperature on one cylinder .... 12-20
20. Low cylinder head exhaust temperature on one cylinder.... 12-21
21. High 'cylinder head exhaust temperatures on one bank only .. 12-21
22. High overall cylinder exhaust head temperatures .......... 12-21
23. Low overall cylinder exhaust head temperatures ........... 12-22
24. Turbocharger surge................................... 12-22
25. Increased exhaust smoke after prolonged running ......... 12-24
26. High lubricating oil consumption ....................... 12-24
27. Fluctuating fresh water pressure ........................ 12-25
28. Fluctuating lub oil pressure ............................ 12-25
29. High fuel consumption ................................ 12-25
30. High fresh water consumption .......................... 12-27
31. Water in lubricating oil system ......................... 12-27
32. Water in air manifold or turbocharger bracket ............ 12-27
33. Excessive oil leakage from crankcase end covers .......... 12-28
34. High turbocharger water temperature ................... 12-28
35. ....................
Bearing metal in lubricating oil filter 12-28
36. Excessive fuel pump leak off ........................... 12-28
37. Carbon discolouration around exhaust pipe/manifold system 12-29
38. Pump drivebelt breakage. pulleys overheated or smoke from
freeendofengine .................................... 12-29
39. Cylic exhaust temp. fluctuations on heavy fuel operation.... 12-29
.
LastIssucd 1lW3 12-11 hliirlccr Blacbtonc Ud
MIRRLEES :
- .. . . 3 0 0 ~ ~ ~ ~ O O o r , .
Defect 2. Engine turns at fu11 starting sueed. but fails to s#&
a) Fuel unsuitable or contaminated.
Check- Xst fuel sample.
Rectification:- Drain and clean fuel system. Refill with the correct fuel and bleed.
b) Engine protection system or overspeed trip triggered.
Check and Rectification:- Inspect warning lamps and overspeed trip latch. Isolate cause
and rectify.
c) Governor faulty.
Check- Ensure correct operation and freedom of movement of fuel control system.
Rectification:- See governor technical instructions.
d) Air starvation
Check and Rectification:- Air manifold pressure. If low, clean or renew air filters or clean
intercooler air side.
e) Faulty injectors or fuel pumps.
Check and Rectification:- Remove and service.
f) Air or exhaust valve jammed in guides.
Check- Bar engine over and visually check that valves are not jammed.
Rectification:- Tv paraftin to free valves and check lub oil flow to cylinder head. If
possible, remove cylinder head and clean or renew valves and guides.
- ..... , O ~ ~ ~ ~ ~ ~
a Check and Rectification:- Inspect warning lamps and overspeed trip latch. Isolate cause
and rectify.
~ 0 0 0 0 ~ 0 0 0 0 -
Defect 4. Engine
- load is aDDlied.
a) Fuel starvation.
Check- Ensure fuel pressure is correct and check fuel tank level.
Rectification:- Refill tank or renew filter element. If OK, check low pressure fuel pump.
b) Faulty fuel pumps.
Check and Rectification:- Remove and service.
c) Fuel unsuitable or contaminated.
e Check- Test fuel sample.
Rectification:- Drain and clean fuel system. Refill with correct fuel and bleed system.
~ o o o ~ ~ a o
Defect 5. Engine after runn inp normallu.
-0oC3~~~0oo-
Defect 6. speed irregular on no IoELgt
a) Governor faulty.
Check- Ensure correct operation and freedom of movement of control system.
-
Rectification: See governor technical instructions.
b) Fuel starvation.
Check- Ensure fuel pressure is correct and check fuel tank level.
Rectification:- Refill tank or renew filter element. If OK, check low pressure fuel pump.
c) Fuel unsuitable or contaminated.
Check- Test fuel sample.
Rectification:- Drain and clean fuel system. Refill with correct fuel and bleed system.
- .
.~ , o ~ ~ ~ ~ ~ -
~ ~ o c . . .
Defect7. Enpine loses Dower on ful I or no load,
a) Fuel starvation.
Check- Ensure fuel pressure is correct and check fuel tank level.
Rectification:- Refill tank or renew filter element. If OK, check low pressure fuel pump.
b) Governor faulty.
a
Lnatlrmcd 1/l/93 12-14 Mirrlcw Blackstons ud
ESL 12 & 16 Mk2 Section 12
INSTRUCTION MANUAL
=BUCXSTOhZ
Check- Ensure correct operation and freedom of movement of control system.
Rectification:- See governor technical instructions.
c) Fuel unsuitable or contaminated.
Check- list fuel sample.
Rectification:- Drain and clean fuel system. Refill with correct fuel and bleed the system.
d) Air starvation.
Check and Rectification:- Air manifold pressure. If low clean or renew air filter or clean
intercooler air side.
a e) Faulty injectors.
Check and Rectification:- Remove and service.
- . . . 3 ~ o ~... . ~ ~ ~ ~ o o c
.. -
Defect 8. Eneine runs unevenlv on steadv load,
a) Governor faulty.
Check- Ensure correct operation and freedom of movement of control system.
Rectification:- See governor technical instructions.
b) Faulty Injectors.
Check and Rectification:- Remove and service.
c) Faulty fuel pumps.
'a Check and Rectification:- Remove and service.
-0000~~00-
Defect 9. Engine knocks lc-ust ion origin),
a) Cold water jacket or charge air temperature (if knocking occurs only at slow engine
speeds).
Check- Inspect air manifold temperature.
Rectification:- Adjust intercooler control valves.
e
LastIrsued 1/1/93 12-15 Mirrleu Blachtonc Ltd
Section 12 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
= BLACKSTONE
Rectification:- Adjust pump racks or timing.
c) Lubricating oil entering cylinder.
Check- Remove injector and check for deposits. Also, high exhaust temp may indicate this
fault.
Rectification:- Renew valves and guides or piston rings and liners as necessary.
d) Air or exhaust valve (tappet) clearances incorrect.
Check and Rectification:- Check, and if necessary, adjust clearances.
e) Air or exhaust valves jammed in guides.
Check- Remove rocker covers and bar engine round to check for correct valve movement.
Rectification:- Use paraffin to free any jammed valves and check cylinder head lub oil
flow. If possible, remove cylinder head and clean or renew valves and guides.
- ..
-
Defect 10.
- .,ooc7J -
Defect 11.
a) Engine mounting bolts loose.
Check and Rectification:- Check bolts and tighten if necessary.
b) Check engine driven machinery and flexible couplings (see manufacturer’s
instructions).
,e
LMtIrmed 1 / 9 3 12-16 Mirrlccs Bladotonc Ud
M
e = BLACXSTOh?E
B ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 12
-
Defect 12. Sudden loss of lub oil oressure Iwill cause shutdown)
a) Lub oil pipe failure.
Check- Check external pipework If OK, wait 15 minutes after engine shutdown and
remove crankcase, camshaft drive train and camshaft doors. Run lub oil primingpump and
check internal pipework for leaks.
Rectification:- Renew as necessary.
b) Main or large end bearing failure.
Check- Remove crankcase and camshaft drive train doors and inspect sump for bearing
metal. To help isolate failed bearings, run lub oil priming pump and check for excessive
flows from bearings.
Rectification:- Renew failed bearings.
c) Lub oil pressure regulating valve or lub oil pump failure.
Check- Run engine on standby pump (if fitted). Normal system pressure indicates pump
-
failure low pressure indicates regulating valve failure. Alternatively, check pressures at
test gauge tappings.
Rectification:- Dismantle and renew worn components.
- -= . .,ooo
Defect 13. GraduaI loss o f lub oil oressure.
(0 Low lub oil level - check and fill if necessary.
a)
b) Filter blockage.
Check- Check differential pressure.
Rectification:- Renew element if necessary.
c) Lub oil cooler blocked.
Check- Check system pressure either side of cooler, using the test tappings provided.
Rectification:- See manufacturer’s manual.
d) Lub oil pressure regulating valve failure.
Check- Dismantle valve and check working parts.
Defect14.
a) Lub oil pressure regulating valve failure.
Check- Dismantle valve and check working parts.
Rectification:- Renew components as necessary and reset valve.
- .......7 0 0 0 000-....
Defect 15. Low lub oil temoerah&
~ ~ 0 c 3 0 ~ ~ ~
Defect 16. ~h lub oil temaenture.
a) Engine overloaded.
Check and Rectification:- Reduce load and note results.
b) Thermostatic control valve failure or mis-assembly.
Check- Remove element and test.
Rectification:- Renew element if necessary.
c) Lub oil cooler blockage.
Check- Check system pressures (both raw water and oil) either side of cooler, using the
test gauge tappings provided.
Rectification:- See manufacturers manual and systems diagrams.
d) Raw water temperature high or flow restricted.
Check- Check that rawwater inlets and outlets are not blocked. Check rawwater suction
joints for air leakage.
e) Raw water pump failure.
Check- Run standby pump, if fitted. Significantly higher system pressure indicates a fault)’
Pump.
a
LastIssxed lW93 12-18 Minlscs Blackstone Ltd
ESL 12 & 16 Mk2 Section 12
INSTRUCTION MANUAL
a o o r ....... .. -
Defect17. Low fresh water temoerature
- .. ,000
Defect 18. High fresh water temaerature.
.
e
Lastlssucd llW3 12-19 Mirrlecs BlackstoneLtd
Section 12 ESL 12 & 16 Mk2
INSTRUCTION MANUAL MB
= BUCKSTONE
Rectification:- Adjust intercooler control valves, or rectify other faults as found.
- ..........., l o ~ ~ Q ~........... ~
. ~ -
o c
Defect 19. &Eh cvlinder head exhaust temaerature on one cvlinda
- . a o o ~ ~ ~ ~ c ? J o o ' ~
Defect 20. Low cvlinder head exhaust temaerature on one cvlindeG
e
L a s t h s d llU93 12-20 MinlceJ Blackstone Ud
M
a = BLQCXWONE
B ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 12
- . ...a~oo -
Defect 22. High QYerall cvlinder exhaust head temueratures.
- . . . . , o ~ o ~ ~ ~ ~ ~ o c -
Defect 23. .LowoveraII cvlinder exhaust head ternaeratum
- >
.......... o ~ ~ ~
..... , . . -
~ ~ ~ o o <
Defect 24. nrboch-
- . . . ~ . , o ~ ~ o.... ~ o o c r r
Defect 27. Fluctuat ine fresh water uressure
e
Lastlsrued 1Np3 12-23 Mirrlcu Blackstone Ltd
MIRRLEES=
- .......JOOO
o o o c....... -
Defect 29. High1 c o n s u m
a) Engine overloaded.
Check and Rectification:- Reduce load and note results.
b) Injectors faulty.
e
MB
a =BLACXSTONE ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 12
- ... . . , o O ~ ~ O ~ ~ O o r . . . -
Defect 30. High fresh water consumatim
. .
Defect 31. Waterinlubrlcatlne oil svstem
a) Oil cooler tube leakage.
Check and Rectification:- See manufacturer's manual.
b) Liner '0 ring leakage.
Check- Remove crankcase doors and inspect crankcase to isolate leaking '0' rings.
Rectification:- Remove liner and renew '0' rings.
c) Cylinder head gasket leakage.
Check and Rectification:- Renew gaskets.
-., .. . . . , o o ~ ~ ~ ~ ~ ~ o c .
Defect 34. MiPh turbochawer
e a) Water pressure low.
-
Check- Check system pressure if low, check on standby pump (if fitted). Significantly
higher pressure indicates faulty pump, otherwise the fresh water cooler is likely to be
blocked.
Rectification:- Dismantle pump and renew worn components or see cooler
manufacturer's manual.
b) Wrongly sized turbocharger water orifice valve.
Check and Rectification:- Try larger sized orifice.
~ 0 0 0 0 ~ 0 0 0 0 -
. .
Defect 35. Bearinp metal in lubnmtme oil f i l b
a) Bearing failure.
Check- Remove crankcase doors (at least 15 minutes after engine shutdown) and run lub
oil priming pump. Check for excessive oil leakage from bearings.
Rectification:- Renew bearings if necessary.
~ > o o c ... - J ~ ~ ~ c - J o o c . . . -
Defect 36. Excessive fuel Dump leak off
- .. .....9 0 ~ ~ Q J ~ ~ ~ ,., .o
. o c .
Defect 38. PumD d rivebelt breakaee. DUllevs overheated or smoke from free end of enpine
- . ... . > o o O ~ ~ ~ O
.... . . o o r
a) Build up and detachment of partially burnt fuel on the injector nozzle. Causing cyclic
variation of exhaust temperature as a result of combustion characteristic check and
rectification:- Poor coolant flow rate refer to section 7.1 fuel injectors.
- -
L a s t h c d 1/93 12-28 Minlcrs Blackstone Ud
MB
=BUCKSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 13
Contents
RAULIC P a.ENGINE L I m G AND INSTALLATIW
l3.1. PA
-CK & EO-
1. Hydraulic Pack.
4. Hydraulic Hoses.
a) - n€hQlI
1) It is usedwith stud tensioners to pre-stretch the most highly loaded enginestuds,whilst the
special nuts are tightened or undone (Figure 155).
This is more accurate and quicker alternative to torque loading, being independent of
friction between the nut, stud and surrounding engine surface. It prevents stud over
stressing and is used with up to six studs simultaneously, ensuring a precisely even load
distribution. The required access space is also less than that which an equivalent
a torque-wrench would require. It is used on:
2) The hydraulic pack is used with an adaptor to hydraulically expand certain interference
fits. This enables:
a) the camshaft gears to be moved, relative to their shafts, for camshaft timing
adjustment, and
'a
Lasfhcd 1/93 13-1 Minlces Blacbtone Ltd
Section 13 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
C)
' h o sizes of tensioner are used, to fit M30 and M36 size studs. Figure shows a
cross-section of a tensioner.
The threaded insert (hydraulic piston) screws on to the stud and holes in its rim enable it to
be turned, using the tommy-bar provided. When fitted, the annular space between the
insert and cylinder is linked to the hydraulic pack (and any other connected tensioners) by
flexible hose(s) and quick release connectors. As fluid is forced into the space from the
hydraulic pack, the tensioner insert (connected to the stud) and the tensioner body butting
against the engine surface, via the collar) are jacked apart. This movement stretches the
stud and relieves the load on the nut, enabling it to be tightened or undone by hand using the
tommy-bar through the tensioner window.
M30 size extension adaptor. Used to tension the recessed No. 1main bearing side-studs.
Tommy-bar. One end of the tommy bar fits the tensioner insert holes - the other end fits
the special nut holes. If the tommy bar is lost, a piece of good quality steel 6 mm (0.24 in)
diameter for the nut holes and 8 mm (0.31 in) diameter for the insert, and approximately 75
mm (3 in) long may be used.
m -
n) f - i-
WmNG:
Ery high hydraulicpressures (in excess of 20,OOOpsi (1380 bar)) and largeforces (up to 60tons
(8OKN)) are developed in the equipment. Always observe thefollowing safety precautions when
using the hydmulic pack and equipment:
2) Avoid skin contact with hydraulic fluid. Also observe the fluid manufacturer's safety
precautions.
4) Check that the stud is fully engaged before fitting the tensioner by checking the stud
projection against adjacent studs.
MB
= BLACXSTONE
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Section 13
5) A yellow safety line is marked on each tensioner insert and marks its maximum safe
extension. If the line appears during stud tensioning, immediately release the hydraulic
pressure. Re-set gap 'X'and re-start the complete tensioning procedure.
9) Always bleed the equipment if any air could be in the hydraulic system.
10) Ensure that the hydraulic hoses are not trapped, kinked or bent through acute angles, or
they may be over stressed. Ensure that the outer plastic hose surface is intact before use.
'0 CAUTION:
I ) Whenthe tensioners or hoses are not in use, theplastic dust caps must bejiued toprevent dirt
inpSS.
2) Whentopping up the hydraulic reservoir, always check thaf the correctgrade of hydraulicfluid
is used. Do not leave hydraulicfluid in open cans, as it readily absorbs moisture. Alwaysfollow
the hya'raulicfluid manufacturer's instructions.
3) Caremy store the hya'raulic equipment in the wniainerprovided, when not in use to avoid
damage and comswn.
0 the Hvdraulic for U s
e 3)
using the recommended fluid.
Close the air isolating valve (Figure 179).
5) Unscrew the air regulator valve, until the air inlet gauge reads zero.
8) 'Ib bleed air from the hydraulic pack, slowly screw in the air-regulator valve, until the air
gauge reads 45 psi (3 bar). Let the pump run for a short time, so that any air is bled to the
reservoir. Unscrew the air- regulator valve, until it again reads zero.
a
MIRRLEES =
Section 13 ESL 12 & 16 Mk2
INSTRUCTION MANUAL
= BL4CKSRNE
9) Fit the tensioner(s) onto the studs and connect to the hydraulic pack. Set gap x'on the
tensioner(s), (specified in the relevant technical procedure) by tightening or loosening the
tensioner insert on the stud, using the tommy bar. (If difficult to move, check that the
hydraulic pack pressure release valve is open.)
W h e n using new hydraulic (hoses or tensioners, they must f i s t be bled. (This is not
subsequently necessary because of the self-sealing couplings.)
'zb do this, slacken the tensioner connector not fitted to a hose (i.e. that furthest down-line
from the hydraulic pack). Screw in the air regulator valve until the pump is just heard to
start. Tighten the tensioner union when an air-free flow of fluid is obtained.
10) Close the air isolatingvalve and screw in the air regulator until the gauge reads 80 psi ( 5 5
bar).
The engine is equipped with four lifting eyes, attached to the crankcase by special bolts.
These eyes may be used to lift the engine and a simple baseplate, provided that their
combined weight does not exceed 24,400 kg (24 tons). If this weight is exceeded, the
combination must be lifted by the baseplate (see baseplate drawings for details).
The lifting eyes must only be used in conjunction with a suitable lifting frame and slings, to
which they must be attached by shackles. One pair of slings must be approximately 165 mm
(6.5 in) longer than the other pair, so that the engine remains horizontal during lifting, or the
lifting gear may be over stressed. The shackles and slings must each have a minimum Safe
Working Load of 7,620 kg (7.5 tons), which corresponds to a Proof Load of 15,240 kg
(15tons). Aplate showing the correct method of engine lifting is fitted to the crankcase at
the flywheel end.
1) Check that all lifting equipment is in good condition and within its safe working load.
2) Check that the lifting eye/crankcase attachment bolts are tightened to 705 Nm (520 lbtft).
NOTE: The engine &ping eyes should not be removedfmm the engine.
Mirrlees Blackstone supplied lifting equipment is designed and proof tested for its specified
purpose. Ensure that any other lifting equipment used is also adequately sized for the duty.
u.3.
1) Refer to the appropriate Mirrlees Blackstone Installation Guide for details of preparing
foundations or mountings, installing the engine and aligning the engine and driven
equipment.
The engine should be initially levelled (before the flywheel or any driven equipment is
fitted) to give zero crankshaft deflection on all throws (see 'Crankshaft Deflection Check',
page 3-6).
Once the engine has been positioned and lined up to the driven machinery refit and tension
e the belt according to section 3.3 (C)starting from step 4 (page 3-20).
-1IatioW
Check injector coolant flow rate to ensure the system is functioning correctly. Refer to
section 7.1 fuel injectors.
3) Flexible pipes should normally be installed with a bend or offset to allow six degrees of
freedom. When installed the flex should be free of any axial twist see following diagrams.
Length:
The active or exposed length or a hose assembly must be sufficient to meet the conditionsof
e movement. Lengths shorter than required can result in premature fatigue failure.
Bend Radius:
The bend radii shown in the various hose tables are adequate to meet most flexing
requirements. Consideration should be given to these applications involving levels of high
frequency or large amounts of travel by increasing the bend radii. Avoid sharp bends except
where the installation is permanent and no additional flexing is expected.
Abrasion:
Allow for sufficient clearance so that hose in motion will not come in contact with adjacent
objects. Where abrasion cannot be avoided, an overall casing is required to protect the hose
from external damage.
- BUCKSlDhE
4) Fuel and lub oil piping after filtration equipment, between fiiter and engine, should be
cleaned and pickled. Pipes should be constructed as far as possible to allow visual
inspection of internal welds. This requirement should also be applied to air piping where
a
equipment may be sensitive to rust or weld slag.
Method
a) Degrease with degreasing agent.
NS AND WORDS
Barring engine turning manually, using a bar on the flywheel
BMEP -
Brake Mean Effective Pressure a measure of engine
power
Caution warns of a potential risk of damage to equipment
Coppaslip a copper based anti-seize grease
De-glazing honing (cylinder liners) to produce a defined surface finish
Downtime elapsed time that engine is not running, due to maintenance
work
DTI Dial m e Indicator
Free spread the increased distance between the 2 horns of a bearing
a 'Hylomar'
shell, when it is free of its bearing housing
metal to metal joint sealing compound
'Hylosil' silicon-rubber based sealing compound
Lapping hand grinding matched components together, using
abrasive paste
LH Left Hand
'Loctite' thread locking compound
Lub oil/LO engine lubricating oil
Match mark marking adjacent components to record their relative
alignment
Molybdenum anti-friction grease
disulphide
MPU Magnetic Pick Up
Note for information only
e NRV
PWRV
Non Return Valve
Pressure Relief/Regulating Valve
Renewal removal of a component and installation of a new
component in its place
Replacement removal and installation
RH Right Hand
Running-in bedding down new components by running the engine
Services external supplies to the engine eg, water, electricity
SPC fuel injection pump, spill port closing timing
Spirol pin spring pin or roll pin
TIR Total Indicated Reading
Warning warns of a potential hazard to personal safety
1 Mirrlcu Blackstone Ud
6 MB
=BLQcKsmA?E
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
Alpha
Index
Camshaft Drive l'tain, Description, 5- 1
A
Checks, Maintenance, Daily, 12-7
Abbreviations, Gloss.-l Compound and Idler Gears, Bush Renewal, 5-15
Air Inlet System, 6-1 Con Rod, Endfloat Check, 4-22
Filter, 6-3
Connecting Rod, 4-4
Air Start Manifold, 10-2
Control Instrumentation, 11-1
Air Start System, 10- 1
Description, Flow Diagram, 10-2 Cooling System, 9-1
'&pial Flow Diagram, 10-1 General Description, 9-1
' & p i 4 Flow Diagram, 9-3
Air start lIming valve, 10-2
Cooling Water
Additives,9-4
Draining and Filling, 9-5
Quantily, 9-4
a Barring,Flywheel, 1-4
Bearings
Crankcase
Fittings, Breather, End Covers, 3-34
Relief valves, 11-6
Large End Water Drains, 3-38
Block Replacement, 4-24
Endfloat Check, 4-22 Crankcase and Crankshaft Assy, Fig. 9,3-1
Vertical Clearance Check, 4-23 Crankshaft
Main, 3-3 Deflection Check, 3-6
Clearance, 3-4 Description, 3-2
Removal.3-9 Endfloat Check, 3-3
Replacement, 3-7,3-11 Main Bearing Clearance Check, 3-4
Small End, Renewal, 4-35 Crankshaft Pulley, Replacement, Removal, Instal-
Thrust lation, 3-21
Installation, 3-15
Removal, 3-14 Cylinder Head
Replacement, 3-14 Description, 4-2
Installation, Liftiing, Gasket, 4-7
Belt Re-Assembly, 4-15
Fitting, Rnsioning, 3-19 Removal, 4-6
Pump Drive
a Refitting, 3-U)
Removal, 3-18
Rnsioning.3-18
Replacement, 4-5
Servicing, Dismantling, 4-10
Stud Renewal, 4-19
Cylinder Liner, Deglazing, 4-36
Belt Rnsioner, Pump Drive, 3-23
Cylinder Liners, 4-4
C D
Camshaft, 5-1 Daily and Weekly Maintenancc, 12-7
Drive l'tain, Replacement, Removal, 5-8
Gear Thin Daily Maintenance, Checks, 12-7
Inspection.5-11 Damper, Replacement, Installation, 3-27
Installation, 5-12
Installation, 5-6 De-oommisioning, The Engine, 12-4
Removal, 5-4 Deglazing
Replacement, 5-3 Honing, 4-37
Timing Check, 5-2 Liners, 4-36
L N
Notation, Engine, Flywheel End, Free End, A
Large End Bank, B Bank, 1-2
Bearing Nip, 4-28
Block Installation, 4-27
Block Removal, 4-24
Block Replacement, 4-24
0
Vertical clearance Check, 4-23 On Engine Instrumentation, Panel, 11-12
=
Alpha
Index
ESL 12 & 16 Mk2
INSTRUCTION MANUAL
AB
MIRRLEES
= BLQCKSTOhE
Operating Instructions,12-1 Running In, 12-9
Starting, Normal, 12-1 After Commkioning, Overhaul, 12-9
Stopping, Normal, 12-2 After Maintenance, 12-9
OverspeedTkip, 11-1
Butterfly Valve., 11-2
Final Setting, 11-5 5
Latch Lever, 11-5
Mechanism, 11-3 Safely Devices and Control Instrumentation,
Description, 11-1
Operating Cable, 11-2
Tkip Weight, Clearance Setting, 11-4 Safety Precautions, Hydraulic Equipment, 13-3
Saftey DeviceqMechanical, 11-1
Serial Number, Engine, 1-7
P Small End, Bearing,(Bush), 4-35
Piston, 4-2 Small End Bush, Renewal, 4-35
Ring Check, 4-31
Ring Gap, Combustion Pattern, 4-32 Specification, 2-3
Fuel, Lubricating Oil,2-7
Piston and Connecting Rod
Assembly, 4-33 Standard, Temperatures, Pressures, Alarms, Shut-
down Systems, 2-5
Replacement, 4-29
Servicing, 4-31 Standard Mechanical Instrumentation, 11-12
Piston and Connecting rod, Removal, 4-29 Standby Duties, 12-5
Piston and Connecting Rod Assy, 4-22 Starting
After Overhaul, 12-3
Planned Maintenance, Chart, 12-7 N O C I U12-1
~~,
Power Pack, Hydraulic, U-1 stopping
Pump, Tensioner Replacement, Pulley Removal, Emergency, 12-2
Pulley Installation, 3-22 NOCIU~, 12-2
Pump Drive System, 3-17 sump, 3-35
Pumps, Fuel Injection, 7-3
Pushrods, 5-2 T
R
Tippet Block,5-1
Replacement, 5-19 a
Tippet block
Raw Water Installation, 5-20
Intercooler, 9-12 Removal, 5-20
lLpical Flow Diagram, 9-11 Tippet Block Assy, 5-17
Raw water Tippet block Assy, Air Start Timing Valve. Clear-
Draining and Filling,9-10 ance Check, 5- 17
Quality, 9-10
Tippets, 5-2
Raw Water Pump, 9-6
Description, Flow Diagram, 9- 10 Technical Data
Air Manifold Temperature Limits, 6-6
Section Illustration, 9-9 Air Start System, 10-3
Re-commkioning the Engine, 12-5 Automatic Alarm and Shutdown Systems, 11-14
Relief Valves, Crankcase, 11-6 Camshail, 5-22
Compound and Idler Gears, 5-22
Routine Maintenance, 12-1 Con Rod Piston and Liner, 4-42
a
LprtIsrucd alw Index-4 Mirrlco BlackstoneU d
.. ESL.12 & 16 Mk2 Alpha
INSTRUCTION MANUAL Index
=BLACKSTONE
Fresh Water system, 9-14 Removal, 6-4
Fuel Control System, 11-14 Replacement, 6-4
Fuel Pump and Injector, 7-20 Water Thermometer, 11-12
Layout General, 2-1
Lubricating Oil, Sump Capacity Etc, 8-19
Magnetic Pickup, 11-14
'ILrppet Block, 5-22
V
Valve and Rocker Gear, 4-43 Valve
Thermostatic valve Clearance, Adjusment, 4-4
Element Renewal, 8-18 Guide, Renewal, 4-17
Element Testing, 8-18 Seat Insert Grinding, 4-15
Seat inserts, 4-13
Thrust Bearing
Installation, 3-15 Valve and Rocker Gear, 4-2
Removal, 3-14 Valve Guide, Removal, Installation, 4-17
Replacement, 3-14
Valve Seat Insert, Renewal, Installation, 4-17
1
0 Tightening, Radial nuts and bolts, 1-4
Torsional Damper, Holset, Fluid Sampling, 3-24
Valves, Relief, Crankcase, 11-6
'lbrbocharger, 6-3
Failure, 12-3 W
Complete Failure, 12-3
Cleaning 6-5 Water Pump
Installation, 6-5 Assembly, 9-8
Maintenance, 6-4 Dismantling, 9-7
Mounting Bracket, 3-37 Weights, Components, 2-4
ITEM ON QTYENC
- - PART No. DESCRIPTION
Fig 1
- - Fig
-12 Cyl 16 Cyl
I CRANKCASE ASSEMBLY
Crankcase
1 E1024 Crankcase - Machined Assembly 1
1 71-120- 160 Crankcase - Machined Assembly 1
2 71-120-730 Stud - Main Bearing Cap Side (Long) 14 18
3 20000457 ‘0’ Ring 14 18
4 71-985 - 111 Thread Protector 14 18
5 71 - 120-740 Stud - Main Bearing Cap Side (Short) 2 2
6 71-120-720 Nut - Side Stud/Cylinder Head 16 20
7 71 -120- 211 Main Bearing Cap 6 8
8 71-120-710 Stud - Main Bearing Cap Vertical 16 20
9 71-141-061 Nut - Vertical Stud 16 20
10 20202463 Spriol Pin - Main Bearing Cap Locating 7 9
11 71-120-221 No 1 Main Bearing Cap 1 1
12 71 -120-231 No 2 Main Bearing Cap 1 1
i3 40 -22160 Dowel No 1 Main Bearing Cap Locating 2 2
ih 20201167 Dowel - Cylinder Head Locating 24 32
15 71 - 120-750 Stud - Cylinder Head (Short) 60 80
16 71-120-760 Stud - Cylinder Head (Long) 12 16
17 71-985-111 Thread Protector 24 32
18 71- 120-720 Nut - Side Stud/Cylinder Head 72 96
19 71-178-010 Main Bearing Shell 16 20
20 71- 120-301 Thrust Bearing (Pair) 2 2
21 71 -120-330 Dowel - Thrust Bearing 2 2
22 71-120-410 Mounting Block 2 2
23 20202463 Dowel 2 2
24 10082311 Stud M12 4 4
25 10191387 Stiffnut M12 4 4
26 71-120-631 Oil Dam 24 32
27 20001277 Plug - %” B.S.P. (Main Bearing Cap) 8 10
I -
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 01-01 (Contractual) Last Issued 21/7/95
Illustration Ref No 3015/1
MIRRLEEE
Section 1 PARTS LIST
Page No. 2 ESL 12 & 16 Mk2
~
ITEM ON
- PART No. DESCRIPTION
QTYIENG
-
Fig 1 Fig 12 Cyl
- -
16 Cyl
Crankcase [Cont.)
71-900-500 Jacket Water Drain Assy, Comprising : 12 16
28 71-900-540 Adaptor G1/2 x R 1/2 12 16
29 20803905 Washer 12 16
30 71-900-530 Ball Valve 12 16
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 01-01 Last Issued 27/7/95
Illustration Ref No(9 301511
MIRRLEES = Section 1
PARTS LIST
ESL 12 8z 16 Mk2 Page No. 3
ITEM ON
PART No. DESCRIPTION --QTYlENG
Fig 2
-
12 Cy1 16 Cyl
-
S-
a 17
18
40-23640
40-23630
Joint
Trap
1
1
- -
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 01-03 ,103 Last Issued 21/11/94
Illustration Ref No 3019
MIRRLEES =
PARTS LIST Section 1
BLACKSTONE
ELS 12 8z 16 Mk2 PageNO. 4
ITEM ON QI'YENG
- PART No. DESCRIPTION
Fig 4
- 12 c y
-
16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd 0
Spec Section (s) 01-04 Last Issued 21/11/94
Illustration Ref No@)3021
MIRRLEES
PARTS LIST Section 1
ESL 12 & 16 Mk2 Page No. 5
-
~
- ITEM ON
- PART N” DESCRIPTION - QTYffiNG
-
Fig 5 Fig 1
-
12 Cyl 16 Cgl
-
Crankcase Covers
* 5
6
71- 120- 100
71-120-810
71-120-820
Turbocharger Oil Drain Cover Assy
Turbocharger Oil Drain Cover
Joint
1
2
2
1
2
2
7 10001306 Setscrew M12 x 25 Long 6 6
34 E814 Liner 12 16
35 E951 Liner Insert 12 16
36 99 -10811 Liner Nose Ring 24 32
37 71 -121-210 ‘0’ Ring 12 16
--
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 01-05,06 Last Issued 8/3/96
Illustration Ref No 3022,3015/1
ESL 12&16 CRANKCASE (12 CYLINDER SHOWN) 10/95 3015/1
I
10 31 1)’ II 35 37
ESL 12 CRANKCASE DOORS (12 CYL. ‘A’ BANK SHOWN) 11/94 3019
MIRRLEES =
PART§ LIST Section 1
ESL 12 & 16 Mk2 Fig 3
BLACKSTONE
13
14 /
ITEM ON QTYENG
- PART No. DESCRIPTION -
Fig 1
- -
12 Cyl 16 Cyl
CRANKSHAFT
Crankshaft Assembly
--
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 02-01 Last Issued 9/1/96
Illustration Ref No(s) 3024
r
- -
Parts List ESL 12-16 Mk 2
Spec Section (s) 02-02
Mirrlees Blackstone Ltd
Last Issued 30/11/94
e
Illustration Ref No(') 3025
~~
MIRRLEES
PARTS LIST Section 2
MB
Z BLACKSTONE
ESL 12 & 16 Mk2 Fig 1
I
6
~~
- MIRRLEES =
PARTS LIST Section 3
ESL 12 & 16 Mk2 Page No. 1
ITEM ON
- - PART NO. DESCRIPTION
16 Cyl
Fig 1
- -
Fig
-
12 Cyl
SUMP ASSEMBLY
1 71 -125-202 Sump Fab Assy - 12 Cyl 1 -
1 71 -125-302 Sump Fab Assy - 16 Cyl - 1
2 20210043 Washer 30 40
3 10001257 Setscrew - M10 x 25 Long 15 20
4 10191386 Stiff Nut M10 15 20
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 03-01 Last Issued 1/12/94
Illustration Ref No(’) 3027
MIRRLEES =
PARTS LIST Section 3
Ad BLACKSTOAE
ESL 12 & 16 Mk2 Fig 1
‘7
ITEM ON QTYENC
- - PART No. DESCRIPTION
Fig 1 Fig 2 16 Cyl
-
PUMP DRIVE ASSEMBLY
-
0 Parts List ESL 12-16 M k 2 Mirrlees Blackstone Ltd
Spec Section (s) 04-01 (Contractual) Last Issued 7/12/94
Illustration Ref No6) 3030,3028
Section 4 PARTS LIST
PageNO. 2 ESL 12 & 16 Mk2
= BLACKSTOhE e
- PART NO. DESCRI~~ION - QTYENG
-
-
Fig 2 Fig
~
--
13 Cyl 16 Cyl
Tensioner Assembly
71 - 173-802 Belt Tensioner Assy 1 1
71-173-050 Bearing Housing Assy 1 1
4 71-173-810 Bearing Housing 1 1
5 71-173-831 Pulley Spindle 1 1
6 20 100258 Fonvard Bearing 1 1
7 20200253 Circlip 2 2
8 20000610 ‘0’ Ring 1 1 a
9 99-30139 Oil Seal 1 1
10 20 100257 Rear Bearing 1 1
11 71- 173- 820 Sealing Plug 1 1
12 20000624 0 Ring 1 1
13 20805404 Male Stud Coupling 1 1
14 Not Allocated - -
15 20200249 Circlip 1 1
16 20831503 Pressure Plug 1 1
17 10001523 Setscrew M20 x 160 Long 1 1
18 71 -173-840 Locking Tab 1 .1
19
20
10191389
20210359
Stiff Nut M16 x 2
Washer
2
4
2
4 a
21 99-36392 Bellville Washer 4 4
22 10001410 Setscrew M16 x 2 x 50 Long 2 2
23 10082407 Stud M16 x 2 2 2
24 71 -740-190 Guard Plate 1 1
25 71 -173-850 Mounting Plate Assy 1 1
26 10040401 Capscrew - M16 x 30 Long 2 2
27 10001409 Setscrew - M16 x 45 Long 2 2
28 20210814 Spring Washer - M16 2 2
-
Parts List ESL 12-16 Mk 2
Spec Section (s) 04-02
Mirrlees Blackstone Ltd
Last Issued 15/9/95
a
Illustration Ref No 3028
PARTS LIST Section 4
ESL 12 & 16 Mk2 Page No. 3
ZZ BLACKSTOh!E
ITEM ON
- PART No. DESCRIPTION -- QTYENG
12 cyr
Fig 3
-
Fig
-
16 Cyl
V !
1 E847 Frame Ass’y, ‘A‘ Bank Comprising : 1 1
71 418 200 Latch 6 6
- -
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) (Contractual) Last Issued 15/4/96
Illustration Ref No 3189
-
MIRRLEEC
Section 4 PARTS LIST
Page NO.4 ELS 12 & 16 Mk2
- ~
c
ITEM ON
_
Fig 3 Fig
PART No. DESCRIPTION -
QTYENG
-
12 Cyl 16 Cyl
c _
-
Parts List ESL 12-16Mk2 Mirrlees Blackstone Ltd
Spec Section (s) (Contractual) Last Issued 15/4/96
Illustration Ref No6 ) 3189
MIRRLEES = Section 4
PARTS LIST
a BLICKSTOhE
ESL 12 & 16 Mk2 Fig 1
e Engine:
ESL 128~16
Title:
BELT TENSIONER ASSEMBLY
Date:
12/94
Man. Na
3028
MIRRLEES =
PARTS LIST Section 4
ESL 12 & 16 Mk2 Fig 3
BLACILTTONE
22 23
ITEM ON
- - PART NO. DESCRIPTION L_
-
Fig 1 Fig 2 12 Cyl 16 Cyl
FLYWHEEL
1 80438 Flywheel 1
2 31-175-720 Flywheel Bolt 8
3 10191394 Stiff Nut 8
V4229/1 Flexible Coupling 1
5 10001512 Setscrew 12
6 20210816 Spring Washer 12
13 Rectangular Taper Key 1
16 78440 Dowel 2
17 10091006
I Nut
2
c
!
!
!
;
a 7
L ._..
!
..._.._..- ..- .. .-. .
!
ITEM ON
- PART Na DESCRIPTION -
QTYENG
-
16 Cyl
Fig 1
- Fig
-
12 Cyl
-
CAMSHAFT DRIW ASSEMBLY
1 31- 151-200 Compound Gear & Bush Assy 2 2
31-151-211 Compound Gear 2 2
2 99-41723 Bush 4 4
31-151-221 Pinion - Compound 2 2
17. 15
\
12
ITEM ON
- - PART No. DESCRIPTION -- QTYIENG
16 Cyl
Fig 1 Fig U Cyl
- -
CAMSHAFT
ITEM ON
-
1 PARTS LIST
ESL 12 & 16 Mk2
DESCRIIT‘ION -
PART No.
Fig 1 Fig 12 Cyl
-
16 Cyl
7 6
ITEM ON
- PART No. DESCRIPTION - QTYENG
’ig 1 Fig
-
12 Cyl
-
16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 08-01 Last Issued 5/1/95
Illustration Ref No (9 3036
Section 8 PARTS LIST
PageNO. 2 ESL 12 & 16 Mk2
~
- ITEM ON
PART No. DESCRIPTION -- QTYIENG
20 10046101 Grubscrew - M5 24 32
21 10046186 Grubscrew - M6 24 32
22 31-155-050 Roller - Tappet 24 32
- - -
Parts List ESL 12-16 Mk 2
Spec Section (s) 08-01
Mirrlees Blackstone Ltd
Last Issued 5/1/95
e
Illustration Ref No6 ) 3036
MIRRLEES = Section 8
PARTS LIST
ESL 12 & 16 Mk2 PageNO. 3
~
ITEM ON
-
Fig
PART NO. DESCRIPTION - QTYIENG
-
Fig 1
- -
12 Cyl 16 CyI
e 40 71-104-250
71-104-260
Fuel Pump Push Rod Assembly, Comprising :
Ball End
12
12
16
16
71 - 104-221 Tube 12 16
71 - 104-231 Top End 12 16
41 71- 104-240 Adjusting Screw 12 16
42 71-155-230 Drip Deflector 12 16
43 71-155-730 Shim - 0.5 Thick (3/Cyl) A/R NR
44 71 -155-740 Shim - 0.125 Thick (5/Cyl) AIR NR
45 c 71 -155-750 Shim - 0.5 Thick (5/Cyl) AIR A/R
46 71 -155-240 Plate 12 16
- - - -
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 08-02,03 Last Issued 5/1/95
Illustration Ref No6 ) 3036
Engine: Title: Date: Man. No
ESL 12&16 TAPPET BLOCK ASSEMBLY 1/95 3036
MIRIUEES = Section 9
PARTS LIST
M
=BLACKSTONE ESL 12 & 16 Mk2 Page No. 1
~
ITEM ON
- PART No. DESCRIPTION - QTYIENG
'ig 1
- Fig
-- 12 Cyl 16 Cyl
Piston Assembly
-
PartsList ESL 12-16 M k 2 Mirrlees Blackstone Ltd
Spec Section (s) 09-01,03 Last Issued 2/1/96
Illustration Ref No@)3037
MIRRLEES =
PARTS LIST Section 9
ESL 12 & 16 Mk2 Fig 1
= BUCKSTOhE
j/
/
10
I%
ITEM ON Q'IYENG
- - PART N" DESCRIPTION
Fig 1 Fig 12 Cyl 16 Cyl
-
CYLINDER HEAD ASSEMBLY
71 -100-992 Cylinder Head Sub Assy Comprising:- 12 16
1 71-110-012 Cylinder Head 12 16
2 71-100-340 Plug - R1.1/2 24 32
3 20831502 Plug- R1/4 72 96
4 71-100-112 Tube - Injector 12 16
5 71-100-360 Plug - G1 12 16
6 20831505 Plug - G 5/8 12 16
7 71 -100-370 Plug - R 1 3/4 36 48
8 71-100-020 Guide - Air Valve 24 32
9 71-100-030 Guide - Exhaust valve 24 32
10 3 1-100- 041 Guide - Air Start Valve 12 16
11 31 -100- 352 Plug - Pressure Release 12 16
12 31 - 100- 920 Insert - Valve Seat 48 64
13 20805422 Connector - Male 12 16
-
0 Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Last Issued 25/1/95
Spec Section (s) 10-01
Illustration Ref No(93038
Section 10
MIRRL.EES =
PARTS LIST
Page No. 2 ESL 12 & 16 Mk2
=BUCKSTONE
ITEM ON QWlENG
PART No. DESCRIPTION -
Fig 2 Fig 12 Cyl
- -
16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
SpecSection (s) 10-02 Last Issued 25/1/95
Illustration Ref No(I) 3040
PARTS LIST Section 10
MB BUCKSTONE
ESL 12 & 16 Mk2 Page No. 3
ITEM ON
- - PART No. DESCRIPTION
Fig 2
- Fig 3 12 Cyl 16 CyI
Rocker Gear
21 71-102-011 Rocker Pedestal (Distillate) 12 16
22 20831501 Plug G118 24 32
23 20203034 Dowel 24 32
26 31-102-271 Grubscrew - M8 24 32
27 10046151 Grub Screw - M6 24 32
28 71-102-330 Screw - Tappet Adjuster - M22 24 32
29 71 -102-340 Locknut - M12 24 32
30 71-102- 151 Collar - Rocker Location 24 32
31 20200434 Circlip 24 32
Iniector Flange Assenihlv
10082280 Stud - Injector Flange - M10 x 22 Long 24 32
10191386 Stiffnut M10 24 32
71-230 -050 Injector Flange (Distillate) 12 16
Valve Rridee Assemhly
71-102-411 Valve Bridge 24 32
71-102-422 Pad - Valve Bridge 24 32
71 -102-430 Adjuster - Valve Bridge 24 32
71-102-440 Locknut - M12 x 1.5 24 32
71-102-460 Adaptor - Valve Bridge 24 32
--
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 10-04,05,06 Last Issued 25/1/95
Illustration Ref No 6) 3040,3041
/
7
ITEM ON
PART No. DESCRIPTION -
QTYENG
-
-
Fig 3
-
1; Cyl 16 Cyl
- -
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 10-07,08,09,109,10 Last Issued 25/1/95
Illustration Ref No (’) 3041
PARTS LIST Section 10
MB
1BLACKSTOM
ESL 12 & 16 Mk2 Fig 1
i
',
e
MIRRLEES :
PARTS LIST Section 10
ESL 12 & 16 Mk2 Fig 3
ITEM ON QTYIENG
- PART NO. DESCRIPTION
Fig 1 Fig
EXHAUST SYSTEM
Exhaust Manifold (‘A’ Bank1
71-047-300 Exhaust Manifold System
71-047- 100 Exhaust Manifold Assy ”A” Bank(VTC 254)
1 71-478-000 Pipe - ExhaustBellows
2 71-478-010 Pipe - ExhaustBellows
3 71-472-010 Exhaust Branch (Short)
4 71-472-021 Exhaust Branch (Long)
5 71-478-060 Exhaust Manifold
6 20202057 Helicoil
7 10001307 Setscrew M12 x 1.75 x 30 Long
8 99-30081 Sealing Ring
9 10001308 Setscrew M12 x 1.75 x 35 Long
10 31-474-060 Sealing Ring
11 10001312 Setscrew M12 x 1.75 x 55 Long
12 71 -478-080 Sealing Ring
13 10091005 Nut - M12
MIRRL.EES
Section 11 PARTS LIST
Page No- 2 ESL 12 & 16 Mk2
BLACKSTONE
QTYlENC
PART No. DESCRIPTION
Fig
- 12 Cyl
- -
16 Cyl
ITEM ON QTYENG
- - PART No. DESCRIPTION
Fig 2
-
Fig
- -12 Cyl 16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
SpecSection (s) 11-103 Last Issued 8/2/95
Illustration Ref No (9 3047
-
Section 11 PARTS LIST
Page No- 6 ESL 12 & 16 Mk2
-
-
ITEM ON
PART N O . DESCNPTION
QTY/ENG
-
Fig 2 Fig
7
Cgl
-12
-
16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 11-103 Last Issued 8/2/95
Illustration Ref No 6)3047
MIRRLEES =
PARTS LIST Section 11
ESL 12 & 16 Mk2 Fig 1
BUCKSTOM?
t
b
i d b
0 0
Ei
I
I
7
Cylinder arrangement
\
- ITEM ON
- PART No. DESCRIPTION
QTYIENG
-
Fig 1 Fig 12 Cyl 16 Cyl
- -
TURBOCHARGER. INTERCOOLER &
BRACKET ASSEMBLY (VERT. OUTLET)
"brbochareer
1 VTC 304 Turbocharger & Intercooler Arrg't VTC304
(Vertical Gas Outlet) Comprising:- 1
VTC 304 AFS Air Filter/.Silencer 1
Turbocharger Fittings
71-046-030 Turbo Fittings Assy-VTC 304 Comprising:- 1
2 10058509 Bolt M20 x 2.5 x 100 Long 4
3 20210816 Washer M20 4
4 71-804-100 Joint Exhaust Outlet - VTC 304 1
5 10082305 Stud M12 x 1.75 x 35 Long 18
6 10091005 Nut M12 x 1.75 18
Thrbochareer Bracket
71-046-010 A i r Delivery System & Turbo
Brkt Assy Comprising:- 1
8 71 -808-260 Stud - M10 12
9 10091004 Nut - M10 12
10 10001258 Setscrew M10 x 1.5 x 30 Long 24
11 71 -817 - 120 Air Inlet Duct 1
12 71 -808-014 Turbocharger Bracket 1
13 10001514 Setscrew M20 x 2.5 x 80 Long 4
14 20210816 Washer M20 4
15 10058713 Bolt M30 x 3.5 x 190 Long 2
16 10058703 Bolt M30 x 3.5 x 90 Long 2
17 20211845 Washer M30 4
18 71-817-030 Joint - Air Inlet Pipe 1
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 12-101, 102, 103 (Contractual) Last Issued 11/2/95
Illustration Ref No 6) 3049
MIRRL.EES__
Section 12 PARTS LIST
Page No. 2 ELS 12 & 16 Mk2
~
- ITEM ON
Fig 1
PART No. DESCRIPTION -
QTY/ENG
-
- 12 Cyl
- -
16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 12-103 ,04(Contractual) Last Issued 17/2/95
Illustration Ref No6 ) 3049
24
MIRRLEES = Section 13
PARTS LIST
M
=BucKsTom
ESL 12 & 16 Mk2 PageNO. 1
--
ITEM ON
DESCRIPTION -
Fig 1
--
Fig
-
12 Cyl 16 Cgl
- -
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 13-01 (Contractual) Last Issued 23/2/95
Illustration Ref No 3188
MIRRLEEZ
Section 13 PARTS LIST
Page No. 2 ELS 12 & 16 Mk2
QTYIENG
PART No. DESCKII’TION
Fig I?. Cyl 16 Cyl
- ITEM ON
- PART NO. DESCRIPTION -
QTYENG
-
Fig
- Fig 2 12 Cyl 16 Cyl
-
Overweed ' R i D Weipht (&Idler Gear) Ass'y
E200 Overspeed Trip Weight (& Idler Gear) Assy
(1000 R.P.M) Comprising:- 1 1
1 71-560-252 Weight Assembly Comprising:- 1 1
71 -560-262 Weight - O/S Trip 1 1
71-560-241 Bush - Metalastik 1 1
71-560-271 Pocket - Spring 1 1
- - -
Parts List E L 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 13-02 Last Issued 21/2/95
Illustration Ref No6 )3050
Section 13 PARTS LIST
Page No. 4 ESL 12 & 16 Mk2
ITEM ON
- - PART No. DESCRIITION
Q'IYlENC
-
-
Fig 3 Fig 12 Cyl 16 Cyl
-
Air Butterflv Valve and Cable Pulley
Assemblies
71-056-250 Air Butterfly Shutdown Valve Assy &
Cable Pulley Assy Comprising:- 1 1
71 - 120-451 Air Butterfly Shutdown Valve Assy Compr:- 1 1
1 71- 120-470 Butterfly Valve 1 1
2 71 -120-461 Spindle - Valve 1 1
3 71- 120-480 Bush 2 2
4 20100514 Steel Ball M10 1 1
5 71 -120-770 Bolt - M10 x 45 Long 2 2
6 10191386 Nut M10 4 4
7 71-120-490 Taper Pin 2 2
8 20211010 Washer M8 3 3
9 71 -120-700 Stiffnut - M20 1 1
10 20211014 Washer - M20 1 1
11 71-120-791 Balance Spring 1 1
12 10082301 Stud - M12 2 2
13 10091005 Nut - M12 2 2
14 71-562-230 Cable Holder - Butterfly Pulley 1 1
15 10001256 Setscrew - M10 x 20 Long 1 1
16 20210811 Spring Washer - M10 1 1
17 20201171 Spring Pin - M12 1 1
18 20211012 Plain Washer - M12 2 2
19 71-562-211 Butterfly Pulley - Overspeed Trip 1 1
20 20302111 Key - Butterfly Pulley 1 1
71-562-000 Cable & Spring Assy Comprising:- 1 1
21 71-562- 124 Cable - Overspeed Trip 1 1
22 71-562-261 Spring - Air Butterfly 1 1
23 71-562-181 Retaining Plate - Spring 1 1
24 10001306 Setscrew M12 x 25 Long 2 2
--
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 13-03 Last Issued 6/3/95
Illustration Ref No(4 3052
MIRRLEES Z
PARTS LIST Section 13
BLACXSTOhrE
ESL 12 & 16 Mk2 Page No. 5
I-
ITEMON
-
PART No DESCRIPTION
Fig 3 Fig 12 Cyl 16 Cyl
-
Air Butterflv Valve and Cable Pulley
Assemblies (Continued1
25 20210812 Spring Washer - M12 2 2
26 71-562- 190 Sleeve - Cable End 1 1
27 20201139 Spring Tension Pin - M10 2 2
28 I 1 -562-250 Pulley - Governor Mounting Brkt Cornpr:- 1 1
29 99-41749 Bush 1 1
30 71-562-060 Pivot Pin - Pulley 1 1
31 20211014 Collar Washer - M20 1 1
32 20200417 Circlip 1 1
- --
Mirrlees Blackstone Ltd
Last Issued 6/3/95
MIRRL.EE.5 =
PARTS LIST Section 13
ESL 12 & 16 Mk2 Fig 1
E BLACXSTONE
7
l
\2
3
a Engine:
ESL 12&16
Title:
OVERSPEED TRIP WEIGHT & IDLER GEAR
Date:
2/95
Man. No
3050
MIRIUEES =
PARTS LIST Section 13
ESL 12 & 16 Mk2 Fig 3
BLACKSTONE
MB
1BLACKSTONE
ESL 12 & 16 Mk2 Page No. 1
ITEM ON QTY/ENG
PART No, DESCRIPTION
Fig 1 Fig It Cyl 16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 14-01 ( Contractual) Last Issued 13/3/95
Illustration Ref No6) 3053
Section 14 PARTS LIST
Page No. 2 ESL 12 & 16 Mk2
-
ITEM ON QTYENG
L_
PART No. DESCRIPTION -
- Fig Fig 12 Cyl
- -
16 Cyl
Governor (Cont.)
14 71-120-670 Joint 1 1
15 10001306 Setscrew M12 x 25 Long 10 10
16 20210812 Lockwasher - M12 10 10
ITEM ON
PART No. DESCRIPTION - QTYENG
Fig 2
--
12 Cyl 16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 14-02 Last Issued 15/3/95
Illustration Ref No 6 )3054
Section 14 PARTS LIST
Page No. 4 ESL 12 & 16 Mk2 MB
=BLACKSTOM? @
ITEM ON QnENC
PART No. DESCRIPTION
Fig 2 Fig
ITEM ON
- PART Na DESCRIPTION -
QTYIENG
QnENG
- ITEM ON
- PART NO. DESCRIF+ION -
Fig 3
- ?ig
-
4
-
12 Cyl
-
16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd U
Spec Section (s) 14-03 Last Issued 24/3/95
Illustration Ref No 3058,3056
MIRRLEES = Section 14
PARTS LIST
ESL 12 & 16 Mk2 Page No. 7
ITEM ON
PART Na DESCRIPTION - QTYENG
Fig 4
-
12 Cyl
-
16 Cyl
ITEM ON
- PART No. DESCRIPTION -
QTYBNG
-
-
Fig 4 12 Cyl 16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 14-03 Last Issued 24/3/95
Illustration Ref No6 ) 3058,3056
MZRRLEES :
PARTS LIST Section 14
ESL 12 & 16 Mk2 Fig 1
‘8 Z BLACKSTONE
19
* Engine:
ESL 12&16
Title:
GOVERNOR ASSEMBLY (HEINZMANN)
Date:
3/93
Man. No
3053
MIRRL.EES 1
PARTS LIST Section 14
ESL 12 & 16 Mk2 Fig 2
0 BLACXSTOAE
1
15or16
I 2’ 18
5
\ \
20
I
18
~~~ ~
ESL 12&16 FUEL PUMP CONTROL SPINDLE (‘B’ BANK) 3/95 3056
PARTS LIST Section 15
ESL 12 & 16 Mk2 PageNO. 1
- BLlCxIiTONE
ITEM ON
- PART NO. DESCRIPTION - QTYBNC
Fig 1
-
12 Cyl 16 Cyl
-
'*
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 15-101 (Contractual) Last Issued 18/7/95
Illustration Ref No(9 3101
Section 15 PARTS LIST
Page No. 2 ESL 12 & 16 Mk2
- ITEM ON
PART No. DESClUPTION --
Fig 1
- 12 Cyl 16 Cyl
- --
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 15-101 Last Issued 18/7/95
Illustration Ref No 3101
MIRlUEES = PARTS LIST Section 15
M
-
- BUCKSTOhE
ESL 12 & 16 Mk2 PageNO. 3
ITEM ON
- - PART N"
Fig 1 Fig
- ITEM ON
Fig 1
-
Fig
PART Na. DESCRIPTION -- QTYBNG
- - 12 Cyl 16 Cyl
-
AIR START PIPE
1 20805814 Elbow - 1”BSP 2 2
2 71-503-201 Air Start Cross Over Pipe Assy (Heinzman)
‘A’ Bank Comprising: - 1 1
3 71-500-082 Connecting Block 1 1
4 20831507 Plug -1” BSP Taper 1 1
5 20831502 Plug -l/4’’ BSP Taper 1 1
. 6 10058308 Bolt M12 x 75 Long 2 2
7 20210812 Washer - Spring (M12) 2 2
8 20000621 0 Ring 1 1
9 71-503-050 Pipe - Air Start Jumper ‘B’ Bank 1 1
10 20000545 0 Ring 4 4
11 71-503-010 Pipe - Air Start Jumper ‘A’ Bank 1 1
12 71-503-040 Flange - Air Start Pipe 2 2
13 10001308 Setscrew M12 x 35 Long 2 2
14 20000621 0 Ring S 1
15 20000610 0 Ring 1 1
16 71-502-012 Air Start Tee - Tappet Block 12 16
17 20000608 0 Ring 12 16
e 18 10001407 Setscrew M16 x 35 Long 12 16
19 71-502-190 Connecting Pipe - Air Start so 14
20 20000545 0 Ring 20 28
21 71-502-020 End Plug 2 2
22 20201019 Rollpin - M4 2 2
23 20210812 Spring Washer 2 2
'6' BANK
ITEM ON
- - PART N" DESCRIPTION -
Fig 1 Fig 12 Cyl 16 Cyl
-
FRESH WATER SYSTEM
Fresh Water PumD - Std. Rotation
1 E267 Fresh Water Pump - Std Rotation Compr:- 1 1
2 71-420-440 Bracket - Fresh Water Pump Support 1 1
3 71-420-450 Bolt - M10 Fitted . 2 2
4 10191386 Stiff Nut - M10 2 2
5 71-420-420 Shim - 1.6mm 3 3
6 71-420-430 Shim - 0.8mm 3 3
7 10001406 Setscrew - M16 x 30 Lg. 2 2
F.W Suction ElbowRvlountinp Bracket
Assembly
8 71-420 -020 F/W Suction Elbow Mounting Bracket 1 1
9 10001408 Setscrew - M16 x 40 Long 4 4
10 20210814 Spring Washer - M16 4 4
11 20211013 Plain Washer - M16 4 4
71-413-190 Blanking Flange 1 1
71-413-170 Joint 1 1
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 17-610,02 Last Issued 18/5/95
Illustration Ref No@) 3073
Section 17 PARTS LIST
Page No. 2 ESL 12 & 16 M U
ITEM ON QTYlENG
- PART No. DESCIU~TION
Fig 2 Fig 12 Cyl 16 Cyl
-
Water Manifold Assembly
71-040-020 Water Manifold Assy - 12 Cyl
for VTC254 Turbocharger Comprising: - 1
71-040 -000 Water Manifold Assy - 12 Cyl
for VTC304 Turbocharger Comprising: - 1
71-040-010 Water Manifold Assy - 16 Cyl
for VTC304 Turbocharger Comprising: - 1
1 71-400-800 Water Manifold Assy Comprising: - 1
1 71-400-850 Water Manifold Assy Comprising: - 1
2 71-400 -700 Pipe- Cyl Head Outlet Comprising:- 12 16
3 71-414-400 Support - Water Manifold (VTC 254) 1
4 71-413-400 Support - Water Manifold (VTC 304) 1
4 71-413-400 Support - Water Manifold 1
5 20001225 Plug G 1/2 1 1
6 20803905 Copper Washer 1 1
7 10001309 Setscrew M12 x 40 Long 7 7
8 20210812 Spring Washer - M12 7 7
9 10091005 Nut M12 4 4
10 20805421 Male Connector 12 16
ITEM ON QTYIENG
-- PART No. DESCRIPTION
Fig 2 Fig 3
- -12 Cyl 16 Cyl
a 71-400-360
71-400-370
Flange - Water Outlet Manifold
Flange - 8ONB
1
1
1
1
3581-0504 BOSS- G'/z 3 3
12 71-400-520 Joint 1 1
13 10001308 Setscrew M12 x 35 Long 6 6
14 40-81860 Orifice Plate 1 1
15 71 -400 -370 Flange - 80NB 1 1
16 20000639 0 Ring 2 2
17 10001411 Setscrew M16 x 55 Long 4 4
18 10091006 Nut M16 4 4
- -
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 17-04 (Contractual) Last Issued 12/4/96
Illustration Ref No6 ) 3068,3187
Section 17 PARTS LIST
Page No. 4 ESL 12 & 16 Mk2
I = BL4CKSTONE
-
ITEM ON
DESCRIflION
QTY/ENG
-
-
Fig 3 Fig
-
12 Cyl
-
16 Cyl
--
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 17-04 (Contractual) Last Issued 12/4/96
Illustration Ref No 3187
MIRRLEES = Section 17
PARTS LIST
ESL 12 & 16 Mk2 Page No. 5
ZZ BIACKSTOhE
ITEMON I QTVlENC
-
DESCRIPTION
-
Fig 4
-
12 Cyl 16 Cyl
- -
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 17-05,105 Last Issued 15/5/95
Illustration Ref No 3071
MIRRL.EES =
PARTS LIST Section 17
ESL 12 & 16 Mk2 Fig 1
BLACKSTOAE
'1
15
2, 22, 23
\ 10 \
fig. 2
ITEM ON QTYENG
- - PART N" DESCRIPTION
Fig 1
--
Fig
-12 Cyl 16 Cyl
ITEM ON
- - PART N' DESCRIPTION --
Fig 1 Fig
-
12 Cyl 16 Cyl
i ITEMON
PART No- DESCRIITION
=BLACKSTOhE
ESL 12 & 16 Mk2 PageNO. 1
ITEM ON
- PART NO. DESCRIPTION - QTYENG
Fig 1
--
U Cyl 16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
-
Spec Section (s) 20-01 Last Issued 16/8/95
Illustration Ref No (s) 3108
MIRRL.EES__
Section 20 PARTS LIST
Page No. 2 ESL 12 & 16 Mk2
ITEM ON
- - PART No. DESCRIIT'ION -
QTYIENG
-
-
Fig 2 Fig 12 Cyl 16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 20-2 Last Issued 17/8/95
Illustration Ref No(1' 3109,3111
MIRRLEES :
PARTS LIST Section 20
ESL 12 & 16 Mk2 PageNO. 3
.1BLACKSTOhE
ITEM ON
- - PART No. DESCRIPTION - -
QTYIENG
- -
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 20-02 Last Issued 17/8/95
Illustration Ref No 6 ) 3109,3111
MIRRLEEZ
Section 20 PARTS LIST
Page No. 4 ESL 12 & 16 Mk2
QTYlENG
PART N O . DESCRIPTION
Fig 3
- 12 Cyl 16 Cyl
a.
.‘
-
ITEM ON
- PART N O , DESCRIPTION
QTYENG
-
Fig 4 Fig 5 12 Cyl 16 Cyl
~~ -
Lub. Oil Piues - FWD End Pump
1 20807005 Tee - Male 1 1
2 20807703 Reducer - M10 - M6 2 2
3 71-326-350 Pipe - Lub Oil Intermediate 1 1
4 1 20807403 Tee - Union 2 2
5 71-326 -300 Pipe - Lub Oil Feed to F/W Pump 1 1
6 20805802 Elbow - Male G x O.D. 2 2
e 7
8 2
71-326-150
7&4%-4m
Pipe - Lub Oil Feed/Lub Oil Pump
Pipe - Lub Oil Feed Cross Over to R/W
1 1
Pump 1 1
3 71-326-450 Pipe - Lub Oil Feed to Tensioner 1 1
4 2kw5404 Connector - I14 G 2 2
9 5 7&42&&% Coupling - Stud 2 2
10 6 2ooows7 ‘0’ Ring 2 2
11 7 2JxKm-B Seal - Dowty 2 2
a 11
71-326-450
71-326- 100
Pipe - Feed to Tensioner
Pipe -Lub Oil Feed to R/W Pump Compr:-
1
1
1
1
12 40 -90370 Grommet - Pipe 1 1
13 02-72908 Plate - Clamp 1 1
14 02-72907 Clamp 1 1
15 10001160 Setscrew - M6 x 35 Long 1 1
16 10191384 Nut - M6 1 1
17 20831502 Plug - Taper l/4 BSP 1 1
-- --
0 Parts List ESL 12-16 Mk 2
Spec Section (s) 20-03 (Contractual)
Mirrlees Blackstone Ltd
Last Issued 31/8/95
Illustration Ref No 6 ) 3118
M I R l U E E S
Section 20 PARTS LIST
Page No. 6 ESL 12 & 16 Mk2
ITEM ON QTYENG
- PART No. DESCFUMION -
Fig Fig 12 cyl
- 5
- -
16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 20-03 Last Issued 31/8/95
Illustration Ref No 3117,3118
MIIlRLEES = Section 20
PARTS LIST
Ad
IZ BLACKSTOhE
ESL 12 & 16 Mk2 Page No. 7
- ITEMON
Fig 6
I
PART No.
I
DESCRIPTION -- QTYlENG
16 Cyl
12 Cyl
- -
Lub. Oil Pioes - Camshaft &Tappet Block
FA' Bank)
71-032-501 Tappet Block & Camshaft Bearing Pipe Assy
('A' Bank) Comprising:- 1
71-032-301 Tappet Block & Camshaft Bearing Pipe Assy
('A' Bank) Comprising:- 1
1 71-325-202 Tappet Block Assy ('A' Bank) 2
1 71-325 -652 Tappet Block Assy ('A' Bank) 2
20800205 Ring - Coupling 4 4
20800155 Nut 4 4
2 20803902 Copper Washer 26 34
3 20801412 Elbow 3/8 O.D. 2 2
4 71 -325-220 Pipe - Lub Oil Feed (Free End) 1 1
5 71-325 -040 Pipe - Lub Oil Feed (Free End) 1 1
6 71-325-060 Pipe - Camshaft Bearing Lub Oil Delivery 1 1
7 20805607 Connector 2 2
8 71 -325-641 Pipe - Lub Oil Tappet Block Dely 1 1
9 71-325-300 Pipe - Lub Oil Delivery 1 1
10 20807005 Tee - Male 1 1
11 02-72203 Adaptor - Bearing 6 8
12 71 -325-350 Pipe - Lub Oil Delivery 1 1
13 20805410 Connector - l/4 G 1 1
14 58-36951 Fitment 11 15
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 20-04 Last Issued 8/9/95
Illtistration Ref No(')3119
MIRRLEEE
Section 20 PARTS LIST
Page No. 8 ESL 12 & 16 Mk2
-
-
ITEM ON QWIENG
7 - PART No. DESCRIII'ION -
- Fig 6 Fig
-
12 Cyl
-
16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 20-04 Last Issued 8/9/95
Illustration Ref No@) 3119
MIRRLEES = Section 20
PARTS LIST
e 1111
1BLICXSTOAE
ESL 12 & 16 Mk2 Page No. 9
ITEM ON
- PART No. DESCRIPTION -
QlYiENG
ITEM ON
- - PART No. DESCRIPTION -
QnlENG
-
Fig 9 Fig 12 Cyl
- - 16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section ( s ) 20-06,07 Last Issued 19/9/95
Illustration Ref No 6 ) 3122
MZRRL.EES = Section 20
PARTS LIST
ESL 12 & 16 Mk2 Page No. 11
= BUCXSTOAE
ITEM ON
- - PART N O - DESCRIPTION --QTYENG
Fig 7 Fig
--
12 Cyl 16 Cyl
I
For sump arran ement
See sect. 3 &.I
10
20
MIRRLEES =
PARTS LIST Section 20
ESL 12 & 16 Mk2 Fig 3
\
10
16
\
=
~
12
/
n /
. 7
586
10&11
13
/
ITEM ON QTY/ENG
- - PART Na DESCRIFTION
?ig 1 Fig 12 CYl 16 Cyl
-
FUEL PIPES
e 8
9
10040254
71-221-711
Capscrew - M10 x 1.5 x 25 Long
Bolt - Fuel Manifold Banjo
12
12
12
16
10 71 -221 -291 Spacer - Fuel Manifold 12 16
11 20000606 0 Ring (Usage Various) 24 32
12 20001112 Seal - Dowty 12 16
- - -
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) 21-101 Last Issued 24/11/95
Illustration Ref No 6) 3146
MIRIUEES
Section 21 PARTS LIST
Page No. 2 ESL 12 & 16 Mk2
.
- -
Fig 1
ITEM ON
Fig 2
PART Na, DESCRIPTION -
QTYIENG
-
- -
12 Cyl 16 Cyl
- - --
Parts List ESL 12-16 Mk 2
Spec Section (s) 21-101,02
Mirrlees Blackstone Ltd
Last issued 2411ii95
a
Illustration Ref No6) 3146,3129
MIRRLEES = Section 21
PARTS LIST
ESL 12 & 16 Mk2 Page No. 3
ZZ BLACKSTONE
ITEM ON
- PART N" DESCRIPTION - QTYENG
Fig 3 Fig
- -
12 Cyl 16 Cyl
-
Parts List ESL 12-16 Mk2 Mirrlees Blackstone Ltd
Spec Section (s) 21-03 Last Issued 3/10/95
Illustration Ref No 6) 3130
MIRRLEEC
PARTS LIST
Page NO- 4 ESL 12 & 16 Mk2
- -
Parts List ESL 12-16 Mk 2
Spec Section (s) 21-04,05
Mirrlees Blackstone Ltd
Last Issued 5/10/95
a
Illustration Ref No 3131, 3132
MIRRLEES
PARTS LIST Section 21
ESL 12 & 16 Mk2 PageNO. 5
II BLACKSTONE
ITEM ON QTYENG
- - PART No. DESCRIPTION
Fig 6
- Fig 7 12 Cyl 16Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Specsection (s) 21-08 Last Issued 3/10/95
Illustration Ref No(s) 3139
MIRRLEES I
Section 21 PARTS LIST
Page No. 8 ESL 12 & 16 Mk2
ITEM ON QTYENG
- PART No. DESCRIPTION -
Fig 10
-
12 Cyl 16
- Cyl
ITEM ON
- 1 PART No. DESCRIPTION
QTYIENG
-
?ig 11 Fig 12 Cyl 16 Cyl
-
CV FUEL INJECTION PUMP
JHeaw Fuel and 19.7 BAR)
31 210 951 CV Fuel Injection Pump 12 16
1 31 214 110 Pump Housing 12 16
2 31 210 120 Shim Plate - Pump Housing 12 16
3 31 210 130 Shims - Pump Housing AIR m
4 31 214 500 Element Assembly R H 12 16
5 31 214 540 Seal- 0 Ring 12 16
6 31 214 070 Screw - Barrel Locating 12 16
7 31 214 550 Washer 24 32
8 31 214 080 Spill Plug 12 16
9 31 214 090 Washer - Spill Plug 12 16
10 31 214 200 Control Rod Assembly 12 16
11 31 214 230 Stop Cap - Control Rod 12 16
12
'
31 214 240 Bolt- Stop Cap 12 16
13 31 214 250 Shims - Stop Cap AIR AIR
14 31 214 260 Washer - Locking 12 16
15 31 214 560 Control Sleeve 12 16
16 31 210 750 Wire - Locking AIR AIR
17 31 210 320 Spring Plate - Upper 12 16
18 31 210 050 Circlip - Upper 12 16
19 31 214 310 Spring - Plunger 12 16
20 31 210 330 Spring Plate - Lower 12 16
21 31 214 360 Tappet 12 16
22 31 210 060 Circlip - Lower 12 16
23 31 214 600 Delivery Valve & Seat Assembly 12 16
24 31 214 430 Spring - Delivery Valve 12 16
25 31 214 480 Delivery Valve Holder 12 16
26 31 214 490 Retaining Nut 12 16
27 31 214 170 Nameplate 12 16
- -
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) - -- Last Issued 2/9/94
Illustration Ref No @) ST0042
MIRIUEEZ I
Section 21 PARTS LIST
Page No. 10 ESL 12 & 16 Mk2
ITEM ON
- PART No. DESCRIPTION -
Fig 11 Fig 12 Cyl 16 Cyl
- -
CV FUEL INJECTION P U M P
lHeaw Fuel and 19.7 BAR1
28 31 210 180 Pins - Nameplate 24 32
29 31 210 760 Protective Cap 12 16
30 31 210 770 Protective Plug 24 32
31 31 210 780 Protective Plug 12 16
32 31 214 680 Seal - 0 Ring 12 16
33 31 214 690 Seal - 0 Ring 12 16
34 31 214 670 Washer - 0 Ring 12 16
35 31 210 140 Tucker Rivets 48 64
36 31 214 570 I Blanking Plug 12 16
- -
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Specsection (s) --- Last Issued 2/9/94
Illustration Ref No (') ST0042
1IRRL.EES =
PART§ LI§T Section 21
ESL 12 & 16 Mk2 Fig- 1
1 BUCKSTONE 1
lange details
I
I 6
7
/
1
4 15
\ \ 5
MIRRLEES =
PARTS LIST Section 21
ESL 12 & 16 Mk2 Fig 4
BLACKSTOM I v
I
ESL 12 & 16 Mk2
I
10
0
10
a
'I I / a
'3
14
\
\
/
P
0 0
b
0
0 0
\
0 0
I
4
~~
Date: Man. No
ESL 12&16 FUEL FILTER PIPING ARRANGEMENT 10/95 3133
(SIMPLEX FILTER)
PARTS LIST Section 21
ESL 12 & 16 Mk2 Fig 8
14
6
- 13
15
~~~ ~
'2
PARTS LIST
ITEM ON
PART No. DESCRIPTION --
Fig 1 12 cyl 16 Cyl
-
ENGINE INSTRUCTION PLATES
1 MB10420 Rating Plate 1 1
2 MB4332 Engine Patent Plate 1 1
3 MB4333 Stressed Bolt Instruction Plate 1 1
4 R21086 Crankcase door Warning plate 2 2
5 U8109 Noise Warning Plate 1 1
6 K30729 Lub. Oil Filler Instructions 1 1
7 K24.557 Dipstick Instruction 1 1
8 K30779 Recommended Lub. Oil Plate 1 1
9 K30806 Overspeed Governor Instruction Plate 1 1
--
PartsList ESL12-16Mk2 Mirrlees Blackstone Ltd
Spec Section (s) 22-101 Last Issued 30/11/95
Illustration Ref No6 ) 3032
PARTS LIST Section 22
ESL 12 & 16 Mk2 Fig l a
1 BLACKSTONE
6 7
8 9
0 WARNING 0 0
10
11
ITEM ON
- PART Na DESCRIPTION - QTY/ENG
Fig Fig
-12 Cyl
ITEM ON QTYENG
- PART N O . DESCRIPTION - -
Fig 12 Cyl 16 Cyl
ITEM ON QTYENG
- - PART N DESCRIPTION -
Fig
--
Fig
-
U Cyl 16 Cyl
-
Electrical Runkinp
1 E383 Pipework Trunking - 1
2 E384 Electrical Trunking 1 -
2 E385 Electrical Trunking - 1
3 E386 Electrical Trunking 1 -
3 E387 Electrical Trunking - 1
4 SD329119 Trunking Blank Ends 3 3
a 5 E444 Trunking End Plate 2 2
6 E445 Trunking End Plate 2 2
7 SD329/69 Trunking 90 Degree Elbow 2 2
8 SD329184 Trunking 45 Degree Elbow 2 2
9 SD32911 Trunking 1 1
10 E447 Support Bracket (A Bank) 3 4
11 E447 Support Bracket (B Bank) 3 4
12 E449 Support Bracket (FWE) 2 2
a 14
15
10001152
20210809
M6 x 1x 8 Setscrew
M6 Spring Washer
12
12
15
15
16 E45 1 16mm Blanking Grommet AIR NR
17 E452 16mm Grommet AIR m
18 E453 32mm Grommet 2 2
19 SD329117 M6 x lOmm Pan Head Screw Am NR
20 ETW4 1/4 Whit. Lock Washer AIR NR
--
e Parts List ESL 12-16 Mk 2
Spec Section (s) (Contractual)
Mirrlees Blackstone Ltd
Last Issued 1/1/93
Illustration Ref No 6 )
Section 23 PARTS LIST
Page No. 4 ESL 12 & 16 Mk2
ITEM ON
- - PART No. DESCRIPTION
QTYENG
-
Fig
- Fig 12 Cyl
-
16 Cyl
-lTEM ON
Fig
-
Fig
PART N" DESCRIPTION -- QTYlENG
12 Cyl 16 Cyl
- -
3 n Engine
- TemDerature Switches lsecondary
Circuit Cooling Onlvl
E30616 Lub. Oil Temperature Switch (Alarm) 1 1
E30615 Lub. Oil Temperature Switch (Trip) 1 1
E30512 Jacket Water Temp. Switch (Alarm) 1 1
E30513 Jacket Water Temp. Switch (Trip) 1 1
e E324
E325
Lub. Oil Temperature Alarm (Label)
Lub. Oil Temperature Trip (Label)
1
1
1
1
E329 Jacket Water Temperature Alarm (Label) 1 1
E330 Jacket Water Temperature Trip (Label) 1 1
On Enpine Ternnerature Switches (Single
Circuitoolinr! Onlv)
0 E30617 Lub. Oil Temperature Switch (Alarm) 1 1
02 E30612 Lub. Oil Temperature Switch (Trip) 1 1
03 E30613 Jacket Water Temp. Switch (Alarm) 1 1
04 E30615 Jacket Water Temp. Switch (Trip) 1 1
- -
e Parts List ESL 12-16 M k 2 Mirrlees Blackstone Ltd
Last Issued 1/1/93
Spec Section (s)
Illustration Ref No('1
MIRRLEEC
Section 23 PARTS LIST
Page No. 6 ESL 12 & 16 Mk2
-
Mirrlees Blackstone Ltd
Spec Section (s) (Contractual) Last Issued 24/3/94
Illustration Ref No6 )
MIRRLEES = Section 23
PARTS LIST
ESL 12 & 16 Mk2 PageNO. 7
BUCKSTONE
ITEM ON
-- PART N O , DESCRIPTION
Fig Fig
--
On Engine Wiring & Accesories
29 SD69716 Cable Markers
30 SD69717 Cable Markers
31 SD69718 Cable Markers
32 SD69719 Cable Markers
33 SD697110 Cable Markers
34 SD70111 Cable Ties
35 SD69715 Insulated Boot Lace Ferrules
36 SD704/1 Heat Shrinkable Sleeving
-ITEM ON
PART N O . DESCRIP?ION -
QTYIENG
-
Fig Fig
- ~
12 Cyl
- 16 Cyl
-
Pinework Canilliaries
SDU8 I/4”O.D Copper Tube 109ft 119ft
SD622/94 ‘/4”O.D Straight Coupling 30 35
SD622/119 l/4”O.D Equal Elbow 24 24
SD622/11 l/4”O.D Equal Tee 10 10
SD622/11 ‘/4”O.D x G1/8 Stud Elbow 12 12
SD103/1 G3/8 x G1/4 Reducing Bush 2 2
SD103/21 G1/4 x G1/8 Reducing Bush 10 10
SD300/105 Copper Strip 8ft 8ft
SD236/13 2BA x 3/8” Round Head Screws 50 60
GW3 3/16” Spring Washer 50 60
Additional Pinework Canilliaries (Used on
Off-Eneine mounted L.O. Filter]
1 SD622/16 Bulkhead Connector 2 2
2 E345 Bulkhead Bracket 1 1
3 10001152 M6 x 1x 8 Setscrew 2 2
4 20211009 M6 Washer 2 2
Eneine Tachometer Speed Probe
9681-3504 Probe - Magnetic Speed Probe 1 1
-- --
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) Last Issued 1/1/93
Illustration Ref No6 )
MIRRLEES = Section 23
PARTS LIST
ESL 12 & 16 Mk2 Page No. 9
BUCKSTOM
ITEM ON QTYmNG
- PART No. DESCRIPTION
Fig
- Fig
- 12 Cyl 16 Cyl
-
Parts List ESL 12-16 Mk 2 Mirrlees Blackstone Ltd
Spec Section (s) Last Issued 1/1/93
Illustration Ref No 6)
MIRRLEEC
Section 23 PARTS LIST
Page No. 10 ESL 12 & 16 Mk2
--
ITEM O N
Fig
PART N". DESCKI~~ION -
QTYIENG
-
7
Fig
-
12 Cyl 16 Cyl
Enpine Thermometers
01 71-410-760 Thermometer - Fresh Water (0-120°C)
(Outlet Manifold) 1 1
02 71-808-770 Thermometer - Air (0 - ZOO'C)
(Air Outlet from Intercooler) 1 1
03 99 -31852 Thermometer - Water/Oil (0 - 100°C)
Fresh Water Inlet, Lub Oil Inlet, Raw Water
Inlet ) 3 3
2_
--
Parts List ESL 12-16 Mk 2
Spec Section (s)
Mirrlees Blackstone Ltd
Last Issued 1/1/93 '
a
Illustration Ref No(')